Patent Description:
A powered skew condition of a flight control surface occurs when one portion of the flight control surface is stuck in position while another portion of the flight control surface is actively driven. This condition drives undesirable loads into the supporting structure. Some vehicles include skew detection systems configured to detect when this failure condition is developing and to issue a command to cease actively driving the flight control surface. The flight control surface and the surrounding support structure may be engineered to handle loads driven into the structure corresponding to a maximum permissible skew magnitude. In such examples, configuring the vehicle to sustain a greater magnitude of a skew condition before shutting down the flight control surface necessitates engineering the structures to sustain increased load, which has size and weight impacts. Existing skew detection systems have drawbacks that increase the minimum skew magnitude that can reliably be detected, which in turn increases the maximum permissible skew magnitude.

Position sensing of the flight control surfaces also is central to operation of a vehicle, such as an aircraft. Monitoring the position of the flight control surfaces is required to ensure accurate positioning of the surfaces in the desired configuration. The potential for out-of-position surfaces must be accounted for in flight sciences and structures analysis. For example, out-of-position surfaces may result in higher drag than in a nominal configuration, reducing fuel efficiency and thus increasing costs to users. Additionally, out-of-position surfaces may result in higher loads on supporting structures, which may result in increased size and weight. The position data may be utilized for closed loop feedback of flight control surfaces. Document <CIT>, in accordance with its abstract, states a slat skew detection system, namely an apparatus comprising a sensor system, a flexible line, and a sensor. The sensor system is capable of detecting skew in at least some of a plurality of control surfaces for a vehicle. The flexible line extends across a number of interfaces for a portion of the plurality of control surfaces. The sensor is connected to the flexible line and is capable of detecting the skew in the portion of the plurality of control surfaces in response to a selected amount of movement of the flexible line.

Document <CIT>, in accordance with its abstract, states a device for monitoring the synchronism of one or more flaps of aircraft wings, wherein the device includes a control cable which is connected with the flaps such that the control cable follows the flap movement. The path of installation of the control cable extends from a first point to a second point, one or both of which are arranged on non-movable structural components of the aircraft wing.

Document <CIT>, in accordance with its abstract, states a sensor system for monitoring the synchronism of control surfaces of an aircraft with two transmission links for the mechanical transmission of the movements of one or more control surfaces to at least one sensor, wherein the two transmission links are coupled with each other mechanically and/or via the at least one sensor, whereby a difference between the movements transmitted by the transmission links can be monitored.

Document <CIT>, in accordance with its abstract, states an aircraft control surface skew and/or loss detection system including an aircraft wing structure having a fixed part and two control surface elements wherein the two control surface elements are configured to be moveable relative to the fixed part. The detection system also includes a cable connected to each of the two control surface elements such that a tensile force is applied to the cable upon skew and/or loss of one of the control surface elements. The detections system has a sensor assembly including a first part and a second part, wherein one of the first and second parts has a sensor and wherein the cable is coupled to the second part such that skew and/or loss of one of the control surface elements causes movement of the second part relative to the first part. The sensor is configured to detect a first relative position of the first and second parts indicative of the wing structure supporting a load, and a second relative position of the first and second parts indicative of the wing structure being supported.

Document <CIT>, in accordance with its abstract, states an apparatus for detecting skew in a slat of an aircraft wing includes an elongated track moveably supported in the wing for longitudinal movement toward and away from a leading edge of the wing. The slat is coupled to a forward end of the track for conjoint movement therewith. An actuator is configured to selectably drive the track and slat between retracted and extended positions relative to the leading edge of the wing. A pinion gear is rotatably mounted in the wing and disposed in rolling engagement with a rack gear disposed on the track, and a sensor is coupled to the pinion gear and configured to sense the longitudinal position of the slat as a function of a rotational position of the pinion gear.

Document <CIT>, in accordance with its abstract, states a control system used to control actuators that actuate movement of flight control surfaces of an aircraft. Each actuator is couplable to a flight control surface and includes a motion control assembly having a hydraulic motor and a drive path from the hydraulic motor to the flight control surface. Each hydraulic motor includes an extend port and a retract port. The system includes a hydraulic control module fluidly connected to the extend port and the retract port of each hydraulic motor and a controller operable to output hydraulic power from the hydraulic control module to the motion control assembly to actuate movement of the flight control surfaces. The controller is configured to identify an actuator that positionally leads the other actuators and reduce hydraulic power to the motion control assembly assigned to such actuator.

Document <CIT>, in accordance with its abstract, states a high-lift actuation system for actuating a plurality of high-lift surfaces of an aircraft. The high-lift actuation system includes a centralized drive device for centralized actuation control of an inboard high-lift surface of a first wing and a second wing, respectively, and two independent drive devices for individual actuation control of an outboard high-lift surface of the first wing and the second wing, respectively. The centralized drive device includes a central power drive unit (PDU) operably coupled to a common central driveline for driving the inboard high-lift surfaces, and the common central driveline is separate and spaced apart from a respective driveline of the independent drive devices. The common central driveline mechanically synchronizes movement of the inboard high-lift surfaces, and a controller electronically coordinates synchronized movement and controlled differential movement of the plurality of high-lift surfaces.

Document <CIT>, in accordance with its abstract, states a method of operating a skew detection system for detecting skew in a control surface of one of wings of an aircraft. The method includes receiving an inboard signal from an inboard sensor and receiving an outboard signal from an outboard sensor. The inboard and outboard sensors having lines of sight intersecting toothed surfaces of gears of the inboard and outboard gears. An inboard distance and an outboard distance travelled by the inboard and the outboard tracks respectively are determined using the inboard and outboard signals from the inboard and the outboard sensors. One of the inboard and the outboard distances is compared with a reference value. An alert indicative of an adverse situation is emitted if the one of the inboard and the outboard distances is different than the reference value.

Flight control surface actuation systems including skew detection systems, and associated methods, are disclosed herein. A flight control surface actuation system for operating a flight control surface of a wing of a vehicle according to claim <NUM> includes a control surface actuator operatively coupled to a corresponding control surface segment of the flight control surface and a skew detection system configured to detect a skew condition in the flight control surface. The control surface actuator is configured to transition the corresponding control surface segment among a plurality of segment configurations defined between and including a retracted configuration and an extended configuration. The skew detection system is configured to generate a skew detection signal that at least partially represents the skew condition of the flight control surface.

The skew detection system includes a skew lanyard operatively coupled to each control surface segment of a skew lanyard subset of the control surface segments of the flight control surface and a detection mechanism assembly (DMA) configured to detect a lanyard displacement of the skew lanyard relative to a nominal configuration of the skew lanyard. The DMA is configured to generate a lanyard displacement signal that at least partially represents the lanyard displacement. The skew detection signal includes the lanyard displacement signal, and the DMA is configured such that the lanyard displacement signal indicates that the lanyard displacement is any of a continuous plurality of values.

In some examples, the flight control surface actuation system includes a driveline operatively coupled to each of a plurality of control surface actuators and is configured to actuate each control surface actuator. In some such examples, the skew detection system includes a hybrid sensing actuator that includes a gear train operatively coupled to the driveline, an actuator output operatively coupled to the respective segment end of the corresponding control surface segment, and an actuator output position sensor directly coupled to the actuator output. In such examples, the actuator output is configured to drive the respective segment end between the stowed position and the deployed position, and the actuator output position signal indicates a rotational position and/or a linear position of the actuator output. In such examples, the skew detection signal includes the actuator output position signal, and at least one control surface actuator includes the hybrid sensing actuator.

Methods according to claims <NUM> to <NUM> of utilizing a flight control surface actuation system to operate a flight control surface of a wing of a vehicle according to claim <NUM> are disclosed. The methods include detecting, with the flight control surface actuation system, a skew condition in the flight control surface.

