Systems and methods for hinge and actuation system of aircraft control surfaces

Abstract

An aircraft may include a body, a control surface configured to move relative to the body from a first configuration to a second configuration, a rotary actuator coupled to the body and to the control surface, a joint assembly having a first universal joint coupled to the output shaft, and a second universal joint coupled to the control surface. The rotary actuator may further include an output shaft, the rotary actuator being configured to rotate the output shaft about a central longitudinal axis extending through a radial center of the output shaft. The rotation of the output shaft in a first rotational direction moves the control surface from the first configuration toward the second configuration, and rotation of the output shaft in a second rotational direction moves the control surface from the second configuration toward the first configuration.

Description

SYSTEMS AND METHODS FOR HINGE AND ACTUATION SYSTEM OF AIRCRAFT CONTROL SURFACESCROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Application No. 63 / 563,217, filed March 8, 2024, which is incorporated by reference herein in its entirety.TECHNICAL FIELD

[0002] The present disclosure generally relates to systems for aircraft control surfaces and methods of installing aircraft control surfaces.BACKGROUND OF THE INVENTION

[0003] Typically, aircraft have multiple control surfaces to allow aerial movement about the yaw, roll, and pitch axes. For example, an aircraft may have a rudder to control yaw movement, ailerons to control roll movement, and elevators to control pitch movement. These control surfaces work by creating imbalances in the aerodynamics of the aircraft, forcing the aircraft to rotate about one of the three axes mentioned. An aircraft may additionally have flaps which increase drag or lift to help reduce or increase velocity (and / or vertical displacement) respectively. Many control surfaces must be installed with minimal tolerance for misalignment.

[0004] Control surfaces are often connected to the body of an aircraft via multiple hinges. For example, an actuator couples directly to a connection on the control surface to allow rotational movement of the control surface with respect to the fixed portion. The hinge line of these connections must be perfectly aligned or nearly perfectly aligned with one another when installing due to the nature of the system. This causes an increase in the cost and time to install the control surface to an aircraft.

[0005] Accordingly, there remains a need for an aircraft control surface that can be installed with a tolerance for misalignment. This system would ensure minimized loads and simplified control surface installation and replacement, thus saving both time and money in the overall process.

[0006] The background description provided herein is for the purpose of generally presenting the context of the disclosure. Unless otherwise indicated herein, the materials described in this section are not prior art to the claims in this application and are not admitted to be prior art, or suggestions of the prior art, by inclusion in this section.SUMMARY OF THE DISCLOSURE

[0007] According to embodiments consistent with the present disclosure, systems for aircraft control surfaces and methods of installing aircraft control surfaces are described.

[0008] In some aspects, the techniques described herein relate to an aircraft, including: a body; a control surface configured to move relative to the body from a first configuration to a second configuration; a rotary actuator coupled to the body and to the control surface, the rotary actuator having an output shaft, the rotary actuator being configured to rotate the output shaft about a central longitudinal axis extending through a radial center of the output shaft, wherein rotation of the output shaft in a first rotational direction is configured to move the control surface from the first configuration toward the second configuration, and rotation of the output shaft in a second rotational direction is configured to move the control surface from the second configuration toward the first configuration; and a joint assembly having a first universal joint coupled to the output shaft, and a second universal joint coupled to the control surface.

[0009] In some aspects, the techniques described herein relate to an aircraft, wherein the output shaft includes a splined outer surface and the joint assembly includes a sleeve, wherein the sleeve includes a channel defined by a splined inner surface, and wherein the sleeve is configured to receive the splined outer surface of the output shaft.

[0010] In some aspects, the techniques described herein relate to an aircraft, wherein the joint assembly further includes a shaft coupled to the sleeve by the first universal joint.

[0011] In some aspects, the techniques described herein relate to an aircraft, wherein the joint assembly further includes a shaft, and the control surface includes a bracket coupled to the shaft by the second universal joint.

[0012] In some aspects, the techniques described herein relate to an aircraft, further including: a first hinge coupling the body to the control surface, the first hinge defining a first axis of rotation; and a second hinge coupling the body to the control surface, the second hinge defining a second axis of rotation.

[0013] In some aspects, the techniques described herein relate to an aircraft, wherein the rotary actuator and the joint assembly are disposed between the first hinge and the second hinge.

