Abstract: A neutral point detection device is applied to a steering control system that obtains a steering angle of a steering device of a vehicle as a detection value by a steering angle sensor, and controls the steering device by means of the detection value. The neutral point detection device includes a straight determination unit that determines whether a road on which the vehicle is traveling is straight, a straight traveling determination unit that determines whether the vehicle is travelling straight along the road, a steering angle acquisition unit that obtains the detection value of the steering angle sensor, and a detection unit that detects the neutral point of the steering angle sensor based on the detection value obtained by the steering angle acquisition unit, when the straight determination unit determines that the road is straight and the straight traveling determination unit determines that the vehicle is traveling straight along the road.

Abstract: A system includes a processor and a memory storing program instructions executable by the processor to determine that a steering wheel is one of engaged and disengaged with a steering based on a detected deflection of a steering torsion bar. The memory stores instructions to actuate the steering based on the determination.

Abstract: Self-steering axle assembly has an axle with central tube having a longitudinal central axis. A king pin is connected with an end portion of the axle. A knuckle is connected with the king pin. The knuckle includes a torque plate section. A first arm of the knuckle extends from a side of the torque plate section and receives a first end portion of the king pin. A second arm extends from the torque plate section in the same direction as the first arm. The second arm receives a second end portion of the king pin. A spindle is friction welded to the torque plate section and has a longitudinal central axis. The torque plate section has at least one surface on the torque plate section extending substantially perpendicular to the longitudinal central axis of the spindle. A tool engages the surface during friction welding of the spindle to the torque plate section.

Abstract: A method for executing straight tracking control may include receiving an input command(s) associated with controlling the operation of a first-side drive system and/or a second-side drive system of a hydrostatic transmission of a work vehicle to drive the vehicle along a straight path. The method may also include receiving first and second speed signals associated with the output speeds of the drive systems, and modifying the first speed signal or the second speed signal based on a speed scaling factor to generate a corrected speed signal. In addition, the method may include determining an adjusted control command for controlling the operation of the hydrostatic transmission as a function of the input command(s) and a control output determined based on the corrected speed signal. Further, the method may include controlling the operation of the hydrostatic transmission based at least in part on the adjusted control command.

Abstract: A driving support apparatus for an own vehicle includes a travel trajectory obtaining unit configured to obtain a preceding vehicle trajectory which is a travel trajectory of a preceding vehicle, and a control unit configured to perform a follow-up steering control for changing a steering angle of the own vehicle in such a manner that the vehicle travels along a target traveling line determined based on the preceding vehicle trajectory. The control unit is configured to, when a first distance condition and a manual steering condition are both satisfied while the follow-up steering control is being performed, stop the follow-up steering control.

Abstract: A structural member (10) includes: a hat member (1); and a closing plate (2). The hat member (1) includes: a top-surface portion (1a); a pair of side walls (1b) extending from both edges of the top-surface portion (1a); and flanges (1c). The closing plate (2) is in contact with the flanges (1c). Each of the side walls (1b) includes a low-strength portion (1s) extending from one edge of the side wall (1b) to a position at a distance Sh. The distance Sh is 20 to 40% of the height H of the side wall (1b). The yield strength of the low-strength portion (1s) is 60 to 85% of the yield strength of the side wall (1b) as measured at a position (1mid) of one-half of the height of the side wall (1b).

Abstract: The flatbed enclosure is an apparatus that provides a comfortable and secure environment within a truck. The apparatus includes a first bed cover, a second bed cover, a first side rack, a second rack, a hydraulic system, and a truck bed. The first bed cover and the second bed cover uphold the first side rack the second side rack, respectively, as well as open and close the truck bed. The first side rack and the second side rack serve as a rack to secure and uphold a variety of items while in a retracted configuration. The first side rack and the second side rack also serve as a bench while in an extended configuration. The hydraulic system automatically retracts and extends the first bed cover and the second bed cover. The truck bed upholds the first bed cover, the second bed cover, a variety of items, and individuals.

