Abstract:
A device for mechanically connecting a control surface to a fixed structural element of an aircraft, including a rotary actuator for driving an element that is securely connected to the control surface in rotation in relation to an element securely connected to the fixed structural element, around an articulation axis, as well as articulation elements for articulating this control surface around this axis. These articulation elements are able to support the control surface independently of the rotary actuator. This arrangement permits taking benefit from the advantageous properties of rotary actuators while allowing removal of the rotary actuator without having first to remove the control surface.

Description:
CROSS-REFERENCES TO RELATED APPLICATIONS 
       [0001]    This application claims the benefit of the French patent application No. 12 56113 filed on Jun. 27, 2012, the entire disclosures of which are incorporated herein by way of reference. 
       BACKGROUND OF THE INVENTION 
       [0002]    The present invention relates to a device for mechanical connection of a control surface to a fixed structural element of an aircraft. 
         [0003]    It relates in particular to articulation and operating means of a control surface on a fixed structural element of a wing element of an aircraft. 
         [0004]    In this respect, throughout this description the term “wing element” means any aerodynamic bearing surface of an aircraft, such as a principal wing, or a horizontal or vertical tailplane. 
         [0005]    The invention also relates to such a wing element of an aircraft, and an aircraft equipped with same. 
         [0006]    A wing element overall has two aerodynamic surfaces which join both at the level of the leading edge and also at the level of the trailing edge of the element. 
         [0007]    Such a wing element in general comprises a fixed part attached rigidly to the structure of the fuselage of the aircraft, and a set of mobile elements comprising one or more primary control surfaces and optionally one or more secondary control surfaces. 
         [0008]    The fixed part of the wing element is formed from panels forming the aerodynamic surfaces of the element, and an internal structure usually formed by ribs and spars to which the panels are fixed. 
         [0009]    Some control surfaces are mounted articulated on the corresponding fixed part of the wing element about an axis of articulation immobile relative to said fixed part. Otherwise expressed, these control surfaces are displaceable according to pure rotation movement relative to the fixed part. These can especially be primary control surfaces such as elevators, rudders, ailerons, or spoiler devices, also called spoilers or airbrakes. These primary control surfaces are connected to the primary flight controls of aircraft and allow the aircraft to maneuver during its different flight phases. 
         [0010]      FIG. 1  illustrates highly schematically a rear part of a wing  10  of an aircraft of known type, comprising a fixed part  12  and a primary control surface  14 , which is for example an aileron arranged at the trailing edge of the wing  10 . 
         [0011]    In this example, the control surface  14  comprises two aerodynamic covering walls  16  and  18  joined to each other at the level of the trailing edge  20  of the wing and together forming an acute angle θ so as to prolong respectively the lower wing surface wall  22  and upper wing surface wall  24  of the wing. The control surface  14  also comprises a closing spar  26  arranged near the respective free ends of the two aerodynamic covering walls  16 ,  18  to which this spar  26  is fixed. 
         [0012]    The control surface  14  is mounted articulated on the fixed part  12  by means of hinges (not shown in  FIG. 1 ), which define an axis of articulation  28  of the control surface. 
         [0013]    Operating the control surface  14  is ensured by at least one linear jack  30  which can be of pneumatic, hydraulic or electric type. This jack  30  comprises a chassis frame  32  having an end  34  articulated by means of a fork  36  on the rear spar  38  of the wing  10  on which the lower and upper surface walls  22  and  24  of the wing are fixed. The jack  30  also comprises a rod  40  capable of being deployed from the opposite end  42  of the chassis frame  32  and having a free end  43  articulated on a lever  44  connected to the control surface  14 . This lever  44  is mounted in rotation about the axis of articulation  28  and with the jack  30  forms a mechanism of crankshaft type for driving the control surface  14  in rotation about the axis of articulation  28  under the effect of displacement in translation of the rod  40  of the jack. 
         [0014]    The abovementioned articulations are conventionally of spherical joint type to limit the intensity of parasite moments. 
         [0015]    In addition, sealing joints  46  are arranged at the interface between each aerodynamic wall  22 ,  24  of the fixed part  12  of the wing  10  and the corresponding aerodynamic covering wall  16 ,  18  of the control surface  14  to limit aerodynamic losses at this level. Each of these joints  46  is fixed to the fixed part  12  so as to be free to slide along the corresponding aerodynamic covering wall  16 ,  18  of the control surface. 
         [0016]    As is shown in  FIG. 1 , the free end  48 ,  50  of each aerodynamic covering wall  16 ,  18  is curved towards the interior of the fixed part  12  of the wing  10  to optimize the regularity of the aerodynamic profile of the wing when the control surface is away from its neutral position, and to facilitate the junction between said aerodynamic covering wall  16 ,  18  and the corresponding joint  46 . The curved part of each wall  16 ,  18  is formed by a deflector attached to this wall, for example. 
         [0017]    But there are disadvantages associated with control surface operating devices of the type comprising a linear jack. 
         [0018]    In fact, these mechanisms involve considerable linear operating forces. These forces must be absorbed by the structure of the fixed part of the wing and by the structure of the control surface, which also results in increase in the dimensions and the mass of these structures. 
         [0019]    Yet, growing demands for reduction in fuel consumption are compelling aircraft manufacturers to reduce both the weight of future units as well as their drag coefficient, especially by decreasing the thickness of the tailplanes and main wings, to the detriment of the volume available for devices provided for operating the control surfaces. 
         [0020]    In addition, increasing operating speeds of the control surfaces made preferable by the development of pilotage laws of aircrafts causes an increase in the required volume of the jacks, which all the more complicates integration of linear jacks within the tailplanes and main wings. 