[0014] In some aspects, the techniques described herein relate to an aircraft, wherein the joint assembly further includes a shaft extending between the first universal joint and the second universal joint.

[0015] In some aspects, the techniques described herein relate to an aircraft, wherein the central longitudinal axis extending through the radial center of the output shaft is configured, during operation of the rotary actuator, to be at an angle with respect to a central longitudinal axis extending through a radial center of the shaft.

[0016] In some aspects, the techniques described herein relate to an aircraft, wherein the first axis of rotation and the second axis of rotation are configured, during operation of the rotary actuator, to be at an angle with respect to a central longitudinal axis extending through a radial center of the shaft.

[0017] In some aspects, the techniques described herein relate to an aircraft, wherein the joint assembly further includes a shaft, and the control surface includes a bracket coupled to the shaft by the second universal joint, wherein the body and the control surface are connected by only three joints, wherein the only three joints include: a first joint formed by the first hinge; a second joint formed by the second hinge; and a third joint formed by the rotary actuator, the joint assembly, and the bracket.

[0018] In some aspects, the techniques described herein relate to an aircraft, wherein the control surface is one of an aileron, an elevator, a rudder, a flap, a spoiler, or a slat.

[0019] In some aspects, the techniques described herein relate to an aircraft, wherein the aircraft is a vertical take-off and landing aircraft.

[0020] In some aspects, the techniques described herein relate to an aircraft, wherein the shaft is a telescopic shaft such that the shaft is configured to increase and / or decrease an effective length measured along a central longitudinal axis extending through a radial center of the shaft between the first universal joint and the second universal joint.

[0021] In some aspects, the techniques described herein relate to a method of installing a control surface to a body of an aircraft, the method including: positioning the control surface adjacent to the body, wherein the aircraft includes a rotary actuator configured to rotate a splined output shaft about a central longitudinal axisextending through a radial center of the splined output shaft; and positioning a splined sleeve into direct contact with the splined output shaft, while a shaft that is coupled to the splined sleeve by a first universal joint extends at an angle with respect to the central longitudinal axis.

[0022] In some aspects, the techniques described herein relate to a method, further including: aligning a first hinge bracket with a first hinge bracket recess, the shaft extending transversely to the central longitudinal axis after aligning the first hinge bracket with the first hinge bracket recess; and securing the first hinge bracket with the first hinge bracket recess via a first hinge bolt, the shaft extending transversely to the central longitudinal axis after securing the first hinge bracket with the first hinge bracket recess via the first hinge bolt.

[0023] In some aspects, the techniques described herein relate to a method, further including: aligning a second hinge bracket with a second hinge bracket recess, the shaft extending transversely to the central longitudinal axis after aligning the second hinge bracket with the second hinge bracket recess; and securing the second hinge bracket with the second hinge bracket recess via a second hinge bolt, the shaft extending transversely to the central longitudinal axis after securing the second hinge bracket with the second hinge bracket recess via the second hinge bolt.

[0024] In some aspects, the techniques described herein relate to a method of installing a control surface to a body of an aircraft, the method including: positioning the control surface adjacent to the body, after a rotary actuator is coupled to the body and after a joint assembly is coupled to the control surface, the rotary actuator configured to rotate a splined output shaft about a central longitudinal axis extending through a radial center of the splined output shaft; coupling the rotary actuator to thecontrol surface via the joint assembly; and securing the control surface to the body using only a first bolt and a second bolt after coupling the rotary actuator to the control surface via the joint assembly.

[0025] In some aspects, the techniques described herein relate to a method, further including: aligning a first hinge bracket with a first hinge bracket recess; and securing the first hinge bracket with the first hinge bracket recess via the first bolt.

[0026] In some aspects, the techniques described herein relate to a method, further including: aligning a second hinge bracket with a second hinge bracket recess; and securing the second hinge bracket with the second hinge bracket recess via the second bolt.

[0027] In some aspects, the techniques described herein relate to a method, further including: positioning a splined sleeve into direct contact with the splined output shaft, wherein a shaft that is coupled to the splined sleeve by a first universal joint extends at an angle with respect to the central longitudinal axis while aligning and securing the first hinge bracket with the first hinge bracket recess and while aligning and securing the second hinge bracket with the second hinge bracket recess.

