Abstract: A high-lift system for an aircraft incudes at least one mechanical torque limiting device, which includes a visual trip indicator for visually signaling a torque limiter trip, the high-lift-system further comprising an RFID tag device, which is configured to be switched into a functional state, in which it is readable by an external RFID tag reader, and into a nonfunctional state, in which it is not readable by an external RFID tag reader, and a coupling device, which is electrically connectable to the RFID tag device. The coupling device is configured to be physically coupled with the visual trip indicator, and to switch the RFID tag device into the functional state, if the visual trip indicator signals a trip, and into the nonfunctional state, if the visual trip indicator does not signal a trip.

Abstract: An aircraft wing comprising a main wing, a high lift element, and at least two spaced connecting systems for moveably connecting the high lift element to the main wing, wherein each connecting system comprises a track element provided on the main wing, and having a first support surface and a first track side wall, an actuator device, a drive rod, and a carriage device connected to the high lift element and having an engagement portion. The object is to provide an aircraft wing which is configured in such a manner that when the connecting system for connecting the high lift element to the main wing fails the high lift element can still be held in a possibly unskewed position.

Abstract: A high lift system for an aircraft, which extends and retracts the landing flaps of the aircraft in a fully electric manner. In this context, a fully electric drive is used, comprising an electric motor having an internal redundancy, in such a way that the electric motor is configured as a fault-tolerant electric motor. It may thus be possible to do without a coupling gear unit in the electric motor.

Abstract: An aircraft wing comprising a main wing, a high lift element, and at least two spaced connecting systems for moveably connecting the high lift element to the main wing, wherein each connecting system comprises a track element provided on the main wing, and having a first support surface and a first track side wall, an actuator device, a drive rod, and a carriage device connected to the high lift element and having an engagement portion. The object is to provide an aircraft wing which is configured in such a manner that when the connecting system for connecting the high lift element to the main wing fails the high lift element can still be held in a possibly unskewed position.

Abstract: A monitoring device is disclosed for an actuation system of an aircraft for monitoring a guiding device of a regulating flap with a load sensor. An actuation system with the monitoring device and a method for reconfiguring such an actuation system are disclosed. The monitoring device includes an interface to the load sensor and an interface to a driving device for adjusting the regulating flap. The monitoring device can determine or receive in-flight information actively signaling a predefined flight attitude and/or a predefined operational state of the aircraft. The monitoring device can compare a load value corresponding to a sensor value acquired by the load sensor and a limiting value corresponding to a minimum operational load for the predefined flight attitude and/or the predefined operational state of the aircraft and a monitoring function. The monitoring function can assign a fault mode to the regulating flap.

Abstract: Embodiments pertain to a flap adjusting system including a regulating flap mounted on an airfoil using at least two bearing devices and movable relative to the airfoil, and an adjusting device. The adjusting device includes an actuator and adjusting kinematics with a drive rod that couples the actuator to the regulating flap using a first and a second joint, as well as a load sensor. The adjusting kinematics are configured such that, at a maximum adjustment travel of the regulating flap, the second joint between the drive rod and the regulating flap is adjusted by an angle less than 50% of the angle by which the first joint is adjusted. The load sensor is arranged in at least one adjusting device and in the second joint, which couples the drive rod to the regulating flap. The load sensor is configured to measure the forces in this load path.

Abstract: A monitoring device is disclosed for an actuation system of an aircraft for monitoring a guiding device of a regulating flap with a load sensor. An actuation system with the monitoring device and a method for reconfiguring such an actuation system are disclosed. The monitoring device includes an interface to the load sensor and an interface to a driving device for adjusting the regulating flap. The monitoring device can determine or receive in-flight information actively signaling a predefined flight attitude and/or a predefined operational state of the aircraft. The monitoring device can compare a load value corresponding to a sensor value acquired by the load sensor and a limiting value corresponding to a minimum operational load for the predefined flight attitude and/or the predefined operational state of the aircraft and a monitoring function. The monitoring function can assign a fault mode to the regulating flap.

