Jam-free dual-redundant actuator lane-changing system and process

Abstract

A jam-free dual redundant actuator lane change system includes a primary lane system and a secondary lane system. The primary lane system is configured to provide actuation of a component during normal operation while the secondary lane system remains in a standby configuration; and, the secondary lane system is configured to provide actuation of the component when the primary lane system fails or jams without output to the component.

Description

Technical Field

[0001] This disclosure relates to a non-blocking dual-redundant actuator switching system. This disclosure also relates to a non-blocking dual-redundant actuator switching process. More specifically, the disclosed system and process allow an electromechanical dual-redundant actuator with an active and / or backup configuration to disengage from a blocked and / or faulty active and / or primary channel and engage a backup and / or secondary channel of a non-blocking dual-redundant actuator.

[0002] This disclosure also relates to a non-blocking dual-redundant actuator switching system for use in aircraft and / or aerospace applications or any application requiring a non-blocking actuation system. This disclosure also relates to a non-blocking dual-redundant actuator switching process for use in aircraft and / or aerospace applications or any application requiring a non-blocking actuation system. More specifically, the disclosed system and process allow electromechanical dual-redundant actuators in aircraft and / or aerospace applications or any application requiring a non-blocking actuation system with active and / or backup configurations to disengage from blocked and / or faulty active and / or primary channels and engage with backup and / or secondary channels of the non-blocking dual-redundant actuator. Background Technology

[0003] Currently, the primary actuation technology used in aircraft and / or aerospace applications is hydraulic actuation. For example, the main flight surface control technology currently in use is hydraulic control. In this regard, hydraulic actuators can easily incorporate dual redundancy. However, hydraulic actuators also have many inherent problems. For example, typical hydraulic actuation systems suffer from issues such as leakage, significant weight loss, high maintenance requirements, and high failure rates.

[0004] Due to the inherent low cost, advantageous low weight, and / or similar advantages of electromechanical actuators (EMAs), the aircraft industry has an increasing need for EMAs. This growing demand for EMAs is expanding into high-reliability and / or critical applications, such as aerospace flight control. Actuator failures in high-reliability and / or critical applications are highly undesirable and can lead to safety issues and potential equipment damage.

[0005] Therefore, to meet the requirement of low failure rate, dual-redundant actuators are employed. However, many dual-redundant actuator system designs are limited in that they only provide electrical / electronic redundancy and do not provide a blockage-free dual-redundancy mechanism. This means that if the mechanical channel of one actuator becomes blocked, the second channel will also become blocked. This is because they are both hard-coupled to the same structural component; therefore, a blockage or failure in one channel is actually the same component failing in the second channel.

[0006] Therefore, actuators with non-blocking redundant systems and / or redundant actuator processes are desirable to avoid channel congestion. This ability of dual-redundant electromechanical actuators to avoid mechanical failures is crucial for achieving higher reliability, increased safety, limited equipment damage, and / or similar performance. Summary of the Invention

[0007] This disclosure largely addresses the aforementioned needs, describing a non-blocking dual-redundant actuator lane-changing system and / or a dual-redundant actuator lane-changing process.

[0008] One aspect of this disclosure includes a non-blocking dual-redundant actuator lane-changing system, comprising a primary lane system; and a secondary lane system, wherein the primary lane system is configured to provide actuation of components during normal operation, while the secondary lane system remains in a standby configuration; and wherein the secondary lane system is configured to provide actuation of components when the primary lane system fails or becomes blocked.

[0009] One aspect of this disclosure includes a non-blocking dual-redundant actuator lane-changing system, comprising a primary lane system; a secondary lane system; the primary lane system being configured to provide actuation of components during normal operation, while the secondary lane system remains in a standby configuration; a sensor configured to sense a fault in the primary lane system; and a controller configured to control the secondary lane system to provide actuation of components in response to the sensor sensing a fault in the primary lane system.

[0010] Therefore, certain aspects of this disclosure have been outlined rather extensively in order to better understand its detailed description herein and to better appreciate the invention's contribution to the art. Of course, other aspects of this disclosure are also present, which will be described below and form the subject matter of the appended claims.

[0011] In this regard, before explaining at least one aspect of this disclosure in detail, it should be understood that this disclosure, in its application, is not limited to the construction details and arrangement of components set forth in the following description or shown in the accompanying drawings. In addition to the aspects described, this disclosure can be practiced and implemented in various ways. Furthermore, it should be understood that the wording and terminology used herein, as well as the abstract, are for descriptive purposes and should not be considered limiting.

[0012] Therefore, those skilled in the art will understand that the concepts upon which this disclosure is based can be readily used as the basis for designing other structures, methods, and systems to achieve several of the objectives of this disclosure. Therefore, it is important that the claims be considered to include such equivalent constructions, provided they do not depart from the spirit and scope of this disclosure. Attached Figure Description

[0013] Figure 1 A schematic diagram of a blockage-free dual-redundant actuator lane-changing system according to aspects of this disclosure is shown.

[0014] Figure 2 It shows Figure 1 A partial perspective exploded view of the main channel system.

[0015] Figure 3 It shows Figure 2 A cross-sectional side view of the components of the main channel system.

[0016] Figure 4 A cross-sectional side view of the main channel system in operation mode is shown.

[0017] Figure 5 This shows that in the main channel active mode, along Figure 4 A partial cross-sectional view of the disengagement of the VV line mechanism in the main channel system.

[0018] Figure 6 It shows Figure 4 A partial cross-sectional view of the mechanism of the main channel system when it leaves the main channel mode.

[0019] Figure 7 It shows Figure 1 A partial perspective end view of the secondary channel system.

[0020] Figure 8 It shows that according to Figure 1 A partial top cross-sectional view of a non-blocking dual-redundant actuator lane-changing system.

[0021] Figure 9 It shows that according to Figure 1 A partial end view of a non-blocking dual-redundant actuator lane-changing system in main lane operation and secondary lane standby modes.

[0022] Figure 10 It shows that according to Figure 1 Partial end view of the non-blocking dual-redundant actuator lane-changing system in secondary lane holding position and primary lane disengagement modes.

[0023] Figure 11 It shows that according to Figure 1 A partial cross-sectional view of a non-blocking dual-redundant actuator lane-changing system in the backup mode of the secondary lane.

[0024] Figure 12 A cross-sectional view of the main channel system in non-blocking mode is shown.

[0025] Figure 13 A controller according to this disclosure is shown.

[0026] Figure 14 It shows that according to Figure 1 The process of a non-blocking dual-redundant actuator lane-changing system. Detailed Implementation

[0027] This disclosure will now be described with reference to the accompanying drawings, wherein like reference numerals refer to like parts throughout. Various aspects of this disclosure advantageously provide a transmission that provides redundant drive for an actuator.

[0028] Figure 1 A schematic diagram of a blockage-free dual-redundant actuator lane-changing system according to aspects of this disclosure is shown.