In some examples, the detecting the skew condition includes generating a lanyard displacement signal with a DMA and generating a skew condition signal that represents a magnitude of the skew condition in the flight control surface. In such examples, the generating the skew condition signal is at least partially based on the lanyard displacement signal.

In some examples, the detecting the skew condition includes generating an actuator output position signal with an actuator output position sensor of a hybrid sensing actuator. In such examples, the detecting the skew condition further includes generating a skew condition signal at least partially based upon the actuator output position signal. In such examples, the skew condition signal represents a presence and/or a magnitude of the skew condition in the flight control surface.

<FIG> provide illustrative, non-exclusive examples of flight control surface actuation systems <NUM>, of skew detection systems <NUM>, and/or of methods <NUM> of utilizing flight control surface actuation systems <NUM>, according to the present disclosure. Elements that serve a similar, or at least substantially similar, purpose are labeled with like numbers in each of <FIG>, and these elements may not be discussed in detail herein with reference to each of <FIG>. Similarly, all elements may not be labeled in each of <FIG>, but reference numerals associated therewith may be utilized herein for consistency. Elements, components, and/or features that are discussed herein with reference to one or more of <FIG> may be included in and/or utilized with any of <FIG> without departing from the scope of the present disclosure. Generally, in the Figures, elements that are likely to be included in a given example are illustrated in solid lines, while elements that are optional to a given example are illustrated in dashed lines. However, elements that are illustrated in solid lines are not essential to all examples of the present disclosure, and an element shown in solid lines may be omitted from a particular example without departing from the scope of the present disclosure.

<FIG> is a representation of an example of a vehicle <NUM> that may include and/or utilize flight control surface actuation systems <NUM> according to the present disclosure. In various examples, and as illustrated in <FIG>, vehicle <NUM> includes a fuselage <NUM> and at least one wing <NUM> extending from fuselage <NUM>. Wing <NUM> includes a flight control surface <NUM>, as described in more detail herein. In some examples, and as illustrated in <FIG>, wing <NUM> is a first wing <NUM>, and vehicle <NUM> additionally includes a second wing <NUM> extending from fuselage <NUM>. As discussed in more detail below, each of first wing <NUM> and second wing <NUM> may include and/or utilize respective instances of flight control surface actuation systems <NUM> according to the present disclosure. Accordingly, while the following examples generally relate to examples in which wing <NUM> (e.g., first wing <NUM>) includes flight control surface actuation system <NUM>, it is to be understood that any features, aspects, components, functions, etc. of flight control surface actuation system <NUM> and/or of wing <NUM> also may be understood as referring to features, aspects, components, functions, etc. of an analogous flight control surface actuation system <NUM> and/or of second wing <NUM>. Flight control surface actuation system <NUM> may be configured to be utilized in conjunction with any of a variety of vehicles <NUM> including flight control surfaces <NUM>. In some examples, such as in the example of <FIG>, vehicle <NUM> is an aircraft, such as a fixed-wing aircraft.

<FIG> schematically illustrate examples of flight control surface actuation systems <NUM> for operating flight control surface <NUM> of wing <NUM> of vehicle <NUM>. As schematically illustrated in <FIG>, flight control surface actuation systems <NUM> according to the present disclosure are configured to be utilized in conjunction with flight control surface <NUM> that includes one or more control surface segments <NUM> that are configured to move relative to at least a portion of wing <NUM>, such as to selectively alter one or more aerodynamic properties of wing <NUM>. In particular, and as schematically illustrated in <FIG>, flight control surface actuation system <NUM> includes a control surface actuator <NUM> operatively coupled to a corresponding control surface segment <NUM> of flight control surface <NUM>. More specifically, and as schematically illustrated in <FIG>, control surface actuator <NUM> includes an actuator output <NUM> that is operatively coupled to the corresponding control surface segment <NUM>. Control surface actuator <NUM> is configured to transition the corresponding control surface segment <NUM> among a plurality of segment configurations defined between and including a retracted configuration and an extended configuration. Similarly, flight control surface <NUM> is configured to transition among a plurality of control surface positions defined between and including a retracted position, in which each control surface segment <NUM> of flight control surface <NUM> is in the retracted configuration, and an extended position, in which each control surface segment <NUM> of flight control surface <NUM> is in the extended configuration.

As used herein, flight control surface <NUM> may refer to, include, and/or be any of a variety of structures and/or systems associated with wing <NUM>, and may have any of a variety of positions and/or locations relative to wing <NUM>. In some examples, and as schematically illustrated in <FIG>, flight control surface <NUM> is positioned adjacent to a leading edge <NUM> of wing <NUM>. In some such examples, flight control surface <NUM> at least partially defines leading edge <NUM>. As more specific examples, flight control surface <NUM> may include and/or be a leading edge flight control surface such as a slat, and/or a Krueger panel. Additionally or alternatively, in some such examples, each control surface segment <NUM> includes and/or is such a leading edge flight control surface.

While the present disclosure generally relates to examples in which flight control surface <NUM> is associated with leading edge <NUM> of wing <NUM>, this is not required of all examples of flight control surface actuation system <NUM>, and it is additionally within the scope of the present disclosure that flight control surface <NUM> may be positioned adjacent to and/or may at least partially define a trailing edge <NUM> of wing <NUM>. As examples, flight control surface <NUM> (and/or at least one control surface segment <NUM> thereof) may include and/or be a flap, a flaperon, and/or an aileron.

In some examples, and as schematically illustrated in <FIG>, flight control surface actuation system <NUM> includes a plurality of control surface actuators <NUM> such that each control surface actuator <NUM> is operatively coupled to a respective segment end <NUM> of the corresponding control surface segment <NUM>. In such examples, each control surface actuator <NUM> may be described as being configured to transition the respective segment end <NUM> among a plurality of segments end positions defined between and including a stowed position and a deployed position. In such examples, a given control surface segment <NUM> (e.g., a particular control surface segment <NUM> and/or the control surface segment <NUM> corresponding to control surface actuator <NUM>) may be described as being in the retracted configuration when each respective segment end <NUM> of the given control surface segment <NUM> is in the stowed position. Similarly, the given control surface segment <NUM> may be described as being in the extended configuration when each respective segment end <NUM> of the given control surface segment <NUM> is in the deployed position. As a more specific example, <FIG> schematically illustrates a configuration in which each segment end <NUM> of each control surface segment <NUM> is in the stowed position such that each control surface segment <NUM> is in the retracted configuration and flight control surface <NUM> is in the retracted position. As another example, <FIG> schematically illustrates a configuration in which each control surface actuator <NUM> has operatively transitioned each respective segment end <NUM> to the deployed position such that each control surface segment <NUM> is in the extended configuration and flight control surface <NUM> is in the extended position.

As used herein, actuator output <NUM> is intended to refer to and/or encompass any suitable structure and/or mechanism that conveys a mechanical output of control surface actuator <NUM> to the corresponding control surface segment <NUM> and/or segment end <NUM> thereof. As examples, actuator output <NUM> may include and/or be a pinion gear, a lead screw, a jack screw, a rotary linkage, a linear linkage, etc. Additionally, as used herein, the term "position," as used to describe a state and/or configuration of actuator output <NUM>, is intended to refer to any of a variety of states and/or configurations that correspond to the segment end position of the respective segment end <NUM> that is driven by actuator output <NUM>. In this manner, as used herein, the position of actuator output <NUM> generally may be understood as directly corresponding to the segment end position of the respective segment end <NUM>.