         [0021]    In addition, mechanisms of crankshaft type require articulations, especially comprising spherical joints, for satisfactory operation of this type of mechanism. These articulations contribute to volume, mass and complexity of installation of linear jacks. Similarly, since these articulations are the seat of relative movements during operating of the control surfaces, these articulations are sometimes sources of breakdowns and need regular maintenance to control and re-lubricate them. Requirements for reduction in maintenance costs are encouraging aircraft manufacturers to minimize the number and duration of maintenance tasks. This aim also makes preferable to simplify the operations of assembling and disassembling jacks or actuators dedicated to rotationally driving control surfaces. 
         [0022]    In addition, where electrical linear jacks are used, the arrangement of bailers on the aerodynamic surface of the wing element may be required to direct part of the air flowing along the wing element towards the jack so as to limit the risk of overheating of this jack. 
         [0023]    These scoops however cause considerable loss of aerodynamic efficacy reflected in overconsumption of fuel. 
         [0024]    Patent application FR 2 727 477 A1 proposes a device for operating a control surface comprising a rotary hydraulic actuator and in part rectifies the problems of bulk described hereinabove. 
         [0025]    A disadvantage of the solution proposed in this document is that the rotary actuator absorbs the structural forces caused by the aerodynamic load exerted on the control surface. As a consequence this requires an increase in the dimensioning of the actuator and the frequency and extent of maintenance operations needed to verify the status of this actuator. 
         [0026]    Also, disassembling of the rotary actuator, especially in light of such maintenance operations, requires prior removal of the control surface supported by the actuator as well as final reassembling of the latter, such that the duration and cost of these maintenance operations are increased. 
       SUMMARY OF THE INVENTION 
       [0027]    The aim of the invention especially is to provide a solution which is simple, economic and efficacious for the problem of articulation and operating of control surfaces, which avoids the abovementioned disadvantages at least in part. 
         [0028]    For this purpose it proposes a device for mechanical connection of a control surface to a fixed structural element of an aircraft, comprising articulation means of the control surface to said fixed structural element according to an axis of articulation, as well as driving means for driving the control surface in rotation relative to said structural element about said axis of articulation, said driving means comprising at least one rotary actuator comprising a chassis frame and an output member displaceable in rotation about an output axis of the actuator relative to the chassis frame. 
         [0029]    According to the invention, said driving means comprise first detachable means for rotationally securing the chassis frame of the actuator to a first element of the control surface and said fixed structural element, said first detachable means being designed to align the output axis of the actuator on said axis of articulation, as well as second detachable means for rotationally securing said output member of the actuator to a second element of the control surface and said structural element. 
         [0030]    Also, said articulation means are separate from the rotary actuator and are designed to be able to support the control surface independently of the actuator. 
         [0031]    The control surface can be any type, and can in particular be a primary flight control surface mounted to rotate about an axis of articulation fixed relative to the structure of the aircraft. It can be an elevator, a rudder, an aileron, or a spoiler, also called airbrake. 
         [0032]    The fixed structural element can especially form part of the structure of a vertical or horizontal stabilizer of a tailplane or form part of the structure of a principal wing. 
         [0033]    This structural element takes the form of a spar, for example. 
         [0034]    In general, the invention drives in rotation a control surface of an aircraft by means of one or more rotary actuators which can be disassembled particularly simply and rapidly. 
         [0035]    The use of rotary actuators especially reduces the bulk of the drive means of control surfaces in a direction orthogonal to the axis of articulation of the control surfaces. 
         [0036]    For a determined available volume, the invention offers possibilities for optimizing the arrangement of the drive means of control surfaces, accordingly boosting the operating speed of these drive means. 
         [0037]    The use of rotary actuators also limits, or optionally avoids, the use of mobile articulations, that is, those comprising elements which are moved relative to each other under the effect of the kinematics of the drive means of control surfaces. 
         [0038]    The possibilities for simple and rapid disassembling of rotary actuators result especially due to the fact that the articulation means can continue to support the control surface even after disassembling of the actuators. The latter can therefore be disassembled without prior removal of the control surface. 
         [0039]    Also, the abovementioned rotary actuator or rotary actuators is preferably of electrical type, but can be other type without departing from the scope of the invention. 
         [0040]    Electrical actuator should be understood as any type of actuator capable of converting electric power into mechanical power. This can be in particular an electromechanical actuator or an electro-hydrostatic actuator. 
         [0041]    Said articulation means preferably comprise at least one pivot shaft on which at least one element of the control surface and said structural element is mounted in rotation. 
         [0042]    This pivot shaft defines said axis of articulation. 
         [0043]    Also, said articulation means advantageously comprise means for rotationally connecting the pivot shaft to the other element of the control surface and said structural element. 
         [0044]    Said driving means preferably comprise coupling means for coupling the output member of the actuator to said pivot shaft. 
         [0045]    The term “coupling” should be understood as involving rotationally securing the output member of the actuator and the pivot shaft. 
         [0046]    In this case, the pivot shaft therefore enables transmission of a rotation movement from the output member to said other element of the control surface and said structural element. 
         [0047]    It should be noted that said means for rotationally connecting the pivot shaft to the other abovementioned element are in this case also part of the abovementioned driving means. 
         [0048]    As a variant, and as will appear more clearly hereinbelow, said driving means can comprise centering means for centering the output member relative to the pivot shaft, wherein said centering means leave this member free to rotate relative to said shaft. 
         [0049]    Said driving means can advantageously comprise means for mechanical connection of said second element to an eccentric part of said output member of the rotary actuator, said eccentric part being eccentric relative to said output axis of the actuator. 