[0028] Additional objects and advantages of the disclosed embodiments will be set forth in part in the description that follows, and in part will be apparent from the description, or may be learned by practice of the disclosed embodiments. The objects and advantages of the disclosed embodiments will be realized and attained by means of the elements and combinations particularly pointed out in the appended claims.

[0029] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosed embodiments, as claimed.BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate multiple embodiments of the presently disclosed subject matter and, together with the description, serve to explain the principles of the presently disclosed subject matter; and, furthermore, are not intended in any manner to limit the scope of the presently disclosed subject matter.

[0031] FIG. 1A illustrates an exemplary installed aircraft control surface system according to embodiments of the present disclosure.

[0032] FIG. 1 B illustrates an exemplary joint assembly according to embodiments of the present disclosure.

[0033] FIG. 2 illustrates an exemplary joint assembly according to embodiments of the present disclosure.

[0034] FIG. 3 illustrates an exploded view of an exemplary aircraft control surface system according to some embodiments of the present disclosure.

[0035] FIG. 4 illustrates an exemplary joint assembly being installed according to some embodiments of the present disclosure.

[0036] FIG. 5A is a flow chart depicting an exemplary method for installing an aircraft control surface system according to some embodiments of the present disclosure.

[0037] FIG. 5B is a flow chart depicting an exemplary method for installing an aircraft control surface system according to some embodiments of the present disclosure.DETAILED DESCRIPTION OF EMBODIMENTS

[0038] Both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the features, as claimed. As used herein, the terms “comprises,” “comprising,” “has,” “having,” “includes,” “including,” or other variations thereof, are intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements, but may include other elements not expressly listed or inherent to such a process, method, article, or apparatus. In this disclosure, unless stated otherwise, relative terms, such as, for example, “about,” “substantially,” and “approximately” are used to indicate a possible variation of ±10% in the stated value. In this disclosure, unless stated otherwise, any numeric value may include a possible variation of ±10% in the stated value.

[0039] The terminology used below may be interpreted in its broadest reasonable manner, even though it is being used in conjunction with a detailed description of certain specific examples of the present disclosure. Indeed, certain terms may even be emphasized below; however, any terminology intended to be interpreted in any restricted manner will be overtly and specifically defined as such in this Detailed Description section.

[0040] The disclosed aircraft control surface system includes a joint assembly to connect a fixed structure (i.e. , a portion of the body of an aircraft) to the control surface. The joint assembly may allow significant tolerance for misalignment when installing the control surface. The system may also reduce part count as there may be fewer hinges and bolts required to install the system. Such a solution may minimize loads and simplify control surface installation and replacement, thus saving both time and money in the overall process.

[0041] According to some embodiments, an aircraft control surface system may include an output shaft with a splined outer surface connected to a rotary actuator. In one or more embodiments, an aircraft control surface system includes at least one hinge and a bracket to couple the control surface to a fixed structure. Embodiments in the present disclosure may describe an aircraft control surface system that includes a joint assembly; the joint assembly may be a double universal joint, a double universal joint with a spline center shaft, a double universal joint with a telescopic shaft, and / or other joint assemblies that allow for hinge misalignment during installation of the control surface. The joint assembly may slip onto the output shaft via a sleeve with a splined inner surface.

[0042] FIG. 1A illustrates an aircraft control surface system 100 installed onto an aircraft, connecting a fixed structure 102 (i.e. , a portion of the body of an aircraft) to a control surface 104 according to embodiments of the present disclosure. Aircraft control surface system 100 may be installed on any aircraft, such as a passenger airplane, a private jet, a vertical take-off and landing (VTOL) aircraft, or any other aircraft known in the art. Control surface 104 may be an aileron, an elevator, a rudder, a flap, a spoiler, a slat, or any other aircraft control surface known in the art. Aircraft control surface system 100 may include a joint assembly 120 to movably connect fixed structure 102 and control surface 104. Aircraft control surface system 100 may additionally include a first hinge 106, a rotary actuator 108 with a first end 110 and a second end 112, an output shaft 114, a bracket 128, and a second hinge 130.