In some examples, each control surface segment <NUM> of flight control surface <NUM> includes a corresponding pair of segment ends <NUM>, each of which is selectively transitioned between the stowed position and the deployed position by a respective control surface actuator <NUM>. In such examples, and as schematically illustrated in <FIG>, each such control surface segment <NUM> may be described as having a first segment end <NUM> and a second segment end <NUM> that is opposite first segment end <NUM> (e.g., on an opposite side of control surface segment <NUM> than first segment end <NUM>).

In some examples, the collection of respective segment ends <NUM> of each control surface segment <NUM> of flight control surface <NUM> are configured to move at least substantially in unison as flight control surface <NUM> operatively transitions between the retracted position and the extended position. In this manner, flight control surface <NUM> may be described as being in a nominal condition when each respective segment end <NUM> of each control surface segment <NUM> of flight control surface <NUM> moves at least substantially in unison as flight control surface <NUM> transitions between the retracted position and the extended position. Stated differently, flight control surface <NUM> may be configured such that first segment end <NUM> and second segment end <NUM> of each control surface segment <NUM> of flight control surface <NUM> move at least substantially in unison as flight control surface <NUM> transitions between the retracted position and the extended position when flight control surface <NUM> is in the nominal condition.

However, in some cases, flight control surface <NUM> may enter an operational condition in which the collection of respective segment ends <NUM> of each control surface segment <NUM> of a given (e.g., a particular) flight control surface <NUM> do not move in unison and/or do not exhibit the same segment end positions. In such examples, the given flight control surface <NUM> may be described as being in a skew condition. More specifically, a given flight control surface <NUM> may be described as being in the skew condition when at least one segment end <NUM> of at least one control surface segment <NUM> of the given flight control surface <NUM> has a segment end position that is different than the segment end position of at least one other segment end <NUM> of at least one control surface segment <NUM> of the given flight control surface <NUM>. Such a condition may arise, for example, when two or more control surface actuators <NUM> associated with a given flight control surface <NUM> and/or with a given control surface segment <NUM> operate at least partially independent of one another. As a more specific example, flight control surface <NUM> may be in the skew condition if at least one control surface actuator <NUM> fails to transition a respective segment end <NUM> (e.g., first segment end <NUM> or second segment end <NUM>) of the corresponding control surface segment <NUM> between the stowed position and the deployed position while control surface actuator <NUM> associated with the opposite segment end <NUM> of the corresponding control surface segment <NUM> operatively transitions the opposite segment end <NUM> between the stowed position and the deployed position. For example, and as schematically illustrated in <FIG>, flight control surface <NUM> may include a first control surface actuator <NUM> operatively coupled to first segment end <NUM> of a corresponding control surface segment <NUM> and a second control surface actuator <NUM> operatively coupled to second segment end <NUM> of the corresponding control surface segment <NUM>. In such an example, flight control surface <NUM> may be described as being in the skew condition when the first control surface actuator <NUM> and/or the second control surface actuator <NUM> is at least partially disabled from operatively transitioning the respective segment end <NUM> between the stowed position and the deployed position.

In an example in which flight control surface <NUM> is in the skew condition, continuing to drive flight control surface <NUM> between the retracted configuration and the extended configuration may operate to drive undesirable loads into flight control surface <NUM> and/or wing <NUM>. For example, <FIG> may be described as illustrating an example in which second control surface actuator <NUM> is inoperative and/or otherwise operatively uncoupled from second segment end <NUM> of the corresponding control surface segment <NUM>. In an example in which control surface actuator <NUM> is operatively uncoupled from the corresponding segment end <NUM>, flight control surface <NUM> may be described as being in a freewheeling skew condition. In other examples in which control surface actuator <NUM> is inoperative, continuing to drive the corresponding segment end <NUM> of the corresponding control surface segment <NUM> toward the deployed position may result in a jam condition and/or application of undesirable forces upon neighboring control surface segments <NUM>, wing <NUM>, etc. In such examples, flight control surface <NUM> may be described as being in a powered skew condition. As discussed in more detail herein, flight control surface actuation systems <NUM> and methods <NUM> according to the present disclosure generally are directed to detecting and/or identifying skew conditions with high precision, enabling such skew conditions to be resolved while limiting the application of undesirable forces to wing <NUM>.

The skew condition of flight control surface <NUM> may be defined in any of a variety of manners. As an example, each segment configuration of the plurality of segment configurations of control surface segment <NUM> may define a target orientation for control surface segment <NUM>, and flight control surface <NUM> may be in the skew condition when at least one control surface segment <NUM> of flight control surface <NUM> defines a skew orientation that differs from the target orientation. As more specific examples, the skew orientation may be rotated relative to the target orientation, may be at least partially underdeployed relative to the target orientation, and/or may be at least partially overdeployed relative to the target orientation. Additionally or alternatively, flight control surface <NUM> may be described as being in the skew condition when at least one segment end <NUM> of at least one control surface segment <NUM> (and/or the segment end position thereof) is proximal to the stowed position relative to at least one other segment end <NUM> of at least one control surface segment <NUM> (e.g., of the same control surface segment <NUM> and/or of another control surface segment <NUM> of flight control surface <NUM>).

As yet another example, flight control surface <NUM> may be described as being in the skew condition when at least one control surface segment <NUM> of flight control surface <NUM> is misaligned, such as relative to at least one other control surface segment <NUM> of flight control surface <NUM> and/or relative to an overall extent of flight control surface <NUM>. For example, and as schematically illustrated in <FIG>, flight control surface <NUM> may extend along and define a control surface axis <NUM> such that each control surface segment <NUM> extends at least substantially parallel to control surface axis <NUM> when flight control surface <NUM> is in the nominal condition. In such an example, flight control surface <NUM> may be described as being in the skew condition when at least one control surface segment <NUM> is nonparallel with control surface axis <NUM> and/or with at least one other control surface segment <NUM>.

<FIG> schematically illustrates an example in which flight control surface <NUM> is in the skew condition. In particular, <FIG> schematically illustrates an example in which second control surface actuator <NUM> associated with second segment end <NUM> of a particular control surface segment <NUM> is at least partially disabled from transitioning second segment end <NUM> to the deployed position, such that flight control surface <NUM> is in the skew condition. As a more specific example, <FIG> may be described as schematically illustrating a configuration in which second control surface actuator <NUM> associated with the particular control surface segment <NUM> is operatively uncoupled from the corresponding segment end <NUM> such that flight control surface <NUM> is in a freewheeling skew condition. Alternatively, <FIG> may be described as schematically illustrating a configuration in which flight control surface <NUM> is in a powered skew condition. Accordingly, in the example of <FIG>, first segment end <NUM> and second segment end <NUM> of the particular control surface segment <NUM> have different segment positions, such that the particular control surface segment <NUM> is nonparallel with control surface axis <NUM>, and flight control surface <NUM> is in the skew condition. Stated differently, <FIG> schematically illustrates an example in which second segment end <NUM> is underdeployed relative to the target orientation of the particular control surface segment <NUM>, such that flight control surface <NUM> is in the skew condition.

In some examples, it may be desirable to limit and/or cease operation of flight control surface <NUM> when flight control surface <NUM> is in the skew condition. For example, and as discussed, when flight control surface <NUM> is in the skew condition, operating each control surface actuator <NUM> to transition flight control surface <NUM> between the retracted position and the extended position may yield a jam condition and/or may exacerbate a mechanical fault associated with flight control surface <NUM>. Thus, it generally is desirable to detect the presence of a skew condition of flight control surface <NUM> prior to developing a mechanical fault that may be costly and/or time-intensive to repair. Accordingly, as schematically illustrated in <FIG> and as described herein, flight control surface actuation systems <NUM> according to the present disclosure include a skew detection system <NUM> configured to detect a skew condition in flight control surface <NUM>.