         [0050]    These mechanical connection means can be a substitute for the abovementioned coupling means or, where necessary, complete the latter. 
         [0051]    The output member of the actuator preferably comprises a lever comprising said eccentric part of this output member. 
         [0052]    The eccentric part of said output member comprises for example an engagement element for engaging a pin connected to said second element for rotationally securing this second element to the output member. As a variant, this configuration can be reversed. 
         [0053]    In general, the chassis frame of said rotary actuator advantageously takes the form of a cylinder having an axis parallel to said output axis of the actuator. 
         [0054]    In this case, said first detachable means advantageously comprise means for fastening a transversal end wall of the actuator to said first element. 
         [0055]    The output member of the actuator preferably extends opposite this transversal end wall, or as a variant, through a circumferential lateral slot made in a cylindrical wall of the chassis frame. 
         [0056]    As a variant, said first detachable means can comprise means for fastening a lateral wall of the actuator to said first element. 
         [0057]    This lateral wall may take the form of a mounting plate attached to the chassis frame of the actuator or made in a single piece with this chassis frame, for example. 
         [0058]    The invention also relates to a wing element for an aircraft, such as a wing or a tailplane, comprising a fixed structural element designed to be fixed to the structure of an aircraft, and at least one control surface displaceable in rotation relative to said fixed structural element. 
         [0059]    According to the invention, the wing element comprises at least one device for mechanical connection of said control surface to said fixed structural element of the type described hereinabove. 
         [0060]    The chassis frame of each said rotary actuator of said device for mechanical connection preferably takes the form of a cylinder of revolution extending tangentially to an external aerodynamic surface of said wing element. 
         [0061]    Otherwise expressed, part of said chassis frame preferably fits into the aerodynamic external surface of the wing element and when operating is therefore washed by the air flow flowing along the wing element. 
         [0062]    This results in improvement in cooling, and therefore limitation of the risk of overheating, of each rotary actuator. 
         [0063]    As a variant or in addition, said device for mechanical connection can comprise a thermal dissipation element in contact with the chassis frame of each said rotary actuator of the device, or made in a single piece with said chassis frame, and having at least one external surface fitting into an external aerodynamic surface of the wing element. 
         [0064]    During operation, the external surface of the thermal dissipation element is consequently washed by the air flow flowing along the wing element. 
         [0065]    As a variant, the chassis frame of the actuator can be substantially isolated from the external air flow washing the wing element, without departing from the scope of the invention. 
         [0066]    The invention further relates to an aircraft, comprising at least one wing element of the type described hereinabove. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0067]    The invention will be more clearly understood, and other details, advantages and characteristics of the latter will emerge from the following description made by way of non-limiting example and in reference to the attached drawings, in which: 
           [0068]      FIG. 1 , already described, is a schematic view of a rear portion of an aircraft wing equipped with an aileron of known type, in section according to a plane orthogonal to the direction of the trailing edge of the wing, this figure in particular illustrating the articulation and operating means of the aileron; 
           [0069]      FIG. 2  is a similar view of a rear portion of an aircraft wing equipped with an aileron and according to a first preferred embodiment of the invention, in section according to the plane II-II of  FIG. 3 ; 
           [0070]      FIG. 3  is a partial schematic view of the aircraft wing rear portion of  FIG. 2 , in section according to the plane III-III of this  FIG. 2 ; 
           [0071]      FIG. 4  is an enlarged view of the detail IV of  FIG. 3 , illustrating a rotary actuator coupled to articulation means of the aileron; 
           [0072]      FIG. 5  is a view similar to  FIG. 4 , in which the rotary actuator is uncoupled from the articulation means of the aileron; 
           [0073]      FIG. 6  is a view similar to  FIG. 3  of a rear portion of an aircraft wing equipped with an aileron and according to a second preferred embodiment of the invention; 
           [0074]      FIG. 7  is an enlarged view of the detail VII of  FIG. 6 , illustrating a rotary actuator coupled to articulation means of the aileron; 
           [0075]      FIG. 8  is a view similar to  FIG. 7 , in which the rotary actuator is uncoupled from the articulation means of the aileron; 
           [0076]      FIG. 9  is a view similar to  FIG. 1 , illustrating a rear portion of an aircraft wing equipped with an aileron and according to a third preferred embodiment of the invention; 
           [0077]      FIG. 10  is a view similar to  FIG. 3 , illustrating the aircraft wing rear portion of  FIG. 9 ; 
           [0078]      FIG. 11  is a view similar to  FIG. 1 , illustrating a rear portion of an aircraft wing equipped with an aileron and according to a fourth preferred embodiment of the invention; 
           [0079]      FIG. 12  is a view similar to  FIG. 3 , illustrating the aircraft wing rear portion of  FIG. 11 ; 
           [0080]      FIG. 13  is a view similar to  FIG. 1 , illustrating a rear portion of an aircraft wing equipped with an aileron and according to a fifth preferred embodiment of the invention; 
           [0081]      FIG. 14  is a view similar to  FIG. 3 , illustrating the aircraft wing rear portion of  FIG. 13 ; 
           [0082]      FIG. 15  is a view similar to  FIG. 1 , illustrating a rear portion of an aircraft wing equipped with an aileron and according to a sixth preferred embodiment of the invention; 
           [0083]      FIG. 16  is a view similar to  FIG. 3 , illustrating the aircraft wing rear portion of  FIG. 15 ; 
           [0084]      FIG. 17  is a view similar to  FIG. 1 , illustrating a rear portion of an aircraft wing equipped with an aileron and according to a seventh preferred embodiment of the invention, the aileron being shown in a neutral position; 
           [0085]      FIG. 18  is a view similar to  FIG. 17 , in which the aileron is moved out of its neutral position; 
           [0086]      FIG. 19  is a top plan view of the aircraft wing rear portion of  FIG. 17 ; 
           [0087]      FIG. 20  is a view similar to  FIG. 1 , illustrating a rear portion of an aircraft wing equipped with an aileron and according to an eighth preferred embodiment of the invention; 
           [0088]      FIG. 21  is a bottom plan view of the aircraft wing rear portion of  FIG. 20 ; 
           [0089]      FIG. 22  is a view similar to  FIG. 1 , illustrating a variant embodiment of the aircraft wing rear portion according to the eighth preferred embodiment of the invention; 
           [0090]      FIG. 23  is a view similar to  FIG. 1 , illustrating a rear portion of an aircraft wing equipped with an aileron and according to a ninth preferred embodiment of the invention, in which the aileron is in a neutral position; 
           [0091]      FIG. 24  is a view similar to  FIG. 23 , in which the aileron is in a deflected position; 
           [0092]      FIG. 25  is a view similar to  FIG. 1 , illustrating a rear portion of an aircraft wing equipped with an aileron and according to a tenth preferred embodiment of the invention; 
           [0093]      FIG. 26  is a top plan view of the aircraft wing rear portion of  FIG. 25 . 