[0029] in this regard, Figure 1 The key components of the non-blocking dual-redundant actuator lane-changing system according to this disclosure are illustrated in the block diagram. Specifically, Figure 1 A non-blocking dual-redundant actuator rerouting system 100 is shown. The non-blocking dual-redundant actuator rerouting system 100 may include a main rerouting system 200 and a secondary rerouting system 300. The non-blocking dual-redundant actuator rerouting system 100 can operate to actuate component 400.

[0030] In one aspect, the non-blocking dual-redundant actuator lane-changing system 100 can be configured to actuate a component 400, which includes control surfaces, flight surfaces, and / or similar components for an aircraft, is connected to, and / or operates, the control surfaces, flight surfaces, and / or similar components for the aircraft. In another aspect, the non-blocking dual-redundant actuator lane-changing system 100 can be configured to actuate flight surfaces for an aircraft, including one or more of ailerons, elevators, rudders, leading-edge flaps, leading-edge slats, ground spoilers, inboard flaps, inboard ailerons, inboard aileron trim tabs, outboard flaps, balance trim tabs, outboard ailerons, flight spoilers, trim trim tabs, slats, air brakes, elevator trim, control horns, rudder trim, aileron trim, and / or similar components. In one aspect, the actuator can be configured to actuate components of an aircraft, such as thrust reversers, weapon systems, aerial refueling systems, tailhook arresting systems, landing gear systems, doors, hatches, and / or similar components. In this respect, the non-blocking dual-redundant actuator switching system 100 is specifically configured for aircraft systems where reliability, weight, and / or similar indicators are more important, and / or beneficial to aircraft systems where reliability, weight, and / or similar indicators are more important.

[0031] The clog-free dual-redundant actuator lane-changing system 100 may include a main channel actuator motor 202, a main channel gearbox 204, a splined internal output shaft 206, a splined external output shaft 208, a main channel disengagement motor 210, a main channel splined coupling nut 212, a main channel disengagement mechanism that may include a wheel 214, a secondary channel actuator motor 302, a secondary channel gearbox 304, a secondary channel planetary output stage 306, a secondary channel output shaft 308, a secondary channel engagement mechanism 310, and a secondary channel engagement motor 312. However, the clog-free dual-redundant actuator lane-changing system 100 can be implemented with fewer components, more components, and / or different components providing equivalent functionality.

[0032] In this regard, the main channel system 200 may include one or more of the following: a main channel actuation motor 202, a main channel gearbox 204, a splined internal output shaft 206, a splined external output shaft 208, a main channel disengagement motor 210, a main channel splined coupling nut 212, and a main channel disengagement mechanism that may include a wheel 214. Specifically, the main channel system 200 may be implemented to provide actuation of component 400 during typical normal operation, while the secondary channel system 300 remains in a standby configuration. More specifically, the main channel system 200 may be implemented in an active configuration to provide actuation of component 400 during typical normal operation, while the secondary channel system 300 remains in a standby configuration. Additionally, the main channel system 200 may be implemented with fewer components, a greater number of components, and / or different components providing equivalent functionality.

[0033] On the other hand, the secondary channel system 300 may include one or more of the following: a secondary channel actuator motor 302, a secondary channel gearbox 304, a secondary channel planetary output stage 306, a secondary channel output shaft 308, a secondary channel engagement mechanism 310, and a secondary channel engagement motor 312. Specifically, the secondary channel system 300 may be implemented to provide actuation of component 400 when the primary channel system 200 malfunctions, becomes blocked, or experiences similar conditions. Furthermore, the secondary channel system 300 may be implemented with fewer components, a greater number of components, and / or different components providing equivalent functionality.

[0034] More specifically, the non-blocking dual-redundant actuator switching system 100 can operate in an active configuration to operate component 400 by implementing the primary channel system 200. When the primary channel system 200 fails, becomes blocked, or experiences a similar condition, the non-blocking dual-redundant actuator switching system 100 can be operated in a fault-tolerant configuration to disconnect the primary channel system 200 from component 400 and connect the secondary channel system 300 to component 400. Thereafter, the secondary channel system 300 of the non-blocking dual-redundant actuator switching system 100 operates component 400.

[0035] Figure 2 It shows Figure 1A partial perspective exploded view of the main channel system.

[0036] Figure 3 It shows Figure 2 The cross-sectional side view of the component view.

[0037] refer to Figure 2 and Figure 3 The main channel system 200 may include a two-part rotary spline output shaft that allows the rotary spline output shaft to be disengaged in the event of a fault. More specifically, the rotary spline output shaft of the main channel system 200 may include an internal spline output shaft 206 and an external spline output shaft 208. The main channel spline coupling nut 212 may be configured as a nut having an internal spline 230, which may connect to a feature 232 (e.g., a spline shaft) of the internal spline output shaft 206 and a spline 234 of the external spline output shaft 208. The main channel spline coupling nut 212 may also have threads 236 on its outer diameter. The main channel system 200 may further include a wheel 214. The wheel 214 may be as follows: Figure 3 The diagram includes an internal thread 238. The wheel 214, together with the internal thread 238, drives the main channel spline coupling nut 212 during rotation. In one aspect, the wheel 214 may be a worm gear having worm gear teeth arranged along its outer diameter. Furthermore, the main channel system 200 can be implemented with fewer components, a greater number of components, and / or different components providing equivalent functionality.

[0038] More specifically, such as Figure 2 and Figure 3 As shown, the internal spline output shaft 206, the main channel spline connecting nut 212, the wheel 214, and the external spline output shaft 208 can be arranged along and parallel to the X-axis. When the main channel system 200 is in active engagement, the rotation of the internal spline output shaft 206 causes the rotation of the main channel spline connecting nut 212 and the external spline output shaft 208, which is provided to component 400 (e.g., ...). Figure 1 (As shown). In this respect, feature 232 of the splined internal output shaft 206 engages with the internal spline 230 of the main channel spline coupling nut 212, and similarly, the internal spline 230 of the main channel spline coupling nut 212 engages with the spline 234 of the splined external output shaft 208. Furthermore, the splined internal output shaft 206 can be driven by the main channel system 200 to provide rotation of the splined external output shaft 208 as described above. Although as... Figure 2 and Figure 3 As shown, the main channel system 200, including the main channel spline connecting nut 212, wheel 214, and spline external output shaft 208, can be implemented along a single common axis parallel to the X-axis, but other arrangements are also possible. Furthermore, the main channel system 200 may include components that provide equivalent functionality.

[0039] Further reference Figure 2 The splined internal output shaft 206 may include a feature 232 that connects to the bracket 240. The bracket 240 may include a hole 242 for receiving mechanical fasteners for connection with the main channel gearbox 204 (e.g., Figure 1 (as shown) and / or the main channel actuation motor 202 (as shown) Figure 1 (As shown) engagement. The splined internal output shaft 206 may further include a bracket portion 244, which may be arranged between the bracket 240 and feature 232. The bracket portion 244 may be as shown... Figure 4 The coupling bearings shown are used to ensure smooth and / or low-friction rotation of the splined internal output shaft 206. The internal output shaft 206 can be any type of output shaft that operates outside the main channel gearbox 204, provided that it has an operating connection (e.g., a spline connected to the main channel spline coupling nut 212).