Flight control surface actuation system <NUM> may be configured to operate each control surface actuator <NUM> in any of a variety of manners such that each control surface segment <NUM> moves at least substantially in unison. In some examples, and as schematically illustrated in <FIG> and <FIG>, flight control surface actuation system <NUM> includes a driveline <NUM> that is operatively coupled to each control surface actuator <NUM> and that is configured to actuate each control surface actuator <NUM>. In such examples, and as additionally schematically illustrated in <FIG>, flight control surface actuation system <NUM> additionally includes a power drive unit <NUM> that is configured to generate a torque in driveline <NUM> to selectively actuate each control surface actuator <NUM>. Thus, in such examples, flight control surface actuation system <NUM> may be configured to selectively transition each segment end <NUM> of each control surface segment <NUM> of flight control surface <NUM> between the stowed position and the deployed position by generating a torque with power drive unit <NUM> to rotate driveline <NUM> and thus to actuate each control surface actuator <NUM> in unison. In this manner, in such examples, a driveline position of driveline <NUM> (e.g., a rotational position, such as a number of revolutions of driveline <NUM> relative to a nominal and/or initial rotational position) may correspond to the segment end position of each segment end <NUM>, and thus may correspond to the control surface position of flight control surface <NUM>. Stated differently, in such examples, a measurement and/or determination of the rotational position of driveline <NUM> may enable and/or correspond to a measurement and/or determination of the control surface position of flight control surface <NUM>, at least when flight control surface <NUM> is in the nominal condition. In various examples, the determination of the control surface position of flight control surface <NUM> is a central factor in the operation of flight control surface <NUM>. For example, a measurement of the driveline position of driveline <NUM>, and thus of the control surface position of flight control surface <NUM>, may be utilized in closed-loop feedback routines that are critical to the proper operation of flight control surface <NUM>. Accordingly, in some examples, and as described in more detail herein, skew detection system <NUM> is configured to detect the driveline position of driveline <NUM>. In such examples, the driveline position may include and/or be the rotational position of driveline <NUM>, such as relative to a nominal and/or initial rotational position.

Driveline <NUM> may include and/or be any of a variety of structures such that driveline <NUM> is operable to selectively actuate each control surface actuator <NUM> in unison. In some examples, and as schematically illustrated in <FIG>, driveline <NUM> includes one or more torque tubes <NUM> that are operatively coupled to one another and that rotate at least substantially in unison. In some such examples, at least one control surface actuator <NUM> is operatively coupled to each of a corresponding pair of torque tubes <NUM> to operatively couple the corresponding pair of torque tubes <NUM> to one another.

Flight control surface actuation system <NUM> may be configured to detect the skew condition in flight control surface <NUM> in any of a variety of manners and/or with any of a variety of structures and/or processes, as described herein. As schematically illustrated in <FIG>, flight control surface actuation system <NUM> includes a controller <NUM> that is configured to generate a skew condition signal <NUM> that represents a presence and a magnitude of the skew condition in flight control surface <NUM>. In such examples, and as described herein, controller <NUM> may be configured to generate skew condition signal <NUM> based upon any of a variety of inputs that represent a state or status of flight control surface <NUM>.

In some examples, as schematically illustrated in <FIG> and as described in more detail herein, skew detection system <NUM> is configured to generate a skew detection signal <NUM> that at least partially represents the skew condition (e.g., the presence and/or magnitude of the skew condition) of flight control surface <NUM> and/or to transmit skew detection signal <NUM> to controller <NUM>. In such examples, controller <NUM> may be configured to generate skew condition signal <NUM> at least partially based upon skew detection signal <NUM>. Stated differently, in such examples, and as described in more detail herein, skew detection signal <NUM> may include and/or be a representation of a configuration and/or an operational state of a portion of flight control surface actuation system <NUM> (e.g., of driveline <NUM>, of flight control surface <NUM>, and/or of any component thereof). By contrast, skew condition signal <NUM> may include and/or be a determination and/or an identification of an operational status of flight control surface <NUM> (e.g., of the skew condition and/or of the nominal configuration), as informed by and/or determined based on skew detection signal <NUM>.

In some examples, and as schematically illustrated in <FIG>, vehicle <NUM> additionally includes a flight control unit <NUM> that is configured to at least partially control operation of vehicle <NUM> and/or of flight control surface <NUM>. In such examples, and as schematically illustrated in <FIG>, controller <NUM> may be configured to transmit skew condition signal <NUM> to flight control unit <NUM>. Additionally or alternatively, in some examples, and as schematically illustrated in <FIG>, flight control unit <NUM> may be configured to generate and transmit a driveline control signal <NUM> to power drive unit <NUM> to at least partially control operation of flight control surface <NUM>. In some examples, flight control unit <NUM> generates driveline control signal <NUM> at least partially based upon skew condition signal <NUM>. While <FIG> schematically illustrate controller <NUM> and flight control unit <NUM> as being distinct from one another, this is not required of all examples of flight control surface actuation system <NUM>, and it is additionally within the scope of the present disclosure that controller <NUM> includes at least a portion of flight control unit <NUM>, and/or vice versa. As a more specific example, controller <NUM> and flight control unit <NUM> may refer to respective software, processes, modules, automated instructions, etc. that are associated with a common device and/or computer.

In some examples, as schematically illustrated in <FIG> and as discussed in more detail below, controller <NUM> and/or flight control unit <NUM> is configured to generate a control surface shutdown signal <NUM> and to transmit control surface shutdown signal <NUM> to power drive unit <NUM>. In some such examples, control surface shutdown signal <NUM> commands power drive unit <NUM> to cease generating the torque in driveline <NUM>, such as in response to detection of the skew condition in flight control surface <NUM>. In some such examples, driveline control signal <NUM> includes and/or is control surface shutdown signal <NUM>.

Controller <NUM> and/or flight control unit <NUM> each may be any suitable device or devices that are configured to perform the respective functions discussed herein. For example, each of controller <NUM> and/or flight control unit <NUM> may include one or more of an electronic controller, a dedicated controller, a special-purpose controller, a personal computer, a special-purpose computer, a display device, a logic device, a memory device, and/or a memory device having non-transitory computer readable media suitable for storing computer-executable instructions for implementing aspects of systems and/or methods according to the present disclosure. Additionally or alternatively, controller <NUM> and/or flight control unit <NUM> each may include, or be configured to read, non-transitory computer readable storage, or memory, media suitable for storing computer-executable instructions, or software, for implementing methods or steps of methods according to the present disclosure. Examples of such media include CD-ROMs, disks, hard drives, flash memory, etc. As used herein, storage, or memory, devices and media having computer-executable instructions as well as computer-implemented methods and other methods according to the present disclosure are considered to be within the scope of subject matter.

Skew detection system <NUM> may be configured to generate skew detection signal <NUM> based upon any of a variety of detections and/or measurements that are facilitated and/or enabled by flight control surface actuation system <NUM>. In some examples, and as schematically illustrated in <FIG>, skew detection system <NUM> includes a skew lanyard <NUM> that is operatively coupled to each of a plurality of control surface segments <NUM> of flight control surface <NUM>. Stated differently, in such examples, and as schematically illustrated in <FIG>, flight control surface <NUM> includes a plurality of control surface segments <NUM> such that skew lanyard <NUM> is operatively coupled to each control surface segment <NUM> of a skew lanyard subset <NUM> of the plurality of control surface segments <NUM>. In such examples, and as schematically illustrated in <FIG>, skew detection system <NUM> additionally includes a detection mechanism assembly (DMA) <NUM> that is configured to detect a lanyard displacement <NUM> (schematically illustrated in <FIG>) of skew lanyard <NUM> and to generate a lanyard displacement signal <NUM> (schematically illustrated in <FIG>) that at least partially represents lanyard displacement <NUM>. In such examples, skew detection signal <NUM> may include and/or be lanyard displacement signal <NUM>.