       
    
    
       [0094]    In all these figures, identical reference numerals can designate identical or similar elements. 
       DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0095]      FIG. 2  illustrates a rear portion of a wing  10  of an aircraft according to a first preferred embodiment of the invention, and represents in particular a rear portion of the fixed part  12  of this wing comprising the rear spar  38  attached to the lower wing surface wall  22  and upper wing surface wall  24 , and an aileron  14  of the wing overall similar to the aileron of the wing of  FIG. 1  described hereinabove. 
         [0096]    The wing  10  according to this first embodiment differs from the wing of  FIG. 1  essentially by the aileron  14  which is mechanically connected to the fixed part  12  of the wing. 
         [0097]    This mechanical connection is ensured by a device  51  comprising two articulation and operating subassemblies  51   a , arranged near a first longitudinal end  53  of the aileron  14 , the constitutive elements of which will now be described, as well as two articulation subassemblies  51   b  which will be described subsequently. 
         [0098]    Each of these articulation and operating subassemblies  51   a  comprises a support element  52  extending according to the plane of  FIG. 2  and having overall for example the form of a U with concavity turned in the direction opposite the trailing edge  20 . More precisely, the support element  52  comprises a control surface articulating part  54 , from which extend a lower leg  56  and an upper leg  58 , whereof the free respective ends are connected to the rear spar  38  of the fixed part  12  of the wing to ensure slotting connection of the support element  52  with the rear spar  38 . The two legs  56  and  58  jointly define a space  60  beyond the abovementioned control surface articulating part  54 . 
         [0099]    The control surface articulating part  54  of the support element  52  comprises a through-hole  61  ( FIG. 4 ) in which a pivot shaft  62 , visible in  FIGS. 3 and 4 , is mounted in rotation. This pivot shaft  62  is connected rotationally to a control surface fitting  64  and passes through an orifice  66  of said control surface fitting  64 . The control surface fitting  64  is connected to the structure of the aileron  14 , for example by being fixed to the closing spar  26  of the aileron ( FIG. 2 ). The pivot shaft  62  accordingly defines the axis of articulation  28  of the aileron  14  on the fixed part  12  of the wing. 
         [0100]    As is evident in  FIG. 4 , the pivot shaft  62  comprises a first retention means  67  which is arranged at the end of the pivot shaft located to the side of the support element  52 , and which is engaged in a first counterbore  68  made in this support element  52 . The pivot shaft  62  comprises second retention means  70  arranged to the side of the control surface fitting  64  and applied to this fitting  64 . One  67  of the retention means  67  and  70  of the pivot shaft  62  is for example constituted by a head secured to this pivot shaft, whereas the other retention means  70  takes the form of a nut, for example. 
         [0101]    The rotationally securing of the pivot shaft  62  to the control surface fitting  64  can be operated by any type of process, for example by cooperation of form between the retention means  70  and the surface of the control surface fitting  64  to which these retention means are applied, or again by cooperation of form between the pivot shaft  62  and the bore of the control surface fitting  64  in which this pivot shaft  62  extends, for example by means of complementary ribs formed in said bore and said pivot shaft. These ribs form an example of means for rotationally connecting the pivot shaft  62  to the aileron  14 , in the terminology particular to the present invention. 
         [0102]    The support element  52 , the control surface fitting  64 , as well as the pivot shaft  62 , jointly form a connecting hinge of the aileron  14  to the fixed part  12  of the wing  10 . 
         [0103]    The support element  52  and the control surface fitting  64  illustrated in the figures show a particularly simple form for better comprehension of the present description, but these elements can of course be of more robust design without departing from the scope of the present invention. The support element  52  can in particular comprise two portions secured to each other, extending on either side of the control surface fitting  64  to form a female hinge part, in which case the control surface fitting  64  constitutes a male hinge part. 
         [0104]    As shown in  FIGS. 2 to 4 , each of said articulation and operating subassemblies  51   a  of the device  51  also comprises a rotary actuator  72  of electromechanical type. 
         [0105]    This actuator  72  comprises a chassis frame  74  and an output member  76  displaceable in rotation about an output axis  78  of the actuator relative to the chassis frame  74  of the latter ( FIG. 4 ) by motor means (not shown) of the actuator. 