Abstract: A fastening body for fastening an underbody liner component to a motor vehicle underbody, the fastening body encompassing a bracing segment having a passthrough opening penetrable along a penetration axis by a fastening means when the fastening body is in the operationally ready state, and having a bracing region, embodied in the surrounding region of the passthrough opening, which is provided for abutment of a counterpart bracing region of the fastening means; a liner segment that is arranged at a distance from the bracing segment and comprises, at least on its outer side facing away from the bracing region, a preferably flat outer surface; and a connecting segment connecting the bracing segment and the liner segment.

Abstract: A sprocket wheel has an annular shape. The sprocket wheel has a plurality of projections formed on an outer peripheral surface for transmitting a driving force to a track. The sprocket wheel includes a base made of a first metal, and an overlay including a second metal that covers the base so as to constitute at least a part of the outer peripheral surface. The overlay is formed with a metallic structure that is continuous in the circumferential direction so as to connect between adjacent ones of the projections.

Abstract: An open-cabin vehicle is provided that makes it possible to enjoy the convenience provided by electronic devices while suppressing electric power consumption and also suppressing a reduction in the convenience of the open-cabin vehicle. An identification signal transmission unit inside an electric power control apparatus of an open-cabin vehicle intermittently transmits an identification signal (ID). A response signal reception unit receives a response signal (RE) that is transmitted from a portable terminal in response to the identification signal (ID) without any operation by a rider on the portable terminal or the open-cabin vehicle. When the response signal reception unit receives the response signal (RE), a command unit commands current conduction in a first electric power supply circuit and does not command current conduction in a second electric power supply circuit.

Abstract: An electrical seatpost assembly comprises a first cylinder, a second cylinder, a positioning structure, an electrical actuator, and a power supply. The second cylinder is telescopically received in the first cylinder. The positioning structure is to adjustably position the second cylinder relative to the first cylinder in a telescopic direction. The electrical actuator is to actuate the positioning structure in accordance with an electrical signal. The power supply is to supply electrical power to the electrical actuator. The power supply and the electrical actuator are disposed in one of the first cylinder and the second cylinder to at least partly overlap with each other when viewed from a direction perpendicular to the telescopic direction.

Abstract: A height adjustment assembly for a bicycle saddle includes an inner tube with a saddle clamp on the top thereof. A retractable device is located in the inner tube and is fixed to the saddle clamp. The inner tube is movably inserted into an outer tube. A control device is located in the outer tube and includes a top part, a block and an operation unit. The top part is fixed to the retractable device and the switch of the retractable device extends through the top part and activates an operation unit received in the block. The operation unit is activated by a cable so as to move the switch of the retractable device to adjust the height of the saddle.

Abstract: A right shock absorber and a left shock absorber are provided on outer sides of a left front wheel and a right front wheel that define a steering allowable space therebetween. At a lower portion of the right shock absorber, an outer edge of a right front fender is positioned farther radially outwards than an outer edge of the right front wheel, and a right guide wall that extends from the outer edge inwards is provided in an upper rear area to the left of the right front wheel. At a lower portion of the left shock absorber, an outer edge of a left front fender is positioned farther radially outwards than an outer edge of the left front wheel, and a left guide wall that extends from the outer edge inwards is provided in an upper rear area to the right of the left front wheel.

Abstract: A human powered vehicle comprises a dual wheel front steering, a single or dual wheel rear drive, three or four wheels, a strong lightweight frame assembly, a steering system, two pedals, and a crank and chain transfer drive system. A driver is seated in an upright position for maximum ergonomic efficiency and minimum propulsion effort. Said position also provides for easy mounting and dismounting on to and off of the vehicle. The steering system is completely adjustable and incorporates Ackermann steering geometry to reduce wheel turning scrub and preserve forward momentum. The invention is further configured with components that can be adapted to various manual drive systems, multiple gear ratio drive mechanisms, or power drive system such as an electric motor or similar device. The invention is more easily operated by children, elderly, and the handicapped than bicycles, traditional tricycles, and other three-wheeled human powered vehicles.