Skew lanyard <NUM> may include and/or be any of a variety of structures, examples of which include a flexible lanyard and/or a flexible cable. Skew lanyard subset <NUM> may represent any suitable subset of control surface segments <NUM>. For example, skew lanyard subset <NUM> may include each control surface segment <NUM> of flight control surface <NUM>, or may include fewer than all control surface segments <NUM> of flight control surface <NUM>.

In some examples, skew lanyard <NUM> is operatively coupled to each control surface segment <NUM> of skew lanyard subset <NUM> such that, when flight control surface <NUM> is in the nominal condition, skew lanyard <NUM> moves at least substantially in unison with skew lanyard subset <NUM> as flight control surface <NUM> transitions between the retracted position and the extended position. For example, and as schematically illustrated in <FIG>, skew lanyard <NUM> may be operatively coupled to DMA <NUM>, and skew lanyard <NUM> may be fixedly coupled to at least one control surface segment <NUM> of skew lanyard subset <NUM> at a lanyard anchor <NUM>. In such examples, skew lanyard <NUM> may extend between lanyard anchor <NUM> and DMA <NUM> such that skew lanyard <NUM> is operatively supported by skew lanyard subset <NUM>.

In some examples, and as schematically illustrated in <FIG>, DMA <NUM> is operatively coupled to and/or supported by a corresponding control surface segment <NUM> of skew lanyard subset <NUM>, while lanyard anchor <NUM> is operatively coupled to and/or supported by a different corresponding control surface segment <NUM> of skew lanyard subset <NUM>. While <FIG> schematically illustrate an example in which DMA <NUM> is positioned proximate to fuselage <NUM> relative to lanyard anchor <NUM>, this is not required of all examples of skew detection system <NUM>, and it is additionally within the scope of the present disclosure that lanyard anchor <NUM> may be positioned proximate to fuselage <NUM> relative to DMA <NUM>.

In some examples, and as schematically illustrated in <FIG>, skew lanyard <NUM> is operatively coupled to first segment end <NUM> and/or second segment end <NUM> of each control surface segment <NUM> of skew lanyard subset <NUM>. More specifically, and as schematically illustrated in <FIG>, <FIG>, and <FIG>, each control surface segment <NUM> of skew lanyard subset <NUM> may include at least one lanyard guide <NUM>, such as may be associated with and/or positioned proximate to first segment end <NUM> or second segment end <NUM>, and skew lanyard <NUM> may be slidingly received within and/or coupled to each lanyard guide <NUM>. Stated differently, in such examples, skew lanyard <NUM> may extend between lanyard anchor <NUM> (schematically illustrated in <FIG> and <FIG>) and DMA <NUM> via each lanyard guide <NUM>. Lanyard guide <NUM> may include and/or be any of a variety of structures suitable for guiding and/or retaining skew lanyard <NUM>, examples of which include a groove, a channel, an eyelet, etc..

<FIG> schematically illustrate an example in which flight control surface <NUM> is in the nominal condition such that skew lanyard <NUM> remains at least substantially stationary relative to each control surface segment <NUM> of skew lanyard subset <NUM> as flight control surface <NUM> transitions between the retracted position (<FIG>) and the extended position (<FIG>). By contrast, and as discussed, <FIG> schematically represents an example in which flight control surface <NUM> is in the skew condition. In particular, and as schematically illustrated in <FIG>, when flight control surface <NUM> is in the skew condition, a misalignment of at least one control surface segment <NUM> relative to at least one other control surface segment <NUM> may yield and/or correspond to an increased separation distance between respective lanyard guides <NUM> of adjacent control surface segments <NUM> (relative to a corresponding separation distance when flight control surface <NUM> is in the nominal condition). This increased separation distance thus may increase a distance of a path between lanyard anchor <NUM> and DMA <NUM> and through each lanyard guide <NUM> along which skew lanyard <NUM> extends. Because skew lanyard <NUM> is at least substantially fixed at lanyard anchor <NUM>, the onset of the skew condition thus requires that skew lanyard <NUM> move (e.g., translate) relative to DMA <NUM> by lanyard displacement <NUM>, such as may correspond to the increased separation distance between adjacent lanyard guides <NUM>. In this manner, a measurement of a position of skew lanyard <NUM> relative to DMA <NUM>, such as via a measurement of lanyard displacement <NUM>, enables the identification of the skew condition in flight control surface <NUM>. More specifically, and as discussed, DMA <NUM> is configured to generate lanyard displacement signal <NUM> that at least partially represents lanyard displacement <NUM> such that lanyard displacement signal <NUM> may be utilized to identify the presence and/or magnitude of the skew condition. In particular, in the example of <FIG>, a measurement of lanyard displacement <NUM> enables identification of the skew condition in flight control surface <NUM> when flight control surface <NUM> is in a freewheeling skew condition.

DMA <NUM> may be configured to generate lanyard displacement signal <NUM> in any of a variety of manners. In some prior art examples that utilize a skew lanyard similar to skew lanyard <NUM> and/or a DMA similar to DMA <NUM>, such a prior art DMA may be configured to measure a change in the position of the skew lanyard via a proximity sensor, such as a proximity sensor that measures a proximity between a sensor and a target that moves relative to the sensor. In some such prior art examples, the target is coupled and/or affixed to the prior art skew lanyard, and the prior art DMA senses the position of the prior art lanyard via a measurement of the proximity of the target to the sensor. However, in such prior art systems, the proximity sensor only may be able to detect whether the separation distance separating the target and the sensor is less than a predetermined threshold minimum sensing distance and/or greater than a predetermined threshold maximum sensing distance. Thus, such prior art systems generally are configured to indicate that a measured displacement of the prior art skew lanyard relative to the prior art DMA corresponds to a skew condition of an associated flight control surface only if the lanyard displacement is greater than the predetermined threshold maximum sensing distance. Moreover, in such prior art examples, the prior art DMA may be configured such that the predetermined threshold maximum sensing distance is sufficiently large to distinguish skew conditions from other operative conditions that may produce a displacement of the prior art skew lanyard relative to the prior art DMA, such as wing bending, thermal effects, and/or natural stretching of the prior art skew lanyard over an operational lifetime thereof. Accordingly, such prior art systems may not be capable of detecting a skew condition with a small magnitude (e.g., corresponding to a lanyard displacement that is less than the predetermined threshold maximum sensing distance) and/or the onset of a skew condition that is increasing in magnitude. Additionally, in some prior art examples, the proximity sensor may exhibit hysteresis effects such that the predetermined threshold minimum sensing distance is less than the predetermined threshold maximum sensing distance, thus necessitating a larger predetermined threshold maximum sensing distance (and thus a less sensitive measurement of the skew condition) in order to produce an unambiguous displacement measurement, relative to a system in which the lanyard displacement may be measured directly.

In contrast with prior art skew lanyard/DMA systems, DMA <NUM> according to the present disclosure is configured such that lanyard displacement signal <NUM> indicates that lanyard displacement <NUM> is any of a continuous plurality of values. In such examples, DMA <NUM> may be described as being an analog sensor, and/or as enabling an analog measurement of the magnitude of the skew condition of flight control surface <NUM>. In this manner, skew detection systems <NUM> including skew lanyard <NUM> and DMA <NUM> according to the present disclosure may improve upon prior art skew detection systems by enabling a more precise determination of lanyard displacement <NUM>, thereby enabling a more precise determination of the presence and/or magnitude of the skew condition in flight control surface <NUM>. Additionally or alternatively, such systems may enable determination of lanyard displacements <NUM> that are smaller in magnitude relative to prior art skew lanyard/DMA systems, thus enabling identification of relatively minor skew conditions. In this manner, skew detection systems <NUM> according to the present disclosure may enable detection of the skew condition before the skew condition progresses to a magnitude that drives undesirable forces into flight control surface <NUM> and/or wing <NUM>.