[0043] Rotary actuator 108 may be directly coupled to fixed structure 102 between first hinge 106 and bracket 128, between second hinge 130 and bracket 128, or anywhere else on fixed structure 102 to actuate control surface 104. Secondend 112 may include output shaft 114. Rotary actuator 108 may be configured to produce rotational motion, thus rotating output shaft 114. Because output shaft 114 may be coupled to bracket 128 via joint assembly 120, and bracket 128 is connected to control surface 104, the rotational motion of rotary actuator 108 may allow control surface 104 to rotate relative to fixed structure 102, e.g., around an axis of rotation. More specifically, rotary actuator 108 may be configured to rotate output shaft 114 about a central longitudinal axis extending through a radial center of output shaft 114 in a first rotational direction to move control surface 104 from a first configuration toward a second configuration, and a second rotational direction to move control surface 104 from a second configuration toward a first configuration. The first rotational direction may be, for example, a clockwise direction, and the second rotational direction may be, for example, a counter-clockwise direction. Alternatively, the first rotational direction may be, for example, a counter-clockwise direction, and the second rotational direction may be, for example, a clockwise direction.

[0044] While FIG. 1A illustrates an aircraft control surface system 100 with two hinges (e.g., only or exactly two hinges), any system with at least one hinge is contemplated in the present disclosure. In the exemplary embodiment shown, fixed structure 102 and control surface 104 may be connected by only or exactly three joints. First hinge 106 may form a first joint, second hinge 130 may form a second joint, and rotary actuator 108, joint assembly 120, and bracket 128 may form a third joint. First hinge 106 may be adjacent to a first end 132 of control surface 104, second hinge 130 may be adjacent to a second end 136 of control surface 104, and rotary actuator 108, joint assembly 120, and bracket 128 (e.g., the third joint) may be disposed between first hinge 106 and second hinge 130. Additionally, first hinge 106 may define a first axis of rotation and second hinge 130 may define a second axis ofrotation. Alternatively, first hinge 106 and second hinge 130, in combination, may define a single axis of rotation due to the coupling between fixed structure 102 and control surface 104. The three joints, in combination, may allow for rotational motion of control surface 104 relative to fixed structure 102 while minimizing or eliminating translational motion between control surface 104 and fixed structure 102.

[0045] FIG. 1 B shows an enlargement of joint assembly 120 rotated slightly relative to the configuration shown in FIG 1A. Joint assembly 120 may be configured to couple output shaft 114 to bracket 128. Output shaft 114 may further include a first end 116 and a second end 118 and joint assembly 120 may further include a first universal joint 122, a center shaft 124, and a second universal joint 126. First end 116 of output shaft 114 may connect to rotary actuator 108 with output shaft 114 extending towards bracket 128 from rotary actuator 108. The outer surface of output shaft 114 may be splined to easily connect to joint assembly 120. While not shown, a locking mechanism may also be used to keep output shaft 114 engaged with joint assembly 120. For example, a locking mechanism may be used when output shaft 114 is coupled with joint assembly 120 to limit and / or prohibit movement in the translational direction. Additionally, a locking mechanism may be used to limit and / or prohibit rotational movement between output shaft 114 and joint assembly 120. Any locking mechanism known in the field is contemplated in the present disclosure; for example, a locking pin, a locking screw, a locking key, etc.

[0046] First universal joint 122 may additionally include a sleeve 140. Sleeve 140 may include a channel with a splined inner surface 142. This allows sleeve 140 to slip over and receive output shaft 114 in the embodiments where output shaft 114 has a splined outer surface. In this way, sleeve 140 fits over at least a portion of output shaft 114. Preferably, sleeve 140 may overlap with a substantial majority ofthe exposed length of output shaft 114. The nature of the splined connection does not allow for rotational slippage (or at least dramatically reduces the chance for such to occur); therefore, the rotational motion from rotary actuator 108 will fully translate to joint assembly 120 (and subsequently to bracket 128 and control surface 104).