[0040] Figure 4 It shows Figure 2 A cross-sectional side view of another part of the main channel system component.

[0041] refer to Figure 4 The main channel system 200 may further include an outer bearing 216, an inner bearing 218, a mechanical stop 220, and a spring 222.

[0042] The main channel system 200, together with one or more of the components described herein, may be configured with output engagement / disengagement features. In this respect, as the wheel 214 rotates about the X-axis, the main channel spline coupling nut 212 can linearly translate along the X-axis toward the spline external output shaft 208 when it rests against the spline internal output shaft 206; the internal spline 230 acts as an anti-rotation guide. The spline external output shaft 208 may have a mechanical stop 220 disposed on its outer surface. Under normal operating conditions, the main channel system 200 can be in an active mode, and the wheel 214 can rotate freely. To ensure that the main channel spline coupling nut 212 remains in place during normal operation or the first configuration, a spring 222 may be installed and / or arranged such that the thread friction between the internal thread 238 of the wheel 214 and the thread 236 of the main channel spline coupling nut 212 can be greater than the friction between the wheel 214 and the outer bearing 216 and / or the inner bearing 218. In some respects, the bearings on wheel 214 may be important because the free rotation of wheel 214 is critical for operation. To minimize the failure rate, a dual-bearing feature can be used, which may include features such as... Figure 4 The arrangement and / or use of the outer bearing 216 and / or inner bearing 218 are shown.

[0043] More specifically, the splined external output shaft 208 may have a first end on which a spline 234 is disposed for engaging the internal spline 230 of the main channel spline coupling nut 212. The splined external output shaft 208 may further include a second end opposite the first end for connection and / or output to component 400. Furthermore, the splined external output shaft 208 may include a mechanical stop 220 disposed between the first and second ends. The mechanical stop 220 may be implemented as a circumferential edge with a diameter larger than the inner diameter of the main channel spline coupling nut 212. Thus, as... Figure 4 As shown, the mechanical stop 220 can prevent the main channel spline connecting nut 212 from moving to the right along the X-axis.

[0044] Spring 222 can be implemented by any type of spring structure, spring implementation, and / or spring configuration. Spring 222 can be coiled around the splined internal output shaft 206. Specifically, spring 222 can be coiled around feature 232 of the splined internal output shaft 206. A first end of spring 222 can engage between the surface of the splined internal output shaft 206 and feature 232. A second end of spring 222 can engage the surface of the main channel spline coupling nut 212 between the thread 236 and the internal spline 230. Spring 222 can be configured to apply sufficient force to the main channel spline coupling nut 212 to push the main channel spline coupling nut 212 toward the splined external output shaft 208.

[0045] The outer bearing 216 of wheel 214 can be arranged about the X-axis to allow wheel 214 to rotate. The outer bearing 216 can be circumferentially arranged outside the inner bearing 218. Specifically, the outer bearing 216 can engage with and also engage with the surface of the inner bearing 218. The inner bearing 218 can contact the surface of wheel 214. Specifically, the inner bearing 218 can directly contact the circumferential surface of wheel 214.

[0046] Further reference Figure 4 The main channel actuator motor 202 can be connected to the main channel gearbox 204 within the non-blocking dual redundant actuator lane-changing system 100. Furthermore, as... Figure 4 As shown, the main channel gearbox 204 can be supported by one or more bearings within the unobstructed dual-redundant actuator switching system 100. Furthermore, the splined internal output shaft 206 can be supported by one or more bearings within the unobstructed dual-redundant actuator switching system 100 and can be connected to the output shaft 256 of the main channel actuator motor 202, which can be supported by one or more mechanical fasteners 254. Additionally, Figure 4 The positioning of screw shafts 246 and 346 within the clog-free dual-redundant actuator rerouting system 100 is shown, which will be referenced Figure 5 and Figure 7 Please provide a more detailed description.

[0047] Figure 5 It shows the effect along the active mode. Figure 4 A partial cross-sectional view of the VV line detachment mechanism of the main channel system.

[0048] Figure 6 This shows the effect of moving along the main channel in disengagement mode. Figure 4 A partial cross-sectional view of the VV line detachment mechanism of the main channel system.

[0049] During normal operation of the unblocked dual-redundant actuator lane-changing system 100, the main channel actuator motor 202 rotates and applies rotational torque to the main channel gearbox 204. The main channel gearbox 204 outputs the rotational torque received from the main channel actuator motor 202 and applies it to the spline internal output shaft 206. The spline internal output shaft 206 transmits the rotational torque to the spline external output shaft 208 via the main channel spline coupling nut 212. Finally, the spline external output shaft 208 outputs rotational torque to the component 400.

[0050] refer to Figure 5 The main channel system 200 may further include one or more components for switching the main channel system 200 from an active mode to a disengaged mode. Specifically, the one or more components for switching the main channel system 200 from an active mode to a disengaged mode may include a retaining nut 224, a worm gear 226, and a magnetic probe 228. However, the main channel system 200 may utilize different components to switch the main channel system 200 from an active mode to a disengaged mode.

[0051] When a fault or blockage is detected in the main channel system 200 of the unblocked dual-redundant actuator switching system 100, the main channel disconnect motor 210 of the main channel system 200 can be energized to drive the screw shaft 246. The main channel disconnect motor 210 can be directly connected to the screw shaft 246, or it can be connected to the screw shaft 246 via an intermediate component. Figure 5 As shown, the screw shaft 246 may extend along the y-axis, z-axis, or x-axis through an intermediate component, namely a bevel gear. The screw shaft 246 may be supported along its length by end caps and / or bearings. For example, one or more bearings may be arranged along the y-axis at each end of the screw shaft 246. The worm gear 226 may be arranged within a retaining nut 224, which may be arranged around the screw shaft 246.

[0052] In response to the main channel disengaging from the motor 210, the screw shaft 246 can drive the worm gear 226 away from the retaining nut 224. In this case, the retaining nut 224 can act as a "rotation" guide for the worm gear 226. As the screw shaft 246 rotates, because the worm gear 226 is guided on the retaining nut 224, the worm gear 226 can translate linearly along the y-axis while rotating. Figure 6As shown, once the worm gear 226 translates downwards, it can engage the wheel 214. Afterwards, the wheel 214 can begin to rotate, and the worm gear 226 can continue to move forward and downward along the y-axis. When the worm gear 226 moves out of the retaining nut 224, three things may happen:

[0053] Case 1 – If the rotational friction of wheel 214 is less than the friction of the worm gear / screw, then worm gear 226 may stop moving linearly and may only rotate to drive wheel 214 to rotate.

[0054] Case 2 – Due to excessive rotational friction on wheel 214, worm gear 226 may continue to move forward while pushing wheel 214 to engage the wheel, and then continue to rotate / translate downward.