Abstract: A high lift system for an aircraft, which extends and retracts the landing flaps of the aircraft in a fully electric manner. In this context, a fully electric drive is used, comprising an electric motor having an internal redundancy, in such a way that the electric motor is configured as a fault-tolerant electric motor. It may thus be possible to do without a coupling gear unit in the electric motor.

Abstract: A monitoring device is disclosed for an actuation system of an aircraft for monitoring a guiding device of a regulating flap with a load sensor. An actuation system with the monitoring device and a method for reconfiguring such an actuation system are disclosed. The monitoring device includes an interface to the load sensor and an interface to a driving device for adjusting the regulating flap. The monitoring device can determine or receive in-flight information actively signaling a predefined flight attitude and/or a predefined operational state of the aircraft. The monitoring device can compare a load value corresponding to a sensor value acquired by the load sensor and a limiting value corresponding to a minimum operational load for the predefined flight attitude and/or the predefined operational state of the aircraft and a monitoring function. The monitoring function can assign a fault mode to the regulating flap.

Abstract: An actuation system includes: two hydraulic actuators, each being coupled to a load-bearing structural component and to an elevator, and displaceable relative to the load-bearing structural component for the operation of the elevator; a first control valve device to control the first actuator; a second control valve device to control the second actuator; a control and monitoring unit that determines and transmits appropriate command signals to the control valve devices to execute appropriate control movements for the operation of the actuators; a locking device coupled to the first actuator to secure the first actuator a locked state, which is hydraulically connected with the first hydraulic system and the second hydraulic system via an hydraulic OR-circuit, where in normal operation the locking mechanism is in its unlocked state, and in the event of a failure of both hydraulic systems the locking mechanism secures the first actuator.

Abstract: Embodiments pertain to a flap adjusting system including a regulating flap mounted on an airfoil using at least two bearing devices and movable relative to the airfoil, and an adjusting device. The adjusting device includes an actuator and adjusting kinematics with a drive rod that couples the actuator to the regulating flap using a first and a second joint, as well as a load sensor. The adjusting kinematics are configured such that, at a maximum adjustment travel of the regulating flap, the second joint between the drive rod and the regulating flap is adjusted by an angle less than 50% of the angle by which the first joint is adjusted. The load sensor is arranged in at least one adjusting device and in the second joint, which couples the drive rod to the regulating flap. The load sensor is configured to measure the forces in this load path.

Abstract: A method and a device for fault detection in the load path of a spindle actuator which is provided for actuating a high-lift flap of an aircraft, wherein the spindle actuator has a redundant load path which is formed by a spindle and a secondary connection which are connected rotationally fixedly to one another on the driven side and are coupled to the surface to be actuated and which are assigned separate load paths on the drive side, whereof the primary load path contains a primary spindle which is driven by a motor and can be fixed in its rotational movement by a primary brake, and the secondary load path contains the secondary inner connection, which is arranged concentrically in the primary spindle, which can be fixed in its rotational movement by a secondary brake, in which output signals representing the turning position of the spindle are detected and evaluated.

Abstract: A landing flap drive system, in one example, includes a first drive motor for operating a landing flap. In this arrangement, the landing flap drive system is integrated in a track of the landing flap such that final assembly and integration of the system are facilitated to a significant extent.

Abstract: An adjustment device to be coupled to an adjustment flap of an aircraft, with an actuator, adjustment kinematics, and a gearing, wherein the adjustment device can be coupled to a controller/monitor for purposes of its actuation. The adjustment device includes a first load sensor, on the input side of the actuator for determining the load arising on the input side due to actuation of the adjustment flap, and a second load sensor, on the output side of the actuator for determining the load arising on the output side due to actuation. The first load sensor and second load sensor are functionally linked with a fault-recognition function for receiving sensor values ascertained by the load sensors, to assign a fault state to the adjustment device. A combination of an adjustment device and a fault recognition function, a fault-tolerant adjustment system, and a method for reconfiguring the adjustment system are also provided.