         [0106]    The chassis frame  74  of the actuator for example has the shape of a cylinder of revolution, having a longitudinal axis which is the same as the output axis  78  of the actuator. The diameter in transversal cross-section of the chassis frame  74  is less than the distance E between the aerodynamic covering walls  16  and  18  of the aileron  14 , measured in a plane which is orthogonal to the plane III-III of  FIG. 2  and which contains the trailing edge  20  and the axis of articulation  28 . The result is a space between the chassis frame  74  of the actuator on the one hand and the aerodynamic covering walls  16  and  18  on the other hand, especially the free curved ends  48 ,  50  of the latter. 
         [0107]    The output member  76  of the actuator takes the form of an output shaft centered on the abovementioned output axis  78  and extending beyond an end face  80  of the chassis frame  74 . 
         [0108]    The chassis frame  74  of the actuator  72  is fixed to the support element  52  by means of fixing screws  82 , represented in  FIGS. 2 and 4  by their respective axes. These fixing screws  82  pass through the support element  52  and each has an end screwed in the abovementioned end face  80  of the chassis frame  74  such that: 
         [0109]    this end face  80  is applied to the face  84  of the support element  52  located to the side opposite the control surface fitting  64 , 
         [0110]    the output shaft  76  is applied against the retention means  67  of the pivot shaft  62 , and 
         [0111]    the output axis  78  of the actuator  72  is aligned with the axis of articulation  28  defined by the pivot shaft  62 . 
         [0112]    The output shaft  76  of the actuator  72  is provided with coupling means to the pivot shaft  62 , which can be any type adapted to rotationally securing this output shaft  76  with the pivot shaft  62 . These coupling means (not shown in figures) can for example comprise a flat part, or an end pin of polygonal cross-section, capable of being engaged in a recess of complementary shape formed in the retention means  67  provided at the end of the pivot shaft  62 . 
         [0113]    In the illustrated embodiment, the actuator  72  comprises a base plate  86  ( FIG. 4 ) formed to project on the abovementioned end face  80  and from which the output shaft  76  extends. The base plate  86  is engaged in a second counterbore  88  of complementary cross-section which connects the abovementioned face  84  of the support fitting  52  to the first counterbore  68  in which the first retention means  67  of the pivot shaft  62  extend. The second counterbore  88  connected to the base plate  86  of the actuator  72  makes centering of the output shaft  76  of this actuator easier relative to the pivot shaft  62 . The diameter in transversal cross-section of the base plate  86  is greater than that of the output shaft  76  of the actuator, and the diameter in transversal cross-section of the second counterbore  88  is greater than that of the first counterbore  68 . 
         [0114]    As shown in  FIG. 3 , the device for mechanical connection  51  also comprises two articulation subassemblies  51   b , arranged near the second longitudinal end  92  of the aileron  14 , opposite the abovementioned first end  53 . Each of these articulation subassemblies  51   b  takes the form of a hinge of conventional type for example, comprising a male support element  94  ( FIG. 3 ) fixed to the rear spar  38  of the fixed part  12  of the wing, a female fitting (not shown in  FIG. 3 ) fixed to the closing spar  26  of the aileron  14 , and a pivot shaft  96  about which the male support element  94  and the abovementioned female fitting are articulated to allow rotation of the aileron  14  relative to the fixed part  12  of the wing about the axis of articulation  28 . 
         [0115]    It should be noted in the terminology of the present invention that the fixing screws  82  form first detachable means for rotationally securing the chassis frame  74  of each actuator  72  with the support element  52  and therefore with the rear spar  38  of the wing  10 . In addition and jointly with the abovementioned coupling means of the output shaft  76  of each actuator  72  to the corresponding pivot shaft  62 , these same fixing screws  82  are part of second detachable means for rotationally securing this output shaft  76  to the aileron  14 . 
         [0116]    During operation, a command for change of position of the aileron  14  results in rotational displacement of the output shaft  76  relative to the chassis frame  74  of each rotary actuator  72 , about the associated output axis  78  aligned with the axis of articulation  28  of the aileron  14 , causing relative displacement of the corresponding control surface fitting  64  and of the support element  52  in rotation about this axis of articulation  28 . The result is rotational displacement of the aileron  14  relative to the fixed part  12  of the wing  10  about the axis of articulation  28 . 
         [0117]    It should be noted that the chassis frame  74  of each actuator  72  is kept fixed on the support element  52 , whereas the output shaft  76  of the actuator is solid in rotation with the control surface fitting  64 . 
         [0118]    When disassembling of the rotary actuators  72  is planned, for example to conduct maintenance operations relative to these actuators, it suffices to disassemble the fixing screws  82  fastening the chassis frame  74  of each actuator  72  on the corresponding support fitting  52  to withdraw each actuator  72 , as illustrated in  FIG. 5 . According to the diameter of the rotary actuators  72 , access to the fixing screws  82  and disengagement of these rotary actuators  72  may require prior disassembling of a panel of the lower wing surface wall  22  and of the deflector forming the free curved end  48  of the corresponding aerodynamic covering wall  16 . 
         [0119]    An advantage of the device for mechanical connection  51  is that the aileron  14  continues to be supported by the fixed part  12  of the wing  10  even after disassembling of the rotary actuators  72 . This is made possible by articulation means which are separate from the actuators  72 . In the first preferred embodiment described above, these articulation means comprise the support element  52 , the pivot shaft  62  and the control surface fitting  64  associated with each actuator as well as the articulation subassemblies  51   b . These articulation means in fact form autonomous assemblies capable of supporting the aileron  14  independently of each rotary actuator  72 . Consequently, the actuators  72  can be dismounted particularly simply without the aileron  14  having to be removed. 