Abstract: Steering group of a motor vehicle comprising a front frame provided with a steering tube that rotatably houses a steering shaft or pin, which rotates about a steering axis, the front frame being provided with an upright integral with said steering tube, the front frame comprising a steering bracket, integral in rotation with the steering shaft. Advantageously, the steering group comprises elastic return means which elastically influence the steering shaft to position itself centrally with respect to the front frame, said elastic return means being placed and mechanically connected between the upright and the steering bracket in order to exert an elastic return action when the steering shaft rotates with respect to said central symmetrical position, wherein said elastic return means have a regressive trend elastic response.

Abstract: This application discloses a quick locking device for a bicycle front fork, a handlebar and a frame head tube. A plastic part head assembly is installed at the bottom of the handlebar; the frame head tube is arranged below the plastic part head assembly, and the top of the frame head tube passes through the plastic part head assembly to be fixedly connected with the handlebar; a first installing hole is formed in the side surface of one side of the frame head tube; a second installing hole is formed below the first installing hole; a bicycle front fork tube is fixedly arranged inside the frame head tube through a spring buckle; the bicycle front fork is installed at the bottom of the bicycle front fork tube.

Abstract: A bicycle operating device comprises a base member, a brake operating member, an additional operating member, an electrical switch, and a wireless communication unit. The brake operating member is movably coupled to the base member. The additional operating member is movably coupled to the brake operating member. The electrical switch is to provide an electric signal in response to a movement of the additional operating member. The electrical switch is disposed at the additional operating member. The wireless communication unit is connected to the electrical switch to transmit a wireless signal based on the electric signal. The wireless communication unit is disposed at one of the base member and the brake operating member.

Abstract: A bicycle pedal includes a pedal body, a shaft, a bearing, a sleeve, a bushing, a nut and a lid. The pedal body has a shaft hole with a first opening, a second opening and a first stopping step. The shaft in the shaft hole has a middle section, a tail section with a thread and a second stopping step therebetween. The bearing is put around the tail section and blocked by the first stopping step. The sleeve is put around the tail section and abuts against the bearing. The bushing is selectively put around a first position or a second position of the tail section. The nut is screwed on the thread of the tail section for pushing both the adjusting bushing and the bearing toward the second stopping step. The lid is fastened in the second opening for pushing both the sleeve and the bearing toward the first stopping step.

Abstract: An improved cleat assembly configured to be releasably secured to a clipless bicycle pedal comprises a first plate, a second plate disposed over the first plate, and plurality of spacers disposed between the first and second plates, the spacer separating the first and second plates a predetermined distance. The second plate may define a pedal aperture having a circumferential periphery comprising a first portion and a side tie portion and the side tie portion may be offset from the first portion. The cleat assembly may further comprise a cap disposed over at least the second plate wherein the second plate may comprise a first of an engagement pair and the cap may comprise a second of the engagement pair. The first and second of the engagement pair may cooperate to couple the cap and the second plate to affix the cap onto the cleat assembly.

Abstract: The present invention relates to a bicycle pedal adapter configured to be clicked onto a bicycle pedal which is intended and constructed to be used for a bicycle shoe having a cleat, wherein the bicycle pedal adapter is configured to convert the bicycle pedal to a bicycle pedal suitable to be used with a normal shoe without a cleat, wherein the bicycle pedal adapter is flat, wherein the bicycle pedal adapter comprises a main body having a height, a width and a length, wherein the width is more than four times the height and wherein the length is more than five times the height, and wherein the main body has a front end and a rear end, the bicycle pedal adapter comprising:—a front coupling at the front end, the front coupling being configured to mate with a front clamping member of the bicycle pedal and—a rear coupling at the rear end, the rear coupling being configured to mate with a rear clamping member of the bicycle pedal, and wherein the bicycle pedal adapter is configured to be clicked onto the bicycle p

Abstract: A bicycle rear derailleur includes a base member mountable to a bicycle frame. A movable member is movably coupled to the base member. A chain guide assembly is rotatably connected to the movable member for rotation about a rotation axis. A biasing element is configured to bias the chain guide assembly for rotation in a first rotational direction with respect to the movable member. A damper assembly is operatively disposed between the chain guide assembly and the movable member to apply a damping force to the chain guide assembly when the chain guide assembly rotates in a second rotational direction opposite to the first rotational direction.