[0047] As shown in FIG. 1 B, joint assembly 120 may be a double universal joint. First universal joint 122 may couple to output shaft 114 via sleeve 140 while second universal joint 126 may couple to bracket 128. Sleeve 140 may be coupled to center shaft 124 via first universal joint 122 and bracket 128 may be coupled to center shaft 124 via second universal joint 126. Center shaft 124 may act as a spacer between first universal joint 122 and second universal joint 126, allowing for more alignment variability. More generally, joint assembly 120 may allow for more alignment variability due to having two separate universal joints. Joint assembly 120 may have the advantages of an increased operating angle, compensating for misalignment, and reducing loads on output shaft 114 and bracket 128 which may increase the life of the components.

[0048] Fig. 2 depicts a different exemplary joint assembly according to embodiments of the present disclosure. Joint assembly 200 may include a long spline center shaft 202 with a first end 204 and a second end 206, with first end 204 coupled to a first universal joint 208 and second end 206 coupled to a second universal joint 210. In this embodiment, joint assembly 200 may be a telescopic joint. In other words, long spline center shaft 202 may be configured to increase and / or decrease its effective shaft length between first end 204 and second end 206, thus increasing and / or decreasing the distance measured along a central longitudinal axis extending through a radial center of long spline center shaft 202 between firstuniversal joint 208 and second universal joint 210. This embodiment may increase tolerance for misalignment as joint assembly 200 can vary in length.

[0049] FIG. 3 shows an exploded view of aircraft control surface system 100 to help illustrate installation of aircraft control surface system 100.

[0050] Aircraft control surface system 100 may additionally include a first hinge bolt 300 for first hinge 106 and 106 / / and a second hinge bolt 302 for second hinge 130. An edge 304 of control surface 104 may be positioned adjacent to an edge 306 of fixed structure 102 during installation while ensuring a hinge bracket 106a of fixed structure 102 is aligned with a hinge bracket recess 106b of control surface 104 and a hinge bracket 130a of fixed structure 102 is aligned with a hinge bracket recess 130b of control surface 104.

[0051] As seen in FIG. 3, bracket 128 may be substantially misaligned from rotary actuator 108 when coupling rotary actuator 108 to control surface 104 via joint assembly 120; for example, the central longitudinal axis of center shaft 124 may extend at a substantially non-zero angle with respect to the central longitudinal axis extending through the radial center of output shaft 114. The configuration of joint assembly 120 may allow output shaft 114 to couple to bracket 128 prior to (or not at the same time as) installing first hinge bolt 300 and second hinge bolt 302. More specifically, sleeve 140 may directly contact and “slip” over output shaft 114 (and thus coupling output shaft 114 to control surface 104 via joint assembly 120) prior to (or not at the same time as) installing first hinge bolt 300 and second hinge bolt 302. In other embodiments, output shaft 114 may couple to bracket 128 after installing first hinge bolt 300 and second hinge bolt 302. The installation of first hinge bolt 300 and second hinge bolt 302 may be performed at substantially similar times and,therefore, first hinge bolt 300 may be installed immediately before second hinge bolt302 or first hinge bolt 300 may be installed immediately after second hinge bolt 302.

[0052] In conventional systems, the hinges coupling the fixed structure with the control surface must be installed at the same time or nearly the same time as when the actuator is coupled to the control surface, which significantly increases workload, needed precision, installation time, and / or installation costs. In these systems, the position of the components that couple the fixed structure and the control surface (e.g., rotary actuator / joint assembly, bracket, hinges, etc.) must be tightly controlled.

[0053] Embodiments of the present disclosure instead enable joint assembly 120 to couple output shaft 114 with bracket 128 at a time different than the installation of first hinge 106 and second hinge 130; for example, prior to or after installation of first hinge 106 and second hinge 130. This allows for connections between fixed structure 102 and control surface 104 to be done at substantially different times; that is, output shaft 114 may couple to bracket 128 prior to (or after) alignment of hinge bracket 106a with hinge bracket recess 106b and hinge bracket 130a with hinge bracket recess 130b.