DMA <NUM> may include any of a variety of structures and/or mechanisms for enabling analog sensing of lanyard displacement <NUM>. In some examples, and as schematically illustrated in <FIG>, DMA <NUM> includes an analog position sensor <NUM> for detecting lanyard displacement <NUM>. In such examples, analog position sensor <NUM> may include and/or be any suitable sensor for producing an analog measurement of lanyard displacement <NUM>, examples of which include a rotary position sensor, a rotary electrical transformer, a linear variable differential transformer, a rotary variable differential transformer, and/or a resolver. In some such examples, analog position sensor <NUM> is configured to generate lanyard displacement signal <NUM> and/or to transmit lanyard displacement signal <NUM> to controller <NUM>.

<FIG> schematically illustrates an example of a portion of flight control surface actuation system <NUM> that includes DMA <NUM> and skew lanyard <NUM> in combination with a portion of flight control surface <NUM>. In particular, <FIG> schematically illustrates a portion of flight control surface <NUM> that includes a pair of control surface segments <NUM>, each of which is a member of skew lanyard subset <NUM> of flight control surface <NUM>, and each of which is in the extended configuration. As schematically illustrated in <FIG>, skew lanyard <NUM> may be operatively coupled to DMA <NUM> such that analog position sensor <NUM> detects lanyard displacement <NUM> as skew lanyard <NUM> is urged from a nominal position (schematically illustrated in solid lines) to a displaced position (schematically illustrated in dashed lines), such as due to a skew condition in another portion of flight control surface <NUM>. In some examples, and as schematically illustrated in <FIG>, skew lanyard <NUM> is directly coupled to analog position sensor <NUM> such that a displacement of skew lanyard <NUM> (e.g., relative to control surface segment <NUM> and/or another portion of DMA <NUM>) yields a corresponding displacement and/or motion of analog position sensor <NUM>. A measurement of the corresponding displacement and/or motion of analog position sensor <NUM> thus may enable DMA <NUM> to produce an analog measurement of lanyard displacement <NUM>, as described herein.

In some examples, skew detection system <NUM> additionally or alternatively may be configured to detect the presence and/or magnitude of a skew condition in flight control surface <NUM> at least partially via measurement of the segment end position of at least one segment end <NUM> of a corresponding control surface segment <NUM> of flight control surface <NUM>. More specifically, in some examples, and as schematically illustrated in <FIG> and <FIG>, skew detection system <NUM> includes a hybrid sensing actuator <NUM> that includes a gear train <NUM> operatively coupled to driveline <NUM> and an actuator output <NUM> operatively coupled to the respective segment end <NUM> of the corresponding control surface segment <NUM> to drive the respective segment end <NUM> between the stowed position and the deployed position. In such examples, and as schematically illustrated in <FIG> and <FIG>, hybrid sensing actuator <NUM> further includes an actuator output position sensor <NUM> that is configured to generate an actuator output position signal <NUM> that indicates a position of actuator output <NUM>.

In some examples, and as schematically illustrated in <FIG> and <FIG>, at least one control surface actuator <NUM> of flight control surface actuation system <NUM> includes and/or is hybrid sensing actuator <NUM>. Stated differently, each and/or any control surface actuator <NUM> of flight control surface actuation system <NUM> may be hybrid sensing actuator <NUM>. As more specific examples, flight control surface actuation system <NUM> may include a plurality of control surface actuators <NUM>, and some and/or all control surface actuators <NUM> of the plurality of control surface actuators <NUM> each may include and/or be hybrid sensing actuator <NUM>. In this manner, hybrid sensing actuator <NUM> may be described as being an example of control surface actuator <NUM>. Similarly, hybrid sensing actuator <NUM> may include and/or exhibit any structures, components, and/or functions of any other control surface actuator <NUM>, and vice-versa. For example, actuator output <NUM> of hybrid sensing actuator <NUM> may be described as representing an example of actuator output <NUM>. As another example, and as schematically illustrated in <FIG>, each control surface actuator <NUM> of flight control surface actuation system <NUM> may include a respective gear train <NUM>. In an example in which skew detection system <NUM> includes hybrid sensing actuator <NUM>, and as schematically illustrated in <FIG>, skew detection signal <NUM> may include and/or be actuator output position signal <NUM>.

Hybrid sensing actuator <NUM> may exhibit any of a variety of structures and/or configurations for indicating a position of actuator output <NUM> with actuator output position sensor <NUM>. For example, in some examples, actuator output position sensor <NUM> is directly coupled to actuator output <NUM>. As used herein, and similar to actuator output <NUM>, actuator output <NUM> is intended to refer to and/or encompass any suitable structure and/or mechanism that conveys a mechanical output of hybrid sensing actuator <NUM> (and/or of any other corresponding control surface actuator <NUM>) to control surface segment <NUM> and/or segment end <NUM> thereof. As examples, actuator output <NUM> may include and/or be a pinion gear, a lead screw, a jack screw, a rotary linkage, a linear linkage, etc. Additionally, as used herein, the term "position," as used to describe a state and/or configuration of actuator output <NUM>, is intended to refer to any of a variety of states and/or configurations that correspond to the segment end position of the respective segment end <NUM> that is driven by actuator output <NUM>. In this manner, as used herein, the position of actuator output <NUM> generally may be understood as directly corresponding to the segment end position of the respective segment end <NUM>.

In some examples, the position of actuator output <NUM> is a rotational position of actuator output <NUM>. For example, gear train <NUM> may be configured to transmit torque from driveline <NUM> to actuator output <NUM> to drive the respective segment end <NUM> between the stowed position and the deployed position. In some such examples, gear train <NUM> is configured to rotate actuator output <NUM> responsive to rotation of driveline <NUM>. More specifically, in such examples, gear train <NUM> may be configured to rotate actuator output <NUM> with a rotational velocity that is less than a rotational velocity of driveline <NUM>. For example, driveline <NUM> may be configured to rotate with a rotational velocity of several hundred revolutions per minute (RPM), and gear train <NUM> may have an effective gear ratio such that actuator output <NUM> rotates through less than about one full revolution as hybrid sensing actuator <NUM> drives the respective segment end <NUM> between the stowed position and the deployed position.

While the present disclosure generally relates to examples in which actuator output position sensor <NUM> detects a rotational position of actuator output <NUM>, this is not required of all examples of skew detection system <NUM> and/or of hybrid sensing actuator <NUM>. For example, in other examples, actuator output position sensor <NUM> may be configured to detect a linear position of actuator output <NUM>, and/or actuator output position signal <NUM> may be configured to indicate the linear position of actuator output <NUM>.