[0055] Case 3 – Worm gear 226 rotates while translating forward.

[0056] Because the spring 222 on the main channel spline connecting nut 212 may always have some friction, especially in the event of blockage, scenario 2 or 3 is most likely to occur. Once the worm gear 226 moves to the mechanical stop 248 (linearly fixed but freely rotating about the screw shaft 246), the worm gear 226 can stop its linear movement and only rotate to drive the wheel 214. Figure 12 As shown, with the rotation of wheel 214 (such as...) Figure 6 (As indicated by the arrow in the image), the main channel spline connecting nut 212 may be forced to move, thereby disengaging from the external spline output shaft 208.

[0057] Furthermore, for Initial Built-in Test (IBIT) purposes, the worm gear guide of worm gear 226 can be designed to achieve the fixing nut of fixing nut 224. In this way, worm gear 226 can move back and forth along the y-axis. Magnetic probe 228 can be arranged and configured to check the engagement / disengagement function of main channel spline coupling nut 212.

[0058] therefore, Figure 5 and Figure 6 Various components operating within the non-blocking dual-redundant actuator switching system 100 are illustrated, particularly the main channel system 200, for switching the main channel system 200 from an active mode or normal operating configuration to a fault-tolerant or non-blocking state. In the active mode or normal operating configuration, the main channel system 200 of the non-blocking dual-redundant actuator switching system 100 operates from component 400. In the fault-tolerant or non-blocking state, the main channel system 200 of the non-blocking dual-redundant actuator switching system 100 disengages from component 400 and ceases to operate from component 400. Specifically, the secondary channel system 300 of the non-blocking dual-redundant actuator switching system 100 now controls component 400.

[0059] Figure 7 It shows Figure 1 A partial perspective end view of the secondary channel system.

[0060] Specifically, Figure 7 This shows the secondary channel system 300 in either the primary channel active mode or normal operation configuration. In other words, the secondary channel system 300 of the non-blocking dual redundant actuator lane-changing system 100 is not used by the control unit 400. Figure 7 Further illustration shows the conversion of the secondary channel system 300 of the non-blocking dual-redundant actuator lane-changing system 100 into multiple components of a second configuration. Specifically, Figure 7 The secondary channel planetary output stage 306 of the secondary channel system 300 is shown. More specifically, the secondary channel planetary output stage 306 may include a ring gear 314, one or more planetary gears 316, and a sun gear 318 connected to the secondary channel output shaft 308. Figure 7 It is hidden behind the secondary channel output shaft 308, such as Figure 9 shown). Specifically, Figure 7 Various components are shown operating within a non-blocking dual-redundant actuator switching system 100 (particularly within a secondary channel system 300) to switch the secondary channel system 300 from a primary channel in an active or normal operating configuration to a fault-tolerant or non-blocking configuration. In the active or normal operating configuration, the secondary channel system 300 of the non-blocking dual-redundant actuator switching system 100 is on standby. In the fault-tolerant or non-blocking configuration, the secondary channel system 300 of the non-blocking dual-redundant actuator switching system 100 is connected to and operates component 400.

[0061] For the secondary channel system 300, one or more planetary gears 316 can be implemented using a free-state ring gear 314 (which decouples the output from the input). This allows the secondary channel output shaft 308 of the secondary channel system 300 to be reverse-driven. The outer diameter of the ring gear 314 can have teeth that work with the worm gear 326. The inner diameter of the ring gear 314 can engage one or more planetary gears 316, and one or more planetary gears 316 can engage the sun gear 318 (see...). Figure 9 Furthermore, one or more planetary gears 316 may engage annular gears 322 disposed on the inner diameter of annular gears 314.

[0062] Similar to the main channel system 200, the secondary channel system 300 may include a screw shaft 346 that drives a worm gear 326 to engage an annular wheel 314. Figure 7 As shown, the difference from the main channel system 200 may lie in the implementation of the worm gear guide, which may be a "blade or sleeve" 356 instead of a "fixed nut".

[0063] like Figure 7As shown, the screw shaft 346 can extend along the y-axis. The screw shaft 346 can be supported along its length. Additionally, the screw shaft 346 can be supported by one or more bearings. For example, one or more bearings can be arranged along the y-axis at each end of the screw shaft 346. The screw shaft 346 can drive the worm gear 326 along the blades 356, which serve as guides. As the screw shaft 346 rotates, the worm gear 326 can translate linearly downward along the y-axis while the screw shaft 346 rotates.

[0064] In the event of a blockage in the main channel system 200, the secondary channel engagement motor 312 can drive the screw shaft 346, which in turn drives the turbine 326. For example... Figure 10 As shown, Figure 11 The anti-rotation guide or anti-rotation sleeve 356 shown allows the turbine 326 to translate linearly and engage with the annular wheel 314. Specifically, the turbine 326 can translate until it engages with the mechanical stop 362. Signals from limit switches, stall current, and / or similar sources can indicate that the annular wheel 314 is engaged.

[0065] Figure 8 It shows that according to Figure 1 A partial top cross-sectional view of a non-blocking dual-redundant actuator lane-changing system.

[0066] Figure 9 It shows that according to Figure 1 A partial end view of a non-blocking dual-redundant actuator lane-changing system in active mode on the main channel.

[0067] Figure 10 It shows that according to Figure 1 A partial end view of a non-blocking dual-redundant actuator lane-changing system under fault-tolerant or non-blocking conditions.

[0068] Figure 11 It shows that according to Figure 1 A partial cross-sectional view of a non-blocking dual-redundant actuator lane-changing system during the engagement mode of the secondary lane.

[0069] Figure 12 A cross-sectional view of the main channel system being disconnected under fault-tolerant or non-blocking conditions is shown.

[0070] refer to Figure 8Under normal operating conditions, the non-blocking dual-redundant actuator switching system 100 is in active mode and operates to make the main channel system 200 active, driving the main channel actuator motor 202 to output to component 400 via the secondary channel gearbox 304, the splined internal output shaft 206, the main channel spline connecting nut 212, and the splined external output shaft 208. Under normal operating conditions, the secondary channel output shaft 308 of the secondary channel system 300 is in standby mode and is disengaged because one or more planetary gears 316 can be free, allowing the main channel system 200 to be easily reverse-driven by component 400.

[0071] However, when the main channel system 200 malfunctions, for example, when any one or more of the main channel actuator motor 202, main channel gearbox 204, gear train, and / or similar components malfunction, the malfunction can be detected via the sensors described herein, the controllers described herein, output sensors, motor current monitoring, and / or similar means. When a malfunction is detected, the flight computer, central maintenance system (CMS), flight management system (FMS), flight warning system (FWS), and / or similar systems can actuate the secondary channel engagement motor 312 to engage the ring wheel 314 and actuate the secondary channel actuator motor 302 to maintain position. Specifically, as Figures 9 to 10 As shown, the secondary channel engagement motor 312 can drive the screw shaft 346 to drive the turbine 326 downward to the mechanical stop 362 and engage the turbine 326 with the annular wheel 314. Specifically, the annular wheel 314 can engage the secondary channel actuator motor 302 and the secondary channel gearbox 304 to provide output to the secondary channel output shaft 308.