Abstract: An actuation system for a hydraulically operable aircraft elevator, includes: two actuators, supplied from at least one hydraulic supply system, of which each is coupled to a load-bearing structural component, and to an elevator, displaceable relative to the load-bearing structural component, for the operation of the elevator, a first control valve device, hydraulically connected to the first actuator to control the latter, and a second control valve device, hydraulically connected to the second actuator to control the latter, which devices are respectively supplied from an hydraulic system, a control and monitoring unit functionally connected with the control valve devices, which determines appropriate command signals for the control valve devices and transmits the signals to the latter to execute appropriate control movements for the operation of the actuators, a locking device, coupled to the first actuator, with a locking mechanism to secure the extended position of the pushrod of the first actuator in it

Abstract: A method and a device for redundantly supplying several electric servomotors or drive motors by a common power electronics unit, particularly in an aircraft, wherein the power electronics unit contains a number of electronic motor control units, and wherein the electric motors are operated with nominal power if the electronic motor control units are fully functional. The motors are operated with the available residual power of the motor control units if partial failure of the motor control units occurs. The motors may be operated sequentially or simultaneously.

Abstract: A method and a device for fault detection in the load path of a spindle actuator which is provided for actuating an aerodynamically active surface, in particular a high-lift flap of an aircraft, wherein the spindle actuator has a redundant load path which is formed by a spindle and a secondary connection which are connected rotationally fixedly to one another on the driven side and are coupled to the surface to be actuated and which are assigned separate load paths on the drive side, whereof the primary load path contains a primary spindle which is driven by a motor and can be fixed in its rotational movement by a primary brake, and the secondary load path contains the secondary inner connection, which is in particular arranged concentrically in the primary spindle, which can be fixed in its rotational movement by a secondary brake, in which output signals representing the turning position of the spindle, which are generated by means of at least one turning position sensor which is coupled to the primary spin

Abstract: A method and a device for redundantly supplying several electric servomotors or drive motors by a common power electronics unit particularly in an aircraft, wherein the power electronics unit contains a number of electronic motor control units, and wherein the electric motors are operated with nominal power if the electronic motor control units are fully functional. The motors are operated with the available residual power of the motor control units if partial failure of the motor control units occurs. The motors may be operated sequentially or simultaneously.

Abstract: A drive station includes two drives connected via drive transmissions to one or more flaps or slats of a flap/slat group. The drives may be mechanically coupled to a rotational shaft, with a shaft brake arranged thereon. Guide transmissions are connected to the shaft and to respective flaps or slats of the flap/slat group. Alternatively, the two drives are not mechanically coupled, but are merely electrically or electronically synchronized. Each flap/slat group can be actuated individually and independently of the other groups by actuation commands provided by a central control unit connected to the drives and to a flight controller. Position sensors provide actual position feedback. Each flap/slat is driven by two transmissions, namely two drive transmissions, or two guide transmissions, or one drive transmission and one guide transmission. A redundant drive path is ensured if a component fails.

Abstract: A drive station includes two drives connected via drive transmissions to one or more flaps or slats of a flap/slat group. The drives may be mechanically coupled to a rotational shaft, with a shaft brake arranged thereon. Guide transmissions are connected to the shaft and to respective flaps or slats of the flap/slat group. Alternatively, the two drives are not mechanically coupled, but are merely electrically or electronically synchronized. Each flap/slat group can be actuated individually and independently of the other groups by actuation commands provided by a central control unit connected to the drives and to a flight controller. Position sensors provide actual position feedback. Each flap/slat is driven by two transmissions, namely two drive transmissions, or two guide transmissions, or one drive transmission and one guide transmission. A redundant drive path is ensured if a component fails.