[0054] As shown in FIG. 3, an exemplary installation first aligns output shaft 114 with joint assembly 120 while hinge bracket 106a is not aligned with hinge bracket recess 106b and hinge bracket 130a is not aligned with hinge bracket recess 130b. After coupling output shaft 114 to control surface 104 via joint assembly 120, hinge bracket 106a and hinge bracket 130a are then aligned with hinge bracket recess 106b and hinge bracket recess 130b respectively, allowing for first hinge bolt 300 and second hinge bolt 302 to install first hinge 106 and second hinge 130 respectively. During both aligning and installing first hinge 106 and second hinge130, center shaft 124 may extend at a non-zero angle with respect to the central longitudinal axis extending through the radial center of output shaft 114. Thus, positions of the coupling components do not need to be nearly as tightly controlled when compared to conventional systems. Additionally, first hinge bolt 300 and second hinge bolt 302 may be the only bolts used to secure control surface 104 to fixed structure 102 after coupling rotary actuator 108 to fixed structure 102 and coupling joint assembly 120 to control surface 104.

[0055] FIG. 4 shows joint assembly 120 being installed according to some embodiments of the present disclosure.

[0056] Joint assembly 120 may be coupled to output shaft 114 by sliding sleeve 140 over output shaft 114. A reference line 400 may extend through a center of first end 116 and a center of second end 118 (i.e., the central longitudinal axis extending through the radial center of output shaft 114 described above). In some embodiments, reference line 400 may be substantially aligned with first hinge 106 and second hinge 130 such that reference line 400 is considered a hinge line. A joint reference line 402 may extend through a center of first universal joint 122 and a center of second universal joint 126 as illustrated in FIG. 4. Therefore, joint reference line 402 may be considered the central longitudinal axis extending through a radial center of center shaft 124. A perpendicular distance 404 may extend perpendicularly from reference line 400 to the center of second universal joint 126. Angle A may be created by the angle between reference line 400 and joint reference line 402. As illustrated, joint assembly 120, and more specifically center shaft 124, may extend transversely to the central longitudinal axis.

[0057] Angle A may be a maximum angle of 90 degrees. Angle A may be a minimum of 0 degrees. Angle A may be 0-10 degrees, 10-20 degrees, 20-30degrees, 30-40 degrees, 40-50 degrees, 50-60 degrees, 60-70 degrees, 70-80 degrees, 80-90 degrees, or any other degree range that allows joint assembly 120 to facilitate the connection between output shaft 114 and bracket 128. Angle A may additionally vary greatly during the installation process described with respect to FIG. 3. For example, Angle A may tend to 0 degrees throughout the installation process, and may be substantially 0 degrees (e.g., 0-5 degrees) when installation of control surface 104 to fixed structure 102 is complete (e.g., when first hinge 106 and second hinge 130 are secured / installed). Thus, joint reference line 402 may be most offset / misaligned from reference line 400 during initial installation, and may become less offset / misaligned as the installation process is completed. Alternatively, Angle A may start at substantially 0 degrees (e.g., 0-5 degrees) and become larger throughout the installation process or may simply fluctuate (e.g., both increase and decrease) throughout the installation process.

[0058] Angle A may still be offset during operation. Thus, the central longitudinal axis extending through the radial center of output shaft 114 may be configured, during operation of the rotary actuator, to be at an angle with respect to the central longitudinal axis extending through a radial center of center shaft 124. Additionally, the first axis of rotation defined by first hinge 106 and the second axis of rotation defined by second hinge 130, which may define the same axis of rotation, may be configured, during operation of the rotary actuator, to be at an angle with respect to a central longitudinal axis extending through a radial center of center shaft 124. Joint assembly 120 is configured to allow a fluctuation of Angle A during both installation and operation.

[0059] FIG. 5A is a flow chart depicting an exemplary method for installing an aircraft control surface system according to some embodiments of the presentdisclosure. Method 500 may include one or more of steps 502-504. Step 502 may include positioning control surface 104 adjacent to fixed structure 102 (i.e., the body). Rotary actuator 108, as discussed above, may be configured to rotate output shaft 114 about a central longitudinal axis extending through a radial center of output shaft 114. These elements, and their relationships with one another, are shown in at least FIG. 1 A. Output shaft 114, in some embodiments, may be splined.

[0060] Step 504 may include positioning sleeve 140 into direct contact with output shaft 114 and coupling center shaft 124 to sleeve 140 by first universal joint 122. Center shaft 124 may extend at a non-zero angle with respect to the central longitudinal axis extending through the radial center of output shaft 114.