[0072] The main channel disconnect motor 210 of the main channel system 200 can activate the disconnect mechanism of the main channel system. This mechanism may include a screw shaft 246, a worm gear 226, a mechanical stop 248 (which may be bearing-mounted), a wheel 214 (which may be driven by the worm gear 226 with internal threads), a main channel spline coupling nut 212 (which travels when the wheel 214 rotates), and it may engage the spline internal output shaft 206, the spline external output shaft 208, and / or similar components.

[0073] like Figure 6 As shown, when the screw shaft 246 rotates, the screw shaft 246 can drive the worm gear 226 from... Figure 5 The initial position (unengaged) of the downward engaging wheel 214 is shown. While the screw shaft 246 remains rotating, the worm gear 226 can rotate and travel according to the frictional load. Ultimately, the worm gear 226 can engage the mechanical stop 248. When the worm gear 226 contacts the mechanical stop 248, the worm gear 226 can be forced to rotate and drive the wheel 214.

[0074] like Figure 12 As shown, when wheel 214 rotates, the internal threads of wheel 214 may cause axial translation of the main channel spline connecting nut 212. The main channel spline connecting nut 212 can move until it reaches the mechanical stop, at which point the main channel spline connecting nut 212 can completely disengage from the spline external output shaft 208 to alleviate the blockage. In other words, the main channel system 200 of the non-blocking dual redundant actuator switching system 100 has been operated in response to the blockage condition to leave normal operation or active mode switching, so as to disconnect the main channel system 200 from the non-blocking dual redundant actuator switching system 100. Thereafter, the secondary channel system 300 of the non-blocking dual redundant actuator switching system 100 can be connected to and operate component 400.

[0075] Return to reference Figure 8 The non-blocking dual-redundant actuator lane-changing system 100 may include a first end plate 102, mechanical fasteners 104, a first housing 106, a second housing 108, and a third housing 110. Specifically, the first end plate 102 may be arranged between the main channel gearbox 204 and the main channel actuator motor 202. The shaft of the main channel gearbox 204 may extend through the first end plate 102 and be connected to the main channel actuator motor 202. Furthermore, the first end plate 102 may be arranged between the secondary channel gearbox 304 and the secondary channel actuator motor 302. The shaft of the secondary channel gearbox 304 may extend through the first end plate 102 and be connected to the secondary channel actuator motor 302. The first end plate 102 may include mechanical fasteners 104 for connecting the first end plate 102 to structures associated with the aircraft, the main channel actuator motor 202, the secondary channel actuator motor 302, and / or similar structures.

[0076] The first housing 106 supports the primary channel gearbox 204 and / or the secondary channel gearbox 304, as well as other parts of the secondary channel system 300 and the primary channel system 200. The first housing 106 may also receive mechanical fasteners for attaching the first housing 106 to the secondary channel gearbox 304 and the primary channel gearbox 204. The second housing 108 may connect to the first housing 106 and the second housing 108, and supports the secondary channel planetary output stage 306, as well as other parts of the secondary channel system 300 and the primary channel system 200. The third housing 110 may connect to the second housing 108. The third housing 110 may support the secondary channel output shaft 308 and the splined external output shaft 208, as well as other parts of the secondary channel system 300 and the primary channel system 200.

[0077] One or more components of the clog-free dual-redundant actuator switching system 100, main channel system 200, and / or sub-channel system 300 as described herein can be formed from various materials, including one or more metals, synthetic materials, composite materials, and / or the like. Furthermore, one or more components of the clog-free dual-redundant actuator switching system 100, main channel system 200, and / or sub-channel system 300 as described herein can be formed by casting, machining, stamping, molding, 3D printing, and / or similar methods.

[0078] Figure 13 A controller according to this disclosure is shown.

[0079] Specifically, Figure 13 A controller 500 is shown, which can be used with a non-blocking dual-redundant actuator lane-changing system 100. The controller 500 may include a processor 502 configured to execute instructions stored on a computer-readable medium 504. In a particular aspect, the controller 500 may be configured to control the operation of the non-blocking dual-redundant actuator lane-changing system 100, the main channel system 200, and / or the secondary channel system 300 during both normal and fault operation. Specifically, the controller 500 may control the operation of the non-blocking dual-redundant actuator lane-changing system 100 to change from a normal configuration to a fault configuration.

[0080] In one aspect, processor 502 implements the non-blocking dual-redundant actuator lane-changing process 600 as described below. Instructions may include various commands for controlling components of the non-blocking dual-redundant actuator lane-changing system 100. Computer-readable medium 504 may be any type of memory known in the art, including non-volatile memory such as magnetic disk memory, cloud-based memory, flash memory, etc. Processor 502 may also communicate with other types of memory, including random access memory 506 and read-only memory 508. Controller 500 may further include display 510, which may display various states and indications associated with the instructions executed by processor 502. For example, display 510 may display faults in the non-blocking dual-redundant actuator lane-changing system 100 and implementations of the sub-channel system 300.

[0081] The controller 500 can communicate with multiple input devices 512 and output devices 514. The multiple input devices 512 may include user or pilot interface devices such as a keyboard, mouse, buttons, and / or other peripheral devices for receiving user or pilot input. User or pilot input may include activating the secondary channel system 300.

[0082] The multiple input devices 512 may further include sensors, such as position sensors, motion sensors, speed sensors, voltage sensors, current sensors, and / or other detection devices known in the art, that communicate with various components of the non-blocking dual-redundant actuator lane-changing system 100. Specifically, the sensors may include sensors for determining faults in the main lane system 200.

[0083] Multiple output devices 514 may include various electrical and / or mechanical control devices that can be used to control various components of the non-blocking dual-redundant actuator switching system 100, such as switches, electrical and / or electromagnetic relays, actuators, or other components known in the art. Specifically, output devices 514 can control the non-blocking dual-redundant actuator switching system 100 to switch from a normal configuration to a field configuration.

[0084] Figure 14 It shows that according to Figure 1 The process of operating a dual-redundant actuator lane-changing system.

[0085] Figure 14 It shows that according to Figure 1 The process of operating a dual-redundant actuator lane-changing system.

[0086] Specifically, Figure 14 The diagram illustrates a non-blocking dual-redundant actuator rerouting system process 600 for the non-blocking dual-redundant actuator rerouting system 100. During the normal operating mode of the non-blocking dual-redundant actuator rerouting system 100, the main channel system 200 can be operated. In other words, the non-blocking dual-redundant actuator rerouting system 100 can be in an active configuration.