Hybrid sensing actuator <NUM> may be utilized in conjunction with any suitable segment end <NUM> of any suitable control surface segment <NUM> of flight control surface <NUM>. In some examples, hybrid sensing actuator <NUM> may be utilized within a region of wing <NUM> in which size and/or space restrictions limit the use of alternative skew detection mechanisms. As a more specific example, and as schematically illustrated in <FIG> and <FIG>, control surface segment(s) <NUM> of flight control surface <NUM> may include an outboard control surface segment <NUM> that is distal fuselage <NUM> (e.g., relative to each other control surface segment <NUM>), which in turn may include an outboard segment end <NUM> that is distal fuselage <NUM> and an inboard segment end <NUM> that is proximal fuselage <NUM> relative to outboard segment end <NUM>. In such examples, and as schematically illustrated in <FIG> and <FIG>, one of first segment end <NUM> and second segment end <NUM> of outboard control surface segment <NUM> is outboard segment end <NUM>, and the other of first segment end <NUM> and second segment end <NUM> of outboard control surface segment <NUM> is inboard segment end <NUM>. In some such examples, and as schematically illustrated in <FIG> and <FIG>, hybrid sensing actuator <NUM> is operatively coupled to outboard segment end <NUM> of outboard control surface segment <NUM>, such as may correspond to a region of wing <NUM> in which spatial constraints limit the use of alternative traditional skew detection systems.

In some examples, detecting the position of actuator output <NUM> with actuator output position sensor <NUM> enables and/or facilitates the determination of multiple aspects of a state of flight control surface actuation system <NUM>. For example, hybrid sensing actuator <NUM> may be configured such that actuator output position signal <NUM> at least partially represents the driveline position of driveline <NUM>. Stated differently, in such examples, because the position of actuator output <NUM> directly corresponds with the driveline position of driveline <NUM> (via the effective gear ratio of gear train <NUM>), a measurement of the position of actuator output <NUM> correspondingly enables a determination of the driveline position of driveline <NUM>. Such a configuration may be preferable to prior art systems in which the driveline position of the prior art driveline is measured via a position sensor that is directly coupled to the driveline. For example, in such a prior art system, the prior art position sensor may be coupled to the prior art driveline via an input shaft dynamic seal that may experience wear as a result of the relatively high rotational speed of the prior art driveline relative to the dynamic seal. By contrast, because actuator output position sensors <NUM> according to the present disclosure are operatively coupled to actuator output <NUM> rather than to driveline <NUM> (other than via gear train <NUM>), a dynamic seal separating a portion of actuator output <NUM> from a portion of actuator output position sensor <NUM> may experience reduced wear as a result of the relatively small rotational velocity of actuator output <NUM> compared to that of driveline <NUM>.

In some examples, actuator output position sensor <NUM> additionally or alternatively may be configured to facilitate the identification of the skew condition within flight control surface <NUM>. In particular, because actuator output position sensor <NUM> measures the position of actuator output <NUM>, which in turn corresponds to the segment end position of the respective segment end <NUM> of the corresponding control surface segment <NUM>, actuator output position sensor <NUM> may facilitate determining the segment configuration of the corresponding control surface segment <NUM>. As a more specific example, and as schematically illustrated in <FIG> and <FIG>, skew detection system <NUM> may include a segment end skew sensor <NUM> that is configured to detect the segment end position of a respective segment end <NUM> of a corresponding control surface segment <NUM>. In such examples, and as schematically illustrated in <FIG>, segment end skew sensor <NUM> is configured to generate and transmit a segment end skew signal <NUM> that at least partially represents the segment end position of the respective segment end <NUM>. In some such examples, and as schematically illustrated in <FIG> and <FIG>, segment end skew sensor <NUM> and hybrid sensing actuator <NUM> operate to at least partially detect the respective segment end positions of respective segment ends <NUM> of a common (e.g., the same) control surface segment <NUM>. For example, and as schematically illustrated in <FIG> and <FIG>, hybrid sensing actuator <NUM> may be configured to detect the segment end position of first segment end <NUM> of control surface segment <NUM> and segment end skew sensor <NUM> may be configured to detect the segment end position of second segment end <NUM> of control surface segment <NUM>, or vice-versa. In such examples, a comparison of the respective segment end positions as detected by hybrid sensing actuator <NUM> and segment end skew sensor <NUM>, such as via a comparison of actuator output position signal <NUM> and segment end skew signal <NUM>, may enable a determination of the presence and/or magnitude of a skew condition in control surface segment <NUM>. For example, when actuator output position signal <NUM> and segment end skew signal <NUM> indicate that first segment end <NUM> and second segment end <NUM> are in distinct segment positions, skew detection system <NUM> may indicate that flight control surface <NUM> is in the skew condition as a result of control surface segment <NUM> having a segment configuration that differs from the target configuration. In such examples, segment end skew sensor <NUM> may include and/or be any of a variety of sensors for sensing a segment end position as described herein, examples of which include a position sensor, a rotary position sensor, a linear position sensor, and/or a proximity sensor.

<FIG> schematically illustrates an example of a portion of flight control surface actuation system <NUM> that includes hybrid sensing actuator <NUM> in combination with a portion of flight control surface <NUM>. In particular, <FIG> schematically illustrates a portion of flight control surface <NUM> that includes a pair of control surface segments <NUM>, each of which is in the retracted configuration. In the example of <FIG>, each segment end <NUM> of each control surface segment <NUM> is operatively coupled to a respective control surface actuator <NUM>, one of which is hybrid sensing actuator <NUM>. In particular, and as schematically illustrated in <FIG>, each control surface actuator <NUM> includes a respective gear train <NUM> that is operatively coupled to a respective actuator output <NUM> to drive the respective segment end <NUM> between the retracted configuration and the extended configuration. In the example of <FIG>, skew detection system <NUM> includes a plurality of segment end skew sensors <NUM>, each of which is configured to detect the segment end position of a respective segment end <NUM> as described herein and/or in any conventional manner. However, in contrast with each segment end skew sensor <NUM>, and as schematically illustrated in <FIG>, actuator output position sensor <NUM> of hybrid sensing actuator <NUM> may be directly coupled to actuator output <NUM> of hybrid sensing actuator <NUM> to detect the position of actuator output <NUM>, thereby enabling detection of both the segment end position of the corresponding segment end <NUM> and the driveline position of driveline <NUM>, as described herein.

In some examples, actuator output position sensor <NUM> may be configured to facilitate identification of the skew condition within flight control surface <NUM> via a comparison with a control surface segment <NUM> other than the corresponding control surface segment <NUM> with which hybrid sensing actuator <NUM> is associated. As an example, <FIG> schematically illustrates an example of a vehicle <NUM> including a first wing <NUM> and a second wing <NUM> extending from fuselage <NUM> such that first wing <NUM> incudes a first flight control surface <NUM> and second wing <NUM> includes a second flight control surface <NUM>. In this manner, first wing <NUM>, first flight control surface <NUM>, and/or any components thereof of <FIG> may include and/or be wing <NUM>, flight control surface <NUM>, and/or any components thereof of <FIG>.

As schematically illustrated in <FIG>, each of first flight control surface <NUM> and second flight control surface <NUM> includes one or more respective control surface segments <NUM>, as discussed herein. In the example of <FIG>, flight control surface actuation system <NUM> is a first flight control surface actuation system <NUM> with a first skew detection system <NUM>, and vehicle <NUM> additionally includes a second flight control surface actuation system <NUM> for operating second flight control surface <NUM>. As schematically illustrated in <FIG>, second flight control surface actuation system <NUM> includes a second skew detection system <NUM>.

Second flight control surface actuation system <NUM> and/or second skew detection system <NUM> may include any suitable systems, structures, and/or components, such as may be similar to, analogous to, and/or identical to systems, structures, and or components of first flight control surface actuation system <NUM> and/or first skew detection system <NUM>. For example, and as schematically illustrated in <FIG>, second skew detection system <NUM> may include a second skew lanyard <NUM> and a second DMA <NUM> that is configured to generate a second lanyard displacement signal <NUM> that at least partially represents a second lanyard displacement <NUM> of second skew lanyard <NUM>. In such examples, skew lanyard <NUM>, lanyard displacement <NUM>, DMA <NUM>, and/or lanyard displacement signal <NUM> may be referred to as a first skew lanyard <NUM>, a first lanyard displacement <NUM>, a first DMA <NUM>, and/or a first lanyard displacement signal <NUM>, respectively. In such examples, second skew lanyard <NUM>, second lanyard displacement <NUM>, second DMA <NUM>, and/or second lanyard displacement signal <NUM> may share any and/or all applicable structural and/or functional attributes with first skew lanyard <NUM>, first lanyard displacement <NUM>, first DMA <NUM>, and/or first lanyard displacement signal <NUM>, respectively.