Abstract: An integrated handlebar for a bicycle includes a handlebar and at least one integrated control device, wherein the handlebar has at least two free ends and the integrated control device includes a base engaged with at least one of the free ends, a brake lever and an electronic controller. The brake lever has a front end pivotally connected with the base and a rear end. The brake lever has a mounting portion, being located at a distance not greater than ¾ length of the brake lever from the rear end and not directly on the rear end. The electronic controller includes an operation member disposed on the brake lever, which includes at least one operation part adapted to be triggered by fingers of a rider to control an action of the operation member so as to drive the electronic controller to output an electronic signal to an electronic component.

Abstract: The invention relates to a vessel (1) comprising a hull (2) for non-planing operation, during operation displaying a waterline (3) and having a forward direction in a horizontal plane (4) with a forward portion, an aft portion (5), and a central portion, the aft portion having a smaller water displacement relative to a water displacement of the central portion; and an aft, primary foil (6) affixed to the aft hull portion with a connecting member (7), configured to be below the waterline during operation, spaced from the hull, the aft foil having a span, a chord, a profile, a leading edge (8) and a trailing edge (9) relative to the forward direction, characterized by adjustment means (10) connected to the aft foil and configured for adjusting an angle of incidence (?c, af) of the chord of the aft foil.

Abstract: Provided is a hull of a boat including a central portion of a bottom of the hull, side portions of the bottom of the hull, lateral to the central portion of the bottom of the hull, the central portion of the bottom of the hull being substantially lowered in a substantially discontinuous way with respect to the side portions of the bottom of the hull, central side walls separating the central portion of the bottom of the hull from the side portions of the bottom of the hull. The hull also having external side walls laterally external to the side portions of the bottom of the hull.

Abstract: Disclosed is a system for providing an air lubricating layer between the hull of a vessel and the water flowing under the hull as the vessel is moving through the water, including an air cavity and a wave deflector having a planar bottom surface which faces the interface plane and extends parallel thereto and is arranged in an air cavity of the air lubrication system at a distance of 2-15 cm from the interface plane, wherein the bottom surface has a peripheral edge that is spaced apart from the sidewalls by a gap having a width of 0.5-15 cm, wherein, when viewed in projection onto a plane wherein the planar bottom surface extends, at least 85% of the area of the opening is covered by the wave deflector and/or the planar bottom surface thereof, more preferably at least 90%, and most preferably at least 95%.

Abstract: A cockpit covering system for a small boat comprises a tent or cover comprising a plurality of wall portions and a base, and wherein the tent is sized to extend over a recessed area of a cockpit and to enclose an interior that extends from above deck height to below the height of a base layer. A compressible gasket is below the base for resting on a deck of the small boat around the cockpit outer perimeter. A plurality of webbing straps extend from the outer perimeter of the boat to the tent. A plurality of webbing straps extend from the cockpit outer perimeter to the tent covering system. Tension applied to the plurality of webbing straps compresses the compressible gasket to form a seal along a cockpit recessed area. Pole housings can be provided on webbing straps or on the tent base to secure tent poles at deck level.

Abstract: A retractable canopy for a watercraft lift comprising an actuator operatively connected to the watercraft lift and a movable boom to rotate the movable boom relative to the watercraft lift; a linkage extends between the fixed boom and the movable boom, at least one first strut is supported by the linkage, at least one second strut is supported by a fixed boom; and at least one third strut is supported by the movable boom. The fixed boom, the movable boom, the at least one second strut, and the at least one third strut support a cover in an extended configuration above a watercraft area. The fixed boom, the movable boom, the at least one first strut, the at least one second strut, and the at least one third strut support the cover in a retracted configuration adjacent to the fixed strut.