         [0120]    A similar advantage relative to the ease of disassembling the actuators  72  is common to all the other embodiments which will now be described. 
         [0121]    The wing  10  according to the second preferred embodiment of the invention, which is illustrated in  FIGS. 6 to 8 , differs from the wing according to the first embodiment described hereinabove in that the support element  52  and the control surface fitting  64  of each articulation and operating subassembly  51   a  have reversed roles vis-à-vis the associated actuator  72 . 
         [0122]    In this way, the chassis frame  74  of the actuator  72  is fixed to a face  84 ′ of the control surface fitting  64  ( FIG. 7 ), which fitting  64  comprises the passage orifice  61  for the pivot shaft  62  as well as the counterbores  68  and  88  receiving respectively the output shaft  76  of the actuator and the base plate  86  of the latter. 
         [0123]    The support element  52  extends on the other side of the control surface fitting  64  relative to the actuator  72  and is solid in rotation with the pivot shaft  62 . For this purpose, this pivot shaft  62  and the bore  66  of the support element  52  can comprise ribs designed to cooperate in a form-locking manner. 
         [0124]    Also, the first retention means  67  of the pivot shaft  62  are applied to the control surface fitting  64 , whereas the second retention means  70  are applied to the support element  52 . 
         [0125]    By way of analogy with the description of the first embodiment, the support element  52  and the control surface fitting  64  can have a more robust design without departing from the scope of the present invention. In this way, the control surface fitting  64  can in particular comprise two portions secured to each other and extending on either side of the support element  52  to form a female hinge part, in which case the support element  52  forms a male hinge part. 
         [0126]    The operation of the wing  10  according to this second embodiment is similar to that of the wing according to the first embodiment described hereinabove. The principal difference with the latter is that in this second embodiment the chassis frame  74  of each actuator  72  is kept fixed on the corresponding control surface fitting  64 , whereas the output shaft  76  is solid in rotation with the support element  52 . 
         [0127]    In the third preferred embodiment of the invention illustrated in  FIGS. 9 and 10 , the support element  52  and the control surface fitting  64  of each articulation and operating subassembly  51   a  are similar to those of the first embodiment described hereinabove, and the chassis frame  74  of the corresponding actuator  72  is also fixed to the support element  52  by means of fixing screws  82  so as to align the output axis  78  of the actuator with the axis of articulation  28  defined by the pivot shafts  62  and by the articulation subassemblies  51   b.    
         [0128]    However, the pivot shaft  62  of each articulation and operating subassembly  51   a  is not coupled to an output shaft of the corresponding actuator  72 , and the output member  76  of the latter takes the form of a lever extending orthogonally to the output axis  78  of the actuator, and passing for example through a circumferential slot (not shown in figures) made in the chassis frame  74  of this actuator. 
         [0129]    The lever  76  has a proximal end  98  extending inside the chassis frame  74  of the actuator  72  and attached to motor means of this actuator, which are capable of driving the lever  76  in rotation about the output axis  78  of the actuator. The opposite distal end of the lever  76  extends outside the chassis frame  74 , and is provided with an end fork  100  oriented towards the closing spar  26  of the aileron  14 . 
         [0130]    Each articulation and operating subassembly  51   a  also comprises a finger or pin  102  connected to the closing spar  26  of the aileron  14  and engaged in the end fork  100  of the lever  76  of the corresponding actuator  72  such that rotational displacement of the lever  76  induces similar displacement of the aileron  14  about the axis of articulation  28 . For this purpose, the finger  102  preferably extends parallel to the axis of articulation  28 . 
         [0131]    As a variant, the connection between the finger  102  and the lever  76  can be made by means of a more sophisticated articulation, for example of the type to be described hereinbelow in relation to the fourth embodiment of the invention. Also, the configuration can be reversed, that is, the finger  102  can be borne by the lever  76 , in which case the articulation and operating subassembly  51   a  comprises an engagement element connected to the closing spar  26  of the aileron  14  and in which the abovementioned finger  102  is engaged. 
         [0132]    By analogy with the first embodiment described hereinabove, the support element  52  and the control surface fitting  64  can be of more robust design without departing from the scope of the present invention, and in particular can form respectively a female part and a male hinge part. 
         [0133]    The operation of the wing  10  according to this third embodiment differs from that of the wing according to the first embodiment described hereinabove in that the motor torque induced by each rotary actuator  72  is not transmitted to the aileron  14  via the associated control surface fitting  64  but by the finger  102  driven by the lever of the actuator, whereas the control surface fitting  64  does not participate in driving the aileron  14  in rotation but only in articulation of the latter on the fixed part  12  of the wing. 
         [0134]    In the fourth preferred embodiment of the invention illustrated in  FIGS. 11 and 12 , the support element  52  and the control surface fitting  64  of each articulation and operating subassembly  51   a  are overall of the same type as in the first embodiment described hereinabove. 
         [0135]    However, the chassis frame  74  of each rotary actuator  72  comprises a lateral mounting plate  104  fixed to the closing spar  26  of the aileron  14  by means of fixing screws  105  shown by their respective axes in  FIGS. 11 and 12 . The chassis frame  74  is fixed to align the output axis  78  of the actuator with the axis of articulation  28  defined by the pivot shafts  62  and by the articulation subassemblies  51   b.    
         [0136]    The support element  52  has no counterbore equivalent to the second counterbore  88  of  FIG. 4 . By contrast, this support element  52  can comprise a counterbore similar to the first counterbore  68  of  FIG. 4  for receiving a head of the pivot shaft  62  or a nut screwed onto the latter. 