[0087] Further reference Figure 14 The non-blocking dual-redundant actuator lane-changing system process 600 can sense the operation 602 of the main channel system. Specifically, the controller 500 implementing the non-blocking dual-redundant actuator lane-changing system process 600 can receive signals from the non-blocking dual-redundant actuator lane-changing system 100 to sense the operation of components associated with the main channel system 200. For example, the non-blocking dual-redundant actuator lane-changing system 100 can detect the movement of the main channel system 200 and / or component 400 using the sensors described herein. Specifically, the sensors can be used to detect faults in the main channel system 200.

[0088] The unblocked dual-redundant actuator rerouting system process 600 can determine whether the main channel is functioning correctly 604. Specifically, the controller 500 implementing the unblocked dual-redundant actuator rerouting system process 600 can determine whether the main channel system 200 and / or the unblocked dual-redundant actuator rerouting system 100 are operating correctly. If the controller 500 does not sense any problems with the main channel system 200 and / or the unblocked dual-redundant actuator rerouting system 100, the unblocked dual-redundant actuator rerouting system 100 can continue operating. The controller 500 can return to step 602 and continue receiving signals from the main channel system 200 regarding the operation of the unblocked dual-redundant actuator rerouting system 100.

[0089] In some cases, controller 500 may detect problems in the main channel system 200 and / or the non-blocking dual-redundant actuator switching system 100. For example, a fault within the main channel system 200 may cause the non-blocking dual-redundant actuator switching system 100 to jam or remain stationary. Consequently, the main channel system 200 may malfunction. When a fault has been detected, controller 500, operatively coupled to the non-blocking dual-redundant actuator switching system 100, may proceed to step 606.

[0090] Next, controller 500 can stop the operation of the main channel system and activate the secondary channel engagement mechanism 606. Specifically, controller 500 and / or the non-blocking dual redundant actuator lane-changing system process 600 can stop the operation of the main channel system 200, and the non-blocking dual redundant actuator lane-changing system process 600 can activate the secondary channel system 300 as described herein.

[0091] The non-blocking dual-redundant actuator lane-changing system process 600 can determine whether the secondary channel engagement mechanism has locked the annular wheel 608. Specifically, the controller 500 and / or the non-blocking dual-redundant actuator lane-changing system process 600 can determine whether the secondary channel system 300 has locked the annular wheel 314, as described herein. Figure 10 As described above. For example, the controller 500 of the process 600 for implementing a blockage-free dual redundant actuator lane-changing system can receive signals from the blockage-free dual redundant actuator lane-changing system 100 to sense the operation of components associated with the main lane system 200 and / or the secondary lane system 300 to determine whether the secondary lane system 300 has locked the ring wheel 314.

[0092] The non-blocking dual-redundant actuator lane-changing system process 600 can activate the secondary channel drive motor system and initiate holding mode 610. Specifically, the controller 500 and / or the non-blocking dual-redundant actuator lane-changing system process 600 can activate the secondary channel actuator motor 302.

[0093] The non-blocking dual-redundant actuator lane-changing system process 600 can determine whether the secondary lane system is in hold mode 612. For example, the controller 500 implementing the non-blocking dual-redundant actuator lane-changing system process 600 can receive signals from the non-blocking dual-redundant actuator lane-changing system 100 to sense the operation of components associated with the primary lane system 200 and / or the secondary lane system 300 to determine whether the secondary lane system is in hold mode 612.

[0094] The non-blocking dual-redundant actuator lane-changing system process 600 can activate the main lane disengagement mechanism 614. Specifically, the controller 500 and / or the non-blocking dual-redundant actuator lane-changing system process 600 can activate the main lane disengagement mechanism, which may include an implementation of the main lane disengagement motor 210 as described herein.

[0095] The non-blocking dual-redundant actuator lane-changing system process 600 can determine whether the main channel has been released 616. For example, the controller 500 implementing the non-blocking dual-redundant actuator lane-changing system process 600 can receive signals from the non-blocking dual-redundant actuator lane-changing system 100 to sense the operation of components associated with the main channel system 200 and / or the secondary channel system 300 to determine whether the main channel 200 has been released.

[0096] The non-blocking dual-redundant actuator lane-changing system process 600 can disable the main channel and start operating the secondary channel 618. Specifically, the controller 500 and / or the non-blocking dual-redundant actuator lane-changing system process 600 can disable the main channel system 200 and start operating the secondary channel system 300.

[0097] In some respects, controller 500 can signal a fault in the non-blocking dual-redundant actuator lane-changing system 100 to the flight warning system. For example, it can send warning messages to the flight computer, pilot, central maintenance system (CMS), flight management system (FMS), flight warning system (FWS), cabin management system, and / or similar systems indicating that the secondary lane system 300 has engaged. The pilot can be notified via display 510 or another output device 514 communicating with controller 500. Controller 500 can provide additional diagnostic information related to the fault to the user or pilot based on information received from input device 512. For example, controller 500 can notify the user or pilot of the fault type via the non-blocking dual-redundant actuator lane-changing system 100.

[0098] The non-blocking dual-redundant actuator lane-changing system 100 can be configured to operate using the output of a sensing circuit monitored by a controller 500. The controller 500 can be configured to implement various safety protections for the non-blocking dual-redundant actuator lane-changing system 100. Safety protections may include overvoltage protection, overcurrent protection, overheat protection, short-circuit protection, and / or similar protections.

[0099] In one aspect, the non-blocking dual-redundant actuator lane-changing system 100 and / or controller 500 can respond to the aircraft system for operation. The aircraft system may be a central maintenance system (CMS), flight management system (FMS), flight warning system (FWS), cabin management system, etc.

[0100] The non-blocking dual-redundant actuator lane-changing system 100 and / or controller 500 may include a built-in test equipment (BITE). The BITE may be configured to address fault management issues and includes diagnostic equipment built into the onboard system to support maintenance procedures. The BITE may include sensors, multimeters, oscilloscopes, discharge probes, frequency generators, and / or similar devices to perform testing and diagnostics. The BITE may include fault detection, fault adaptation (how the system proactively responds to faults), reporting or logging faults to warn of potential impacts, and / or assisting in troubleshooting faulty equipment.

[0101] Controller 500 can be configured to perform processing functions, provide other services, and / or similar functions. Controller 500 may include analog-to-digital converters, digital-to-analog converters, communication devices, operating systems, touchscreen controllers, communication components, graphics components, contact / motion components, and / or the like to provide full functionality. Specifically, processor 502 can be configured to execute a software application configured to control a non-blocking dual-redundant actuator lane-changing system 100. In one aspect, the software application can be configured to interact with sensors, aircraft systems, and / or the like.

[0102] The controller 500 and / or the non-blocking dual-redundant actuator lane-changing system 100 may further include one or more sensors as described herein to sense the status of the non-blocking dual-redundant actuator lane-changing system 100, the aircraft system, etc. Specifically, one or more sensors may provide signals to the processor 502. The one or more sensors may include current sensors, voltage sensors, temperature sensors, and / or similar sensors.