Abstract: A rail system for large turret bearing includes a turret bearing support structure, a rail support ring provided with a L-shaped cross section including an inward directed wedge mating face, at least two rings of radially elongated segment bolt holes, and an outermost ring of wedge bolt holes, a plurality of rail segments together forming a complete circle with an outer radius slightly smaller than the radius of the wedge mating face of the rail support ring. Each segment includes a sloped outer wedge mating surface, a downward facing contact surface with threaded bolt holes corresponding to the bolt holes in the rail support ring, an upper largely horizontal surface, and an inner largely vertical surface.

Abstract: Boats can include seating assemblies that can be configured in a variety of different arrangements. In one configuration of the seating assemblies described herein, a forward-facing seat and a rearward-facing seat are arranged back-to-back above a seat bottom. In another configuration, the seating assembly can be arranged as a forward-facing reclined seat such that a forward rotation of the forward-facing seat to a flat position with the seat bottom causes a rearward rotation of the rearward-facing seat to a reclined position. In still another configuration, the seating assembly can be configured form a reclined seat in a rearward-facing configuration.

Abstract: Disclosed is an apparatus, optionally mounted on a stand up paddle board, or surfboard, to lift the board above the water surface and support the board in a stable position above the water surface while a rider standing on the board and maintaining a speed in the water via paddling. In one embodiment, the apparatus includes a strut; a fuselage connected to said strut; a back foil portion connected to an aft end of said fuselage wherein the back foil portion includes two back wings extending outwardly from said aft end of said fuselage; and a forward foil portion connected to a fore end of said fuselage wherein the forward foil portion includes two front wings extending outwardly from said fore end of said fuselage and wherein the forward foil portion has a maximum thickness located at first distance from the fore edge of the forward foil portion.

Abstract: The present invention provides a watersports board rack for attaching to a support member (e.g., hanging down from an overhead support tower) of a boat. The rack may have a low profile, superior padding and an increased contact area compared to current rack systems, as well as at least one strap for securing the board against the padding and a coupler for attaching to the overhead support member. The rack may thus be operable to securely hold up to two watersports boards (e.g., two wakesurf boards) without the usual wear and tear (e.g., dents and scrapes) that occurs from regular contact with the tines of current rack systems. The rack may thus increase the boat's capacity to securely store watersports boards while the boat is in motion, and due to the low profile, the rack will not substantially reduce headroom or require removal from a folding tower before folding the tower down for transporting and storing the boat.

Abstract: A crayfish or crawfish harvesting apparatus employs an improved drive that uses hydraulic wheels (e.g., rubber tired wheels) encircled by one or more endless belts. One or more hydraulic motor drives can be used to drive the wheels. Lugs or guide lugs are placed on opposing sides of each wheel and are preferably connected to the belt. Fasteners (e.g., bolts or rivets) attach cleats (e.g., steel u-shaped channel cleats) to the belts and lugs.

Abstract: A sluiceway device for a hopper barge has an elongate main body defining a discharge channel. The elongate main body has a plurality of openings. The elongate main body may be configured to be disposed atop a hull of the hopper barge and configured to receive dredging material placed in the hopper barge. The sluiceway device may also have a discharge pump. The discharge pump may be in communication with the discharge channel. The discharge pump may be further configured to pump the dredging material from the discharge channel to a disposal area outside of the hopper barge.

Abstract: Wakeboat hull control systems and methods are provided to monitor the orientation of the wakeboat hull in the surrounding water, and to automatically control wakeboat ballast components to achieve or maintain desired hull orientations. Systems and methods are provided to measure, store, and recall hull orientation. Systems and methods are also provided to enable automated action to improve the safety, automation, performance, convenience, and marketing advantage of wakeboat ballast systems.

Abstract: A charging system for an autonomous underwater vehicle includes: a sea floating body; a charging station suspended in water from the body through a string-shaped body and located downstream of the sea floating body by receiving a water flow, the station including a noncontact electricity supplying portion located away from the string-shaped body; and an autonomous underwater vehicle coupled to the station that is rotatable about the string-shaped body, the vehicle including a noncontact electricity receiving portion configured to receive electricity supplied from the supplying portion, wherein: the station takes by the water flow such a posture that the noncontact electricity supplying portion is located downstream of the string-shaped body in a water flow direction; and when the vehicle is coupled to the station, the vehicle takes by the water flow such a posture that the receiving portion is located downstream of the string-shaped body in the water flow direction.

