Abstract: Disclosed is a force sensation generation device comprising a frame (10), suitable for attachment to a frame (2) of an aircraft. The device is configured to be joined to an aircraft control mechanism and to provide frictional resistance to the movement of the aircraft control mechanism. The device includes two frictional interfaces defined by two rotatable and two fixed surfaces. Application of sufficient force to the device will overcome the frictional forces at the frictional interfaces.

Abstract: A force-shunting device including a tube defining a main axis and an inner wall, a first member sliding within the tube, a primary leg arranged obliquely, attached to the first member and including a primary pad in frictional contact with the inner wall, such that, when an external force is applied in a first direction on the first member, the primary leg rubs, or grips by mechanical camming, against the inner wall, the tube thus reacting all or part of the external force, the device including a second member mounted within the tube, sliding along the main axis and securely provided with a driving element of the primary pad so as to reduce the friction on the inner wall, to unprime the rubbing or mechanical camming.

Abstract: The invention relates to an improved throttle control system for an aircraft. The throttle system includes providing friction to the throttle to maintain the position of the throttle until the pilot overcomes the friction by using force to move the throttle. The throttle is attached to and positioned about a shaft to provide rotatable movement. The invention uses a first and second friction resistance to maintain the position of the throttle along with an automatic regulating device capable of automatically controlling rotation of the shaft having a geared motor assembly.

Abstract: The force feedback device includes a stationary housing intended to be secured to an understructure of an aircraft, at least one spring opposing movement of a side-stick of the aircraft relative to the housing, and a transmission mechanism, which is supported by the housing movably and which is suitable for transmitting a rotational movement, around a first rotation axis, between the side-stick and said at least one spring, by applying a force law according to which a resistive force, opposed by said at least one spring, via the transmission mechanism, against the rotational movement of the side-stick around the first rotation axis, depends on an angular position of the side-stick around the first rotation axis.

Abstract: A flight control device of an aircraft including a support, an action member attached to the support rotating freely around a primary axis, a rotary device including a stator, rotatably connected to the support around a secondary axis, and a rotor rotating freely relative to the stator around the secondary axis, the rotary device applying a force sensing torque on the rotor relative to the stator around the secondary axis, and a mechanical reducing gear, which connects, with a reduction ratio, rotation of the action member with rotation of the rotor, the mechanical reducing gear including a screw-nut system with rolling elements, including a screw, attached to the rotor, connected in rotation to the rotor around the secondary axis, and a nut fixed in rotation around the secondary axis relative to the stator and helically connected with the screw around and along the secondary axis via the rolling elements.

Abstract: An electromechanical actuator includes an actuator that is translatable along an axis relative to a case and that is made up of a deployed part and a non-deployed part, which are following one another along the axis and which are respectively deployed and not deployed outside the case. The axial span of the deployed part varies proportionally opposite that of the non-deployed part as a function of the translated position of the actuator. The actuator also includes an electric motor for translating the actuator, which is supported by the case and is connected to the non-deployed part of the actuator by a transmission. The case defines an inner volume inside which the non-deployed part of the actuator, the motor and the transmission are arranged. The inner volume is, during operation of the actuator, pressurized while being filled with a gaseous medium.

Abstract: An electromechanical actuator includes an actuator that is translatable along an axis relative to a case and that is made up of a deployed part and a non-deployed part, which are following one another along the axis and which are respectively deployed and not deployed outside the case. The axial span of the deployed part varies proportionally opposite that of the non-deployed part as a function of the translated position of the actuator. The actuator also includes an electric motor for translating the actuator, which is supported by the case and is connected to the non-deployed part of the actuator by a transmission. The case defines an inner volume inside which the non-deployed part of the actuator, the motor and the transmission are arranged. The inner volume is, during operation of the actuator, pressurized while being filled with a gaseous atmosphere.

Abstract: Disclosed is a force sensation generation device comprising a frame (10), suitable for attachment to a frame (2) of an aircraft. The device is configured to be joined to an aircraft control mechanism and to provide frictional resistance to the movement of the aircraft control mechanism. The device includes two frictional interfaces defined by two rotatable and two fixed surfaces. Application of sufficient force to the device will overcome the frictional forces at the frictional interfaces.