[0103] Therefore, the described non-blocking dual-redundant actuator rerouting system 100 is configured to implement a redundant system in order to overcome mechanical failures and increase safety, reliability, limit equipment damage, and / or similar performance. Specifically, the non-blocking dual-redundant actuator rerouting system 100 can identify a fault in the main channel system 200, disconnect the main channel system 200 from the non-blocking dual-redundant actuator rerouting system 100, and implement the secondary channel system 300 to actuate the component 400.

[0104] Furthermore, in accordance with various aspects of this disclosure, the methods described herein are intended to operate in conjunction with dedicated hardware implementations, including application-specific integrated circuits (ASICs), programmable logic arrays, and other hardware devices constructed to implement the methods described herein.

[0105] It should also be noted that the software implementations of this disclosure described herein may optionally be stored on a tangible storage medium, such as: magnetic media such as disks or magnetic tapes; magneto-optical or optical media, such as disks; or solid-state media, such as memory cards or other packages that house one or more read-only (non-volatile) memories, random access memories, or other rewritable (volatile) memories. Digital file attachments to emails or other independent information archives or sets of archives are considered equivalent to distribution media of tangible storage media. Therefore, this disclosure is considered to include tangible storage media or distribution media as listed herein, and includes equivalents and successor media recognized in the art in which the software implementations of this disclosure are stored.

[0106] Furthermore, the various aspects of this disclosure can be implemented in non-general-purpose computer implementations. Moreover, as will be apparent from this disclosure, the various aspects of this disclosure set forth herein improve the functionality of the system. Furthermore, the various aspects of this disclosure relate to computer hardware specifically programmed to solve the complex problems addressed by this disclosure. Therefore, the various aspects of this disclosure, in a concrete implementation of the system, generally improve the functionality of the system to perform the processes set forth in this disclosure and defined in the claims.

[0107] Many features and advantages of this disclosure are apparent from the detailed description, and therefore the appended claims are intended to cover all such features and advantages that fall within the true spirit and scope of this disclosure. Furthermore, since many modifications and variations will readily occur to those skilled in the art, it is not intended to limit this disclosure to the exact constructions and operations shown and described; therefore, all suitable modifications and equivalents falling within the scope of this disclosure may be employed.

Claims

1. A non-blocking dual-redundant actuator lane-changing system, comprising: Main channel system; and Secondary channel system, The main channel system is configured to provide actuation of components during normal operation, while the secondary channel system remains in a standby configuration. The secondary channel system is configured to provide actuation to the component when the primary channel system fails or becomes blocked and fails to output to the component. The main channel system includes a main channel actuation motor and a main channel gearbox, which are configured to provide actuation of the components during normal operation, while the secondary channel system remains in the standby configuration; and The main channel system further includes a main channel disconnect motor, which is configured to disconnect the main channel system from the component when the main channel system malfunctions or becomes blocked.

2. The non-blocking dual-redundant actuator lane-changing system according to claim 1, wherein, The component is connected to the control surface of the aircraft.

3. The non-blocking dual-redundant actuator lane-changing system according to claim 2, wherein, The control surface includes at least one of the following: aileron, elevator, rudder, leading edge flap, leading edge slot, ground spoiler, inboard flap, inboard aileron, inboard aileron trim tab, outboard flap, balance trim tab, outboard aileron, flight spoiler, trim trim tab, slat, air brake, elevator trim, control horn, rudder trim and aileron trim.

4. The non-blocking dual-redundant actuator lane-changing system according to claim 1, wherein, The component is connected to the components of the aircraft.

5. The non-clogging dual-redundant actuator lane-changing system according to claim 4, wherein, The aircraft components include at least one of the following: thrust reverser, weapon system, aerial refueling system, tailhook arresting system, landing gear system, hatch and / or hatch opening.

6. The non-blocking dual-redundant actuator lane-changing system according to claim 1, wherein, The main channel system is configured to switch from normal operation to a fault-tolerant or non-blocking state. In the normal operation, the main channel system of the non-blocking dual redundant actuator switching system operates the component. In the fault-tolerant or non-blocking state, the main channel system of the non-blocking dual redundant actuator switching system disconnects from the component and no longer operates the component.

7. The non-blocking dual-redundant actuator lane-changing system according to claim 1, wherein, The secondary channel system includes a secondary channel actuator motor, a secondary channel gearbox, and a secondary channel output shaft, wherein the secondary channel actuator motor, the secondary channel gearbox, and the secondary channel output shaft are configured to provide actuation to the component when the primary channel system fails or becomes blocked and fails to output to the component.

8. The non-clogging dual-redundant actuator lane-changing system according to claim 7, wherein, The secondary channel system also includes a secondary channel planetary output stage, a secondary channel engagement gear, and a secondary channel engagement motor, wherein the secondary channel planetary output stage, the secondary channel engagement gear, and the secondary channel engagement motor are configured to connect the secondary channel system to the components when the primary channel system fails or becomes blocked.

9. The non-clogging dual-redundant actuator lane-changing system according to claim 8, wherein, The secondary channel planetary output stage includes a ring gear, one or more planetary gears, and a sun gear connected to the secondary channel output shaft.

10. The non-clogging dual-redundant actuator lane-changing system according to claim 6, wherein, The secondary channel system controls the component.

11. The non-blocking dual-redundant actuator lane-changing system according to claim 1, further comprising: Sensors configured to sense faults in the main channel system; as well as A controller configured to control the secondary channel system to provide actuation of the components in response to the sensor sensing a fault in the primary channel system.

12. The non-blocking dual-redundant actuator lane-changing system according to claim 1, further comprising: The main channel system disconnection mechanism includes at least one of the following: a screw shaft, a rotary guide, a worm gear, a mechanical stop, a wheel, an inner bearing and an outer bearing, and a main channel spline connecting nut.

13. A non-blocking dual-redundant actuator lane-changing system, comprising: Main channel system; and Secondary channel system, The main channel system is configured to provide actuation of components during normal operation, while the secondary channel system remains in a standby configuration. The secondary channel system is configured to provide actuation to the component when the primary channel system fails or becomes blocked and fails to output to the component. The main channel system includes a main channel actuation motor and a main channel gearbox, which are configured to provide actuation of the components during normal operation, while the secondary channel system remains in the standby configuration. The main channel system further includes an internal spline output shaft, an external spline output shaft, and a main channel spline connecting nut. The internal spline output shaft, the external spline output shaft, and the main channel spline connecting nut are configured to provide actuation of the components during normal operation, while the secondary channel system remains in a standby configuration. The main channel spline connecting nut has threads arranged on the outer diameter and internal splines arranged on the inner diameter.

14. The non-clogging dual-redundant actuator lane-changing system according to claim 13, wherein, During normal operation of the non-blocking dual-redundant actuator lane-changing system, the main channel actuator motor rotates and applies rotational torque to the main channel gearbox; The main channel gearbox outputs the rotational torque received from the main channel actuator motor and applies the rotational torque to the spline internal output shaft; The internal spline output shaft transmits the rotational torque to the external spline output shaft via the main channel spline connecting nut; and The spline external output axis outputs rotational torque to the component.