Abstract: An unmanned underwater vehicle (UUV) with a hydraulic system (100) for use in cold surroundings and method of controlling such hydraulic system. The hydraulic system (100) comprises a hydraulic circuit (10). One or more tools (21,22) may be hydraulically operable via the hydraulic circuit (10). A pump (32) is configured to pressurize a flow of hydraulic fluid (F) via the hydraulic circuit (10) e.g. for actuating the tools (21,22). A valve system (40) comprises control valves (41,42,43) disposed in the hydraulic circuit (10) for controlling the flow of hydraulic fluid (F) through the hydraulic circuit (10). A controller (50) is configured to control one or more of the control valves (43) as a function of a temperature (T) of the hydraulic fluid (F).

Abstract: The present disclosure discusses a method of and an arrangement for the lubrication of a controllable pitch propeller of a marine vessel. The lubrication is based on continuous lubricant circulation from the hydraulic powerpack to the hub and back to the oil tank, when the marine vessel is sailing ahead with propeller blades locked in a desired position. The lubrication is performed by maintaining, at least when the propeller blades are locked in a desired position, a pressure difference between the astern oil chamber and the lubricant chamber for circulating lubricant from the astern oil chamber via the lubricant chamber to the oil tank.

Abstract: A floating vessel with gearless pod propulsor and counter rotating propellers is secured to a hull, each pod having a lead propeller and a trailing propeller, each propeller connected to a shaft connected to either a stator and rotor or a hydraulic motor. A lead propeller turns in a first direction and a trailing propeller turns in an opposite direction simultaneously, generating thrust for the floating vessel along a thrust vector using the counter rotation of the trailing propeller to recover swirling energy from the lead propeller improving propulsive efficiency of the floating vessel. The pod is positioned below a water line of the floating vessel providing propulsion for the floating vessel without gears.

Abstract: An aircraft composite panel assembly includes a first panel having upper and lower faces, the lower face having a recess on a first side of the panel, a second panel having upper and lower faces, the lower face having an outward projection at a first side of the panel, the outward projection received on the recess forming a lower continuous face; and a forward stack of plies of composite material bonded to the upper face of the first panel, the forward stack of plies having an edge overlapping the first side of the first panel, and the number of plies of the forward stack of plies decreasing toward the opposite side of the first side of the first panel.

Abstract: A floor panel for installation in an aircraft includes a plurality of thermoplastic C-shaped stringers, a consolidated thermoplastic deltoid filler, a thermoplastic upper facing sheet, and a thermoplastic lower facing sheet. The stringers are disposed in a parallel arrangement with one another. The deltoid filler is disposed within a longitudinally-extending notch defined by a pair of adjacent stringers. The upper facing sheet covers an upper surface of the stringers and the deltoid filler. The lower facing sheet covers a lower surface of the stringers and the deltoid filler. The stringers, the deltoid filler, and the upper and lower facing sheets are integrally consolidated forming a unitary construction.

Abstract: A rotatable locking member for locking an aircraft wing with a movable wing tip device. The rotatable locking member including a U-shaped receiving portion arranged such that in an unlocked position the locking pin may be moved into and out of the U-shaped receiving portion, and in a locked position the locking pin is not able to be moved out of the U-shaped receiving portion, and the rotatable locking member is configured to be moved between the unlocked and locked position by rotational movement around the longitudinal central axis of the locking pin.

Abstract: An electromechanical rotary actuator includes a drive member, a motor disposed inside and directly coupled to the drive member, and an output arm. The motor has a rotor configured toward an outside of the motor and directly coupled to an input of the drive member and a stator configured toward an inside of the motor and positioned inside the rotor. The output arm is disposed about the motor and is drivably connected to the drive member. The output arm defines an arcuate opening.