         [0137]    The output member  76  of each actuator  72  is solid in rotation with the support element  52  and comprises for example a shaft  76   a  centered on the axis of articulation  28  ( FIG. 12 ) and connected rotationally to a lever  76   b  extending orthogonally to said axis of articulation  28  ( FIGS. 11 and 12 ). 
         [0138]    The lever  76   b  comprises a proximal end  106  mounted on the shaft  76   a  such that the lever  76   b  is connected rotationally with this shaft  76   a , and a distal end  108  provided with an eccentric spherical joint  109 . The support element  52  comprises a cross-beam  110  connecting the ends of the legs  56  and  58  opposite the control surface articulating part  54  of this support element  52 . The abovementioned cross-beam  110  bears a pin  112 ′ which preferably extends parallel to the axis of articulation  28  and which is engaged in the eccentric spherical joint  109  of the lever  76   b.    
         [0139]    The eccentric spherical joint  109  transmits actuation forces to the structure while offering a degree of liberty in radial translation relative to the axis of articulation  28  in the connection between the lever  76   b  and the support element  52 . This makes up for manufacturing tolerances and makes assembly of the actuator easier. 
         [0140]    The eccentric spherical joint  109  also makes up for deformations of the aileron  14  and maximizes surfaces in contact between the pin  112 ′ and the lever  76   b  to optimize distribution of actuation forces. 
         [0141]    During operation, relative rotational displacement of the shaft  76   a  and of the chassis frame  74  of each actuator  72  results in rotational displacement of this chassis frame  74 , and therefore of the aileron  14 , relative to the support element  52  and therefore to the fixed part  12  of the wing, about the axis of articulation  28 . 
         [0142]    It should be noted that centering of the shaft  76   a  of each actuator  72  relative to the corresponding pivot shaft  62  is ensured by fixing the chassis frame  74  of the actuator  72  by its lateral mounting plate  104  to the closing spar  26  of the aileron  14 . 
         [0143]    Optionally, this centering can be jointly ensured by reciprocal engagement between the shaft  76   a  of the actuator  72  and the corresponding pivot shaft  62 . For this purpose, this shaft  76   a  can comprise an end dog point engaged in an orifice of complementary cross-section provided in the corresponding end of the pivot shaft  62 . 
         [0144]    In the fifth preferred embodiment of the invention illustrated in  FIGS. 13 and 14 , the device for mechanical connection  51  comprises two operating subassemblies  51   a  and five articulation subassemblies  51   b  which are independent of each other. 
         [0145]    Three of the articulation subassemblies  51   b  are arranged to the side of the first longitudinal end  53  of the aileron  14 , whereas the two other articulation subassemblies  51   b  are arranged to the side of the second longitudinal end  92  of the latter as in the embodiments described hereinabove. The articulation subassemblies  51   b  of this fifth embodiment are similar to those of the embodiments described hereinabove. 
         [0146]    The two operating subassemblies  51   a  are each inserted between two consecutive articulation subassemblies  51   b  located to the side of the first longitudinal end  53  of the aileron  14 . 
         [0147]    Each operating subassembly  51   a  comprises a rotary actuator  72  provided with a lateral mounting plate  104  fixed to the closing spar  26  of the aileron  14 , as in the fourth embodiment described hereinabove, so as to align the output axis  78  of the actuator with the axis of articulation  28  defined by the articulation subassemblies  51   b.    
         [0148]    The output member  76  of the actuator  72  takes the form of a lever connected rotationally with a drive shaft of the actuator  72  (not shown in the figures) and extending orthogonally to the output axis  78  of the actuator  72 . The lever  76  comprises a proximal connecting end  106  connected to said drive shaft, and a distal end  108 ′ fixed to an end  114  of a connecting rod  116  whereof the other end  118  is mounted fixed in a fork  120  connected to the rear spar  38  of the fixed part  12  of the wing. The lever  76  and the connecting rod  116  together preferably form an angle α close to 90 degrees. 
         [0149]    During operation, the drive shaft of each actuator  72  is kept fixed by the lever  76  and the connecting rod  116 , such that relative displacement in rotation of this drive shaft and of the chassis frame  74  of each actuator induces displacement of this chassis frame  74 , and therefore of the aileron  14 , in rotation about the axis of articulation  28 . 
         [0150]    It should be noted that connections of the connecting rod  116  to the lever  76  on one hand and to the fork  120  on the other hand are not made mobile in the actuation kinematics of the control surface such that these connection can be ensured by means of relatively less bulky components. The resulting assembly can be of relatively less bulk and mass relative to devices of known type, and is also particularly simple and reliable. 
         [0151]    In the sixth preferred embodiment of the invention illustrated in  FIGS. 15 and 16 , the device for mechanical connection  51  is similar to that of the first embodiment of  FIGS. 2 and 3 , except in that the output axis  78  of each actuator  72  is eccentric relative to the axis of revolution of the chassis frame  74  of the actuator. 
         [0152]    This configuration can utilize actuators comprising other types of internal mechanisms. 
         [0153]    In the seventh preferred embodiment of the invention illustrated in  FIGS. 17 to 19 , the wing  10  is similar to that of the first embodiment of  FIGS. 2 and 3 , but differs from the latter due to the fact that: 
         [0154]    the chassis frame  74  of each rotary actuator  72  has a diameter such that this chassis frame is tangential to the external aerodynamic surface of the wing defined by the lower wing surface wall  22  and upper wing surface wall  24  of the fixed part  12  and by the aerodynamic covering walls  16  and  18  of the aileron  14 ; and 
         [0155]    at the level of each actuator  72 , the wing  10  is devoid of sealing joints between each aerodynamic wall  22 ,  24  of the fixed part  12  and the corresponding aerodynamic covering wall  16 ,  18  of the aileron  14 . 