[0061] FIG. 5B is a flow chart depicting an exemplary method for installing an aircraft control surface system according to some embodiments of the present disclosure. Method 506 may include one or more of steps 508-516. Step 508 may include coupling rotary actuator 108 to fixed structure 102. Rotary actuator 108 may be coupled to fixed structure 102 by any known way in the art, for example, by screws.

[0062] Step 510 may include coupling joint assembly 120 to control surface 104. Joint assembly 120 may be coupled to control surface 104 by any known way in the art. Embodiments in the present disclosure contemplate coupling joint assembly 120 to control surface 104 via bracket 128. More specifically, second universal joint 126 may be coupled to bracket 128, such as shown in FIG. 1 B.

[0063] Step 512 may include positioning control surface 104 adjacent to fixed structure 102. Rotary actuator 108, as discussed above, may be configured to rotate output shaft 114 about a central longitudinal axis extending through a radial center ofoutput shaft 114. These elements, and their relationships with one another, are shown in at least FIG. 1 A. Output shaft 114, in some embodiments, may be splined.

[0064] Step 514 may include coupling rotary actuator 108 to control surface 104 via joint assembly 120. Joint assembly 120 may be a double universal joint. First universal joint 122 may couple to output shaft 114 via sleeve 140 while second universal joint 126 may couple to bracket 128. Sleeve 140 may be coupled to center shaft 124 via first universal joint 122 and bracket 128 may be coupled to center shaft 124 via second universal joint 126. Alternatively, joint assembly 200 may include a long spline center shaft 202 with a first end 204 and a second end 206, with first end 204 coupled to output shaft 114 via first universal joint 208 and second end 206 coupled to bracket 128 via second universal joint 210.

[0065] Step 516 may include securing control surface 104 to fixed structure 102 using only a first bolt (i.e., first hinge bolt 300) and a second bolt (i.e., second hinge bolt 302) after coupling rotary actuator 108 to fixed structure 102 and coupling joint assembly 120 to control surface 104. The term bolt is not meant to be a limiting term and encompasses any type of fastener or coupler known in the art. In other words, step 516 may include securing control surface 104 to fixed structure 102 using only two couplings separate to the couplings used for coupling rotary actuator 108 to fixed structure 102 and coupling joint assembly 120 to control surface 104.

[0066] Steps from method 500 and steps from method 506 may or may not be combined with one another, or steps may be removed entirely. FIGs. 5A and 5B are merely exemplary installation processes and are not intended to be limiting.

[0067] It will be apparent to persons skilled in the art that various modifications and variations can be made to the disclosed structure. While illustrative embodiments have been described herein, the scope of the present inventionincludes any and all embodiments having equivalent elements, modifications, omissions, combinations (e.g., of aspects across various embodiments), adaptations and / or alterations as would be appreciated by those skilled in the art based on the present invention. The limitations in the claims are to be interpreted broadly based on the language employed in the claims and not limited to examples described in the present specification or during the prosecution of the application, which examples are to be construed as non-exclusive. Further, the steps of the disclosed methods may be modified in any manner, including by reordering steps and / or inserting or deleting steps, without departing from the principles of the present invention. It is intended, therefore, that the specification and examples be considered as exemplary only, with a true scope and spirit of the present invention being indicated by the following claims and their full scope of equivalents.

Claims

CLAIMSWhat is claimed is:1 . An aircraft, comprising: a body; a control surface configured to move relative to the body from a first configuration to a second configuration; a rotary actuator coupled to the body and to the control surface, the rotary actuator having an output shaft, the rotary actuator being configured to rotate the output shaft about a central longitudinal axis extending through a radial center of the output shaft, wherein rotation of the output shaft in a first rotational direction is configured to move the control surface from the first configuration toward the second configuration, and rotation of the output shaft in a second rotational direction is configured to move the control surface from the second configuration toward the first configuration; and a joint assembly having a first universal joint coupled to the output shaft, and a second universal joint coupled to the control surface.

2. The aircraft of claim 1 , wherein the output shaft includes a splined outer surface and the joint assembly includes a sleeve, wherein the sleeve includes a channel defined by a splined inner surface, and wherein the sleeve is configured to receive the splined outer surface of the output shaft.

3. The aircraft of claim 2, wherein the joint assembly further includes a shaft coupled to the sleeve by the first universal joint.