Abstract: The invention relates to an improved throttle control system for an aircraft. The throttle system includes providing friction to the throttle to maintain the position of the throttle until the pilot overcomes the friction by using force to move the throttle. The throttle is attached to and positioned about a shaft to provide rotatable movement. The invention uses a first and second friction resistance to maintain the position of the throttle along with an automatic regulating device capable of automatically controlling rotation of the shaft having a geared motor assembly.

Abstract: A flight control device of an aircraft including a support, an action member attached to the support rotating freely around a primary axis, a rotary device including a stator, rotatably connected to the support around a secondary axis, and a rotor rotating freely relative to the stator around the secondary axis, the rotary device applying a force sensing torque on the rotor relative to the stator around the secondary axis, and a mechanical reducing gear, which connects, with a reduction ratio, rotation of the action member with rotation of the rotor, the mechanical reducing gear including a screw-nut system with rolling elements, including a screw, attached to the rotor, connected in rotation to the rotor around the secondary axis, and a nut fixed in rotation around the secondary axis relative to the stator and helically connected with the screw around and along the secondary axis via the rolling elements.

Abstract: A force-shunting device including a tube defining a main axis and an inner wall, a first member sliding within the tube, a primary leg arranged obliquely, attached to the first member and including a primary pad in frictional contact with the inner wall, such that, when an external force is applied in a first direction on the first member, the primary leg rubs, or grips by mechanical camming, against the inner wall, the tube thus reacting all or part of the external force, the device including a second member mounted within the tube, sliding along the main axis and securely provided with a driving element of the primary pad so as to reduce the friction on the inner wall, to unprime the rubbing or mechanical camming.

Abstract: The force feedback device includes a stationary housing intended to be secured to an understructure of an aircraft, at least one spring opposing movement of a side-stick of the aircraft relative to the housing, and a transmission mechanism, which is supported by the housing movably and which is suitable for transmitting a rotational movement, around a first rotation axis, between the side-stick and said at least one spring, by applying a force law according to which a resistive force, opposed by said at least one spring, via the transmission mechanism, against the rotational movement of the side-stick around the first rotation axis, depends on an angular position of the side-stick around the first rotation axis.

Abstract: An electromechanical actuator includes an actuator that is translatable along an axis relative to a case and that is made up of a deployed part and a non-deployed part, which are following one another along the axis and which are respectively deployed and not deployed outside the case. The axial span of the deployed part varies proportionally opposite that of the non-deployed part as a function of the translated position of the actuator. The actuator also includes an electric motor for translating the actuator, which is supported by the case and is connected to the non-deployed part of the actuator by a transmission. The case defines an inner volume inside which the non-deployed part of the actuator, the motor and the transmission are arranged. The inner volume is, during operation of the actuator, pressurized while being filled with a gaseous atmosphere.

Abstract: A reduction gear includes a stationary sun gear, a coaxial mobile sun gear, planet gears, and a planet carrier. In order to ensure easy, reliable assembly for the reduction gear, while transmitting high torques having a considerable speed reduction, the helical gear teeth of the stationary and mobile sun gears are reversed relative to one another and are mutually separated in the direction of the main axis of rotation, thus forming a free space between them, which is suitable for adjusting the axial position of the planet gear or gears when assembling the reduction gear, such as to engage the first and second gear teeth of the planet gear with the respective gear teeth of the stationary and mobile sun gears.

Abstract: A reduction gear includes a stationary sun gear, a coaxial mobile sun gear, planet gears, and a planet carrier. In order to ensure easy, reliable assembly for the reduction gear, while transmitting high torques having a considerable speed reduction, the helical gear teeth of the stationary and mobile sun gears are reversed relative to one another and are mutually separated in the direction of the main axis of rotation, thus forming a free space between them, which is suitable for adjusting the axial position of the planet gear or gears when assembling the reduction gear, such as to engage the first and second gear teeth of the planet gear with the respective gear teeth of the stationary and mobile sun gears.