         [0156]    In this way, a part  122  of the chassis frame  74  of each actuator  72  fits into the external aerodynamic surface of the wing  10  and is therefore washed by the air flow F along the abovementioned aerodynamic walls to contribute to cooling of the actuator. 
         [0157]    For this purpose, the rear edge  124  of each aerodynamic wall  22 ,  24  of the wing  10  can comprise notches  126  ( FIG. 19 ), each intended for passage of the chassis frame  74  of a corresponding actuator  72 . 
         [0158]    Part F′ of the abovementioned air flow F ( FIG. 18 ) can optionally be allowed to penetrate the space  128  delimited by the aerodynamic covering walls  16  and  18  of the aileron  14  and by the chassis frame  74  of each actuator  72  so as to further improve cooling of the actuator. 
         [0159]    As shown in  FIG. 19 , the wing  10  however comprises sealing joints  46 ′ arranged laterally on each side of the parts  122  of the chassis frame  74  which fit into the external surface of the wing  10  to create a join between each aerodynamic wall  22 ,  24  of the fixed part  12  and the wall of the corresponding aerodynamic coating  16 ,  18  of the aileron  14 . 
         [0160]    The cooling principle of the actuators  72  proposed in this seventh embodiment can of course be applied to all the embodiments of the invention described hereinabove. 
         [0161]    In the eighth preferred embodiment of the invention illustrated in  FIGS. 20 and 21 , the wing  10  is similar to that of the seventh embodiment of  FIGS. 17 to 19 , but differs from the latter due to the fact that the device for mechanical connection  51  comprises two thermal dissipation elements  130  respectively in contact with the chassis frame  74  of each rotary actuator  72 , and having each an external surface  132  which prolongs the lower wing surface wall  22  of the fixed part  12  of the wing and which fits into the external aerodynamic surface of the wing. 
         [0162]    Each thermal dissipation element  130  can be attached to the corresponding chassis frame  74 , or be made in a single piece with the latter. 
         [0163]    The thermal dissipation elements  130  augment the surface of thermal exchange between the chassis frame  74  of each actuator  72  and the external air flow F. 
         [0164]    As a variant, each thermal dissipation element  130  can also have an external surface  134  which prolongs the upper wing surface wall  24  of the wing  10  so as to also fit into the external aerodynamic surface of the wing  10 , as illustrated in  FIG. 22 . 
         [0165]    In the ninth embodiment of the invention described in  FIGS. 23 and 24 , the cooling principle of the actuators  72  propose in the seventh embodiment described hereinabove is transposed to the case where the chassis frame  74  of each actuator  72  is fixed to the control surface fitting  64  and is solid in rotation with the aileron  14  and not the support element  52 , whereas the output member of each actuator  72  is secured in rotation to the support element  52 , for example by means of the pivot shaft  62  as in the first embodiment of  FIGS. 2 and 3 . 
         [0166]    Also, the fixed part  12  of the wing  10  comprises, fixed to each of its aerodynamic walls  22  and  24 , a sealing joint  46  extending substantially over the entire length of the aileron  14  to block the space between the relevant aerodynamic wall  22 ,  24  and the chassis frame  74  of each actuator  72 . 
         [0167]    The sealing joints  46  optimize aerodynamic performances of the wing  10  without considerably penalizing the cooling of the actuators  72 . This cooling is in fact effectively ensured due to the fact that when these actuators  72  are stressed to hold the aileron  14  in a deflected position, a portion  135  of the external surface of the chassis frame of each actuator  72  is revealed and is therefore washed by the external air flow F. 
         [0168]    In the tenth preferred embodiment of the invention illustrated in  FIGS. 25 and 26 , the wing  10  is similar to that of the ninth embodiment of  FIGS. 23 and 24 , but differs from the latter due to the fact that the chassis frame  74  of each rotary actuator  72  is provided with a thermal dissipation element  130 ′ which is secured to the closing spar  26  of the aileron  14  by means of fixing screws  136  shown by their respective axes in  FIG. 25 . In the example illustrated, the thermal dissipation element  130 ′ has two external surfaces  132  and  134  which respectively prolong the aerodynamic covering walls  16  and  18  of the aileron  14  so as to fit into the external aerodynamic surface of the wing. 
         [0169]    The thermal dissipation element  130 ′ of each actuator  72  augments the cooling of the actuator by contact of the external surfaces  132 ,  134  of the thermal dissipation element  130 ′ with the external air flow F. 
         [0170]    In general, integration of rotary actuators into the hinge of the control surfaces especially frees up the space between the rear spar  38  of the wing  10  and the axis of articulation  28 , and brings together these 2 elements to resolve the problems of bulk posed by the refining of the wing elements such as wings and tailplanes. In the same way, integration of rotary actuators reduces the mass of the drive means of control surfaces, as well as the mass of the surrounding structure, and overall increases the reliability of the means articulating and operating control surfaces. 
         [0171]    In all the embodiments described hereinabove, the invention is applied to the articulation and operating of an aileron  14  of a principal wing  10  of an aircraft, but the preceding ideas can of course be applied to any other type of control surface displaceable according to pure rotation movement, especially to a primary control surface such as an elevator or a rudder, or a spoiler, without departing from the scope of the present invention. 
         [0172]    As is apparent from the foregoing specification, the invention is susceptible of being embodied with various alterations and modifications which may differ particularly from those that have been described in the preceding specification and description. It should be understood that I wish to embody within the scope of the patent warranted hereon all such modifications as reasonably and properly come within the scope of my contribution to the art.