4. The aircraft of claim 1 , wherein the joint assembly further includes a shaft, and the control surface includes a bracket coupled to the shaft by the second universal joint.

5. The aircraft of claim 1 , further including: a first hinge coupling the body to the control surface, the first hinge defining a first axis of rotation; and a second hinge coupling the body to the control surface, the second hinge defining a second axis of rotation.

6. The aircraft of claim 5, wherein the rotary actuator and the joint assembly are disposed between the first hinge and the second hinge.

7. The aircraft of claim 6, wherein the joint assembly further includes a shaft extending between the first universal joint and the second universal joint.

8. The aircraft of claim 7, wherein the central longitudinal axis extending through the radial center of the output shaft is configured, during operation of the rotary actuator, to be at an angle with respect to a central longitudinal axis extending through a radial center of the shaft.

9. The aircraft of claim 7, wherein the first axis of rotation and the second axis of rotation are configured, during operation of the rotary actuator, to be at an angle with respect to a central longitudinal axis extending through a radial center of the shaft.

10. The aircraft of claim 5, wherein the joint assembly further includes a shaft, and the control surface includes a bracket coupled to the shaft by the second universal joint, wherein the body and the control surface are connected by only three joints, wherein the only three joints include: a first joint formed by the first hinge; a second joint formed by the second hinge; and a third joint formed by the rotary actuator, the joint assembly, and the bracket.11 . The aircraft of claim 1 , wherein the control surface is one of an aileron, an elevator, a rudder, a flap, a spoiler, or a slat.

12. The aircraft of claim 1 , wherein the aircraft is a vertical take-off and landing aircraft.

13. The aircraft of claim 7, wherein the shaft is a telescopic shaft such that the shaft is configured to increase and / or decrease an effective length measured along a central longitudinal axis extending through a radial center of the shaft between the first universal joint and the second universal joint.

14. A method of installing a control surface to a body of an aircraft, the method comprising: positioning the control surface adjacent to the body, wherein the aircraft includes a rotary actuator configured to rotate a splined output shaft about a central longitudinal axis extending through a radial center of the splined output shaft; andpositioning a splined sleeve into direct contact with the splined output shaft, while a shaft that is coupled to the splined sleeve by a first universal joint extends at an angle with respect to the central longitudinal axis.

15. The method of claim 14, further comprising: aligning a first hinge bracket with a first hinge bracket recess, the shaft extending transversely to the central longitudinal axis after aligning the first hinge bracket with the first hinge bracket recess; and securing the first hinge bracket with the first hinge bracket recess via a first hinge bolt, the shaft extending transversely to the central longitudinal axis after securing the first hinge bracket with the first hinge bracket recess via the first hinge bolt.

16. The method of claim 15, further comprising: aligning a second hinge bracket with a second hinge bracket recess, the shaft extending transversely to the central longitudinal axis after aligning the second hinge bracket with the second hinge bracket recess; and securing the second hinge bracket with the second hinge bracket recess via a second hinge bolt, the shaft extending transversely to the central longitudinal axis after securing the second hinge bracket with the second hinge bracket recess via the second hinge bolt.

17. A method of installing a control surface to a body of an aircraft, the method comprising: positioning the control surface adjacent to the body, after a rotary actuator is coupled to the body and after a joint assembly is coupled to the control surface, therotary actuator configured to rotate a splined output shaft about a central longitudinal axis extending through a radial center of the splined output shaft; coupling the rotary actuator to the control surface via the joint assembly; and securing the control surface to the body using only a first bolt and a second bolt after coupling the rotary actuator to the control surface via the joint assembly.

18. The method of claim 17, further comprising: aligning a first hinge bracket with a first hinge bracket recess; and securing the first hinge bracket with the first hinge bracket recess via the first bolt.

19. The method of claim 18, further comprising: aligning a second hinge bracket with a second hinge bracket recess; and securing the second hinge bracket with the second hinge bracket recess via the second bolt.

20. The method of claim 19, further comprising: positioning a splined sleeve into direct contact with the splined output shaft, wherein a shaft that is coupled to the splined sleeve by a first universal joint extends at an angle with respect to the central longitudinal axis while aligning and securing the first hinge bracket with the first hinge bracket recess and while aligning and securing the second hinge bracket with the second hinge bracket recess.

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