Abstract: A wing flap includes a flap body and a torque member. The torque member is integrally formed with at least a portion of the flap body.

Abstract: A system for modifying a location of a water impingement limit on an airfoil of an aircraft includes a flight control computer configured to receive data representative of environmental parameters in an environment of a flight path of an aircraft, determine, based on the environmental parameters, an existence of icing conditions to which the aircraft is currently subjected or is predicted to be subjected, and generate, based on the existence of icing conditions, a command signal for actuating a movable surface of the aircraft. The system further includes a surface actuator configured to receive the command signal from the flight control computer and adjust the movable surface in a manner causing an increase in an angle of attack of the airfoil to thereby modify a water impingement limit on the airfoil.

Abstract: A transmission or gearbox assembly with fail-safe means for providing redundancy where failure can lead to loss of torque transmission between component parts of the assembly, the assembly comprising a plurality of first components in torque transmitting engagement and at least one second component associated with at least one of the first components, the second component being joined to the respective first component by a discontinuous joint. Preferably, each first component of the system has a corresponding second component joined thereto by a discontinuous joint.

Abstract: Systems for compensating for force fighting in multi-actuator systems are provided. A drive controller unit comprises a first feedforward controller in communication with a first actuator and configured to receive a drive command signal. A first feedback regulator is configured to output a first feedback input into the first feedforward controller, and to receive as input a first actuator position and a first actuator force. The drive controller unit further comprises a second feedforward controller in communication with a second actuator and configured to receive the drive command signal. A second feedback regulator is configured to output a second feedback input into the second feedforward controller, and to receive as input a second actuator position and a second actuator force. The drive controller unit utilizes both feedforward controllers and both feedback regulators to minimize force fighting while driving a common aileron.

Abstract: A flight control system for a flight control surface includes a first actuator control electronics (ACE), a second ACE, a third ACE, a first remote electronics unit (REU), and a second REU. The first ACE is configured to generate a first control signal for the flight control surface. The second ACE is configured to generate a second control signal for the flight control surface. The third ACE is configured to generate a third control signal for the flight control surface. The first REU is coupled to the first ACE and the second ACE, and configured to operate, based on the first control signal and the second control signal, an actuator coupled to the flight control surface. The second REU is coupled to the second ACE and the third ACE, and configured to operate, based on the second control signal and the third control signal, the actuator.

Abstract: A joint for coupling a wing tip to a wing base includes a linking member that extends from a first end to a second end. The linking member first end is coupleable to the wing base, and the linking member second end is coupleable to the wing tip. The linking member defines first second hinge lines that are substantially parallel. The joint also includes at least one actuator. A first end of each at least one actuator is coupled to the linking member, and a second end of each at least one actuator is coupleable to one of the wing base and the wing tip. The at least one actuator is operable to rotate the wing tip about the first and second hinge lines between a first orientation and a second orientation relative to the wing base.

Abstract: An aircraft including a wing and a wing tip device is disclosed. The wing tip device is moveable between a flight configuration for use during flight and a ground configuration for use during ground-based operations. In the ground configuration the wing tip device is folded inwardly from the flight configuration such that the span of the aircraft is reduced. The wing tip device is connected to the wing along a hinge axis by spar beams of the wing tip device, one of the beams being mounted for pivoting about a fixed axis and the other beam being mounted on a spherical bearing to provide greater freedom of movement. Various actuator arrangements may be provided to pivot the wing tip device.

Abstract: An aircraft assembly having landing gear with a known deployment value, apparatus for permitting landing gear deployment, down-lock sensing apparatus, a navigation system, a landing gear control system, a flight control system, and a deployment controller. The deployment controller is configured to: calculate a touch down value using the aircraft position and speed information provided by the aircraft navigation system; command the landing gear control system to provide the deploy signal when the touch down value reaches a deployment threshold value which is greater than the landing gear deployment value; and command the flight control system to execute a landing abort sequence if the controller does not receive the down-lock signal from the landing gear sensing apparatus within a deployment value window which is greater than or equal to the known deployment value for the landing gear but less than the touch down value.