15. A non-blocking dual-redundant actuator lane-changing system, comprising: Main channel system; and Secondary channel system, The main channel system is configured to provide actuation of components during normal operation, while the secondary channel system remains in a standby configuration. The secondary channel system is configured to provide actuation to the component when the primary channel system fails or becomes blocked and fails to output to the component. The main channel system includes a main channel actuation motor and a main channel gearbox, which are configured to provide actuation of the components during normal operation, while the secondary channel system remains in the standby configuration; and The main channel system further includes a main channel disconnect motor, an internal spline output shaft, an external spline output shaft, and a main channel spline connecting nut. The main channel disconnect motor is configured to disconnect the internal spline output shaft from the external spline output shaft when the main channel system malfunctions or becomes blocked.

16. A non-blocking dual-redundant actuator lane-changing system, comprising: Main channel system; Secondary channel system; The main channel system is configured to provide actuation of components during normal operation, while the secondary channel system remains in a standby configuration. Sensors configured to sense faults in the main channel system; as well as A controller configured to control the secondary channel system to provide actuation of the components in response to the sensor sensing a fault in the primary channel system. The main channel system includes a main channel actuation motor and a main channel gearbox, which are configured to provide actuation of the components during normal operation, while the secondary channel system remains in the standby configuration. The main channel system further includes an internal spline output shaft, an external spline output shaft, and a main channel spline connecting nut. The internal spline output shaft, the external spline output shaft, and the main channel spline connecting nut are configured to provide actuation of components during normal operation, while the secondary channel system remains in a standby configuration. The main channel spline connecting nut has threads arranged on the outer diameter and internal splines arranged on the inner diameter.

17. The non-blocking dual-redundant actuator lane-changing system according to claim 16, wherein, The main channel system is configured to switch from normal operation to a second configuration, in which the main channel system of the non-blocking dual redundant actuator switching system operates the component, and in the second configuration, the main channel system of the non-blocking dual redundant actuator switching system is disconnected from the component and no longer operates the component.

18. The non-blocking dual-redundant actuator lane-changing system according to claim 17, wherein, The secondary channel system controls the component.

19. The non-blocking dual-redundant actuator lane-changing system according to claim 16, wherein, The secondary channel system includes a secondary channel actuator motor, a secondary channel gearbox, and a secondary channel output shaft, which are configured to provide actuation of the components when the primary channel system malfunctions or becomes blocked.

20. The non-blocking dual-redundant actuator lane-changing system according to claim 16, further comprising: The main channel system disconnection mechanism includes at least one of the following: a screw shaft, a rotary guide, a worm gear, a mechanical stop, a wheel, an inner bearing and an outer bearing, and a main channel spline connecting nut.

21. The non-blocking dual-redundant actuator lane-changing system according to claim 16, wherein, The component is connected to the control surface of the aircraft.

22. The non-blocking dual-redundant actuator lane-changing system according to claim 21, wherein, The control surface includes at least one of the following: aileron, elevator, rudder, leading edge flap, leading edge slot, ground spoiler, inboard flap, inboard aileron, inboard aileron trim tab, outboard flap, balance trim tab, outboard aileron, flight spoiler, trim trim tab, slat, air brake, elevator trim, control horn, rudder trim and aileron trim.

23. The non-blocking dual-redundant actuator lane-changing system according to claim 16, wherein, The component is connected to the components of the aircraft.

24. The non-blocking dual-redundant actuator lane-changing system according to claim 23, wherein, The aircraft components include at least one of the following: thrust reverser, weapon system, aerial refueling system, tailhook arresting system, landing gear system, hatch and / or hatch opening.

25. A non-blocking dual-redundant actuator lane-changing system, comprising: Main channel system; Secondary channel system, The main channel system is configured to provide actuation of components during normal operation, while the secondary channel system remains in a standby configuration. Sensors configured to sense faults in the main channel system; as well as A controller configured to control the secondary channel system to provide actuation of the components in response to the sensor sensing a fault in the primary channel system. The main channel system includes a main channel actuation motor and a main channel gearbox, which are configured to provide actuation of the components during normal operation, while the secondary channel system remains in the standby configuration; and The main channel system further includes a main channel disconnect motor, an internal spline output shaft, an external spline output shaft, and a main channel spline connecting nut. The main channel disconnect motor is configured to disconnect the internal spline output shaft from the external spline output shaft when the main channel system malfunctions or becomes blocked.

26. A non-blocking dual-redundant actuator lane-changing system, comprising: Main channel system; Secondary channel system, The main channel system is configured to provide actuation of components during normal operation, while the secondary channel system remains in a standby configuration. Sensors configured to sense faults in the main channel system; as well as A controller configured to control the secondary channel system to provide actuation of the components in response to the sensor sensing a fault in the primary channel system. The secondary channel system includes a secondary channel actuator motor, a secondary channel gearbox, and a secondary channel output shaft, wherein the secondary channel actuator motor, the secondary channel gearbox, and the secondary channel output shaft are configured to provide actuation of the components when the primary channel system malfunctions or becomes blocked; and The secondary channel system further includes a secondary channel planetary output stage, a secondary channel engagement gear, and a secondary channel engagement motor. The secondary channel planetary output stage, the secondary channel engagement gear, and the secondary channel engagement motor are configured to connect the secondary channel system to the components when the primary channel system malfunctions or becomes blocked.

27. The non-blocking dual-redundant actuator lane-changing system according to claim 26, wherein, The main channel system includes a main channel actuation motor and a main channel gearbox, which are configured to provide actuation of the components during normal operation, while the secondary channel system remains in the standby configuration.

28. The non-blocking dual-redundant actuator lane-changing system according to claim 27, wherein, The main channel system also includes a main channel disconnect motor, which is configured to disconnect the main channel system from the component when the main channel system malfunctions or becomes blocked.

29. The non-blocking dual-redundant actuator lane-changing system according to claim 27, wherein: The main channel system also includes an internal spline output shaft, an external spline output shaft, and a main channel spline connecting nut, wherein the internal spline output shaft, the external spline output shaft, and the main channel spline connecting nut are configured to provide actuation of the components during normal operation, while the secondary channel system remains in a standby configuration; and The main channel spline connecting nut has threads arranged on the outer diameter and internal splines arranged on the inner diameter.

30. The non-blocking dual-redundant actuator lane-changing system according to claim 29, wherein, During normal operation of the non-blocking dual-redundant actuator lane-changing system, the main channel actuator motor rotates and applies rotational torque to the main channel gearbox; The main channel gearbox outputs the rotational torque received from the main channel actuator motor and applies the rotational torque to the spline internal output shaft; The internal spline output shaft transmits rotational torque to the external spline output shaft via the main channel spline connecting nut; and The spline external output axis outputs rotational torque to the component.

31. The non-blocking dual-redundant actuator lane-changing system according to claim 26, wherein, The secondary channel planetary output stage includes a ring gear, one or more planetary gears, and a sun gear connected to the secondary channel output shaft.

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