Additionally or alternatively, in some examples, first flight control surface actuation system <NUM> may share one or more components with second flight control surface actuation system <NUM>. As a more specific example, and as schematically illustrated in <FIG>, controller <NUM> and/or power drive unit <NUM> as described above in conjunction with first flight control surface actuation system <NUM> may be included in, and/or shared between, each of first flight control surface actuation system <NUM> and second flight control surface actuation system <NUM>.

In the example of <FIG>, second skew detection system <NUM> is configured to detect a skew condition in second flight control surface <NUM> and to generate a second skew detection signal <NUM> that represents the skew condition of second flight control surface <NUM>. In such examples, and as schematically illustrated in <FIG>, controller <NUM> may be configured to receive first skew detection signal <NUM> from first skew detection system <NUM> and to receive second skew detection signal <NUM> from second skew detection system <NUM>. Accordingly, in such examples, controller <NUM> may be configured to generate skew condition signal <NUM> at least partially based upon each of first skew detection signal <NUM> and second skew detection signal <NUM>, such as via a comparison of first skew detection signal <NUM> and second skew detection signal <NUM>.

In some examples, and as schematically illustrated in <FIG>, second skew detection system <NUM> includes a second hybrid sensing actuator <NUM> with a second actuator output <NUM> and a second actuator output position sensor <NUM> configured to generate a second actuator output position signal <NUM> that indicates a position of second actuator output <NUM>. In such examples, hybrid sensing actuator <NUM> of first skew detection system <NUM> may be described as a first hybrid sensing actuator <NUM>, and actuator output position signal <NUM> may be described as a first actuator output position signal <NUM>. In such examples, second hybrid sensing actuator <NUM> may include and/or exhibit any components, features, functionality, etc. of hybrid sensing actuator <NUM> of first skew detection system <NUM>. In the example of <FIG>, first hybrid sensing actuator <NUM> is operatively coupled to outboard segment end <NUM> of outboard control surface segment <NUM> of first flight control surface <NUM>, and second hybrid sensing actuator <NUM> similarly is operatively coupled to outboard segment end <NUM> of outboard control surface segment <NUM> of second flight control surface <NUM>. In this manner, first hybrid sensing actuator <NUM> and second hybrid sensing actuator <NUM> may be described as being symmetrically arranged relative to fuselage <NUM>. Additionally, in such examples, a comparison of first actuator output position signal <NUM> and second actuator output position signal <NUM> may enable and/or facilitate identifying the skew condition in first flight control surface <NUM> (and/or in second flight control surface <NUM>). For example, in the example of <FIG>, first actuator output position signal <NUM> may indicate that outboard segment end <NUM> of outboard control surface segment <NUM> of first flight control surface <NUM> is in the stowed position (or in another position other than the deployed position) while second actuator output position signal <NUM> may indicate that outboard segment end <NUM> of outboard control surface segment <NUM> of second flight control surface <NUM> is in the deployed position. Such an inconsistency thus may indicate that first flight control surface <NUM> is in the skew condition.

In some examples, and as schematically illustrated in <FIG> and <FIG>, skew detection systems <NUM> according to the present disclosure (e.g., first skew detection system <NUM> and/or second skew detection system <NUM>) may include hybrid sensing actuator <NUM> in combination with skew lanyard <NUM> and DMA <NUM> as described herein. For example, <FIG> schematically illustrates an example in which first skew detection system <NUM> and second skew detection system <NUM> include first hybrid sensing actuator <NUM> and second hybrid sensing actuator <NUM>, respectively, and in which each of first skew detection system <NUM> and second skew detection system <NUM> additionally includes a respective skew lanyard <NUM> and a respective DMA <NUM>. In the example of <FIG>, each of first flight control surface <NUM> and second flight control surface <NUM> is commanded to be in the extended position (such as by flight control unit <NUM>), while first flight control surface <NUM> is in the skew condition as a result of each of two control surface segments <NUM> being in a segment configuration that does not match the target configuration (namely, the extended configuration). In such an example, the presence and/or magnitude of the skew condition of first flight control surface <NUM> may be determined via comparison of first actuator output position signal <NUM> and second actuator output position signal <NUM>, as described above, and/or via a measurement of lanyard displacement <NUM> by DMA <NUM> of first skew detection system <NUM>.

In some examples, hybrid sensing actuator <NUM> and skew lanyard <NUM> may be associated with a common (e.g., the same) control surface segment <NUM>. For example, and as schematically illustrated in <FIG>, skew lanyard <NUM> may be operatively coupled to inboard segment end <NUM> of outboard control surface segment <NUM> (labeled in <FIG> and <FIG>), while hybrid sensing actuator <NUM> may be operatively coupled to outboard segment end <NUM> of outboard control surface segment <NUM>. However, this is not required. For example, and as schematically illustrated in <FIG>, it is additionally within the scope of the present disclosure that hybrid sensing actuator <NUM> may be operatively coupled to a control surface segment <NUM> that is not in skew lanyard subset <NUM> of control surface segments <NUM>.

<FIG> represents a flowchart depicting methods <NUM>, according to the present disclosure, of utilizing a flight control surface actuation system to operate a flight control surface of a wing of a vehicle. Examples of vehicles, wings, flight control surfaces, and/or flight control surface actuation systems as utilized in methods <NUM> are disclosed herein with reference to vehicle <NUM>, wing <NUM>, flight control surface <NUM>, and/or flight control surface actuation system <NUM>, respectively. As shown in <FIG>, methods <NUM> include detecting, at <NUM> and with the flight control surface actuation system, the skew condition in the flight control surface. The detecting the skew condition at <NUM> may be performed in any of a variety of manners utilizing the systems and components disclosed herein.

In some examples, and as shown in <FIG>, the detecting the skew condition at <NUM> includes generating, at <NUM>, a skew detection signal and generating, at <NUM>, a skew condition signal. In such examples, the generating the skew detection signal at <NUM> is performed with at least a portion of a skew detection system, such as skew detection system <NUM> described herein, while the generating the skew condition signal at <NUM> is performed with a controller and at least partially based upon the skew detection signal. Examples of controllers, skew condition signals, and/or skew detection signals as utilized in methods <NUM> are disclosed herein with reference to controller <NUM>, skew condition signal <NUM>, and/or skew detection signal <NUM>, respectively.

In some more specific examples, and as shown in <FIG>, the generating the skew detection signal at <NUM> includes generating, at <NUM>, a lanyard displacement signal. In such examples, the generating the lanyard displacement signal at <NUM> is performed with a DMA, such as DMA <NUM> described herein. Examples of the lanyard displacement signals as utilized in methods <NUM> are disclosed herein with reference to lanyard displacement signal <NUM>. Additionally or alternatively, in some examples, and as shown in <FIG>, the generating the skew detection signal at <NUM> includes generating, at <NUM>, an actuator output position signal. In such examples, the generating the actuator output position signal at <NUM> is performed with an actuator output position sensor, such as actuator output position sensor <NUM> of hybrid sensing actuator <NUM> as described herein. Examples of actuator output position signals as utilized in methods <NUM> are described herein with reference to actuator output position signal <NUM>.

The generating the skew condition signal at <NUM> may include generating such that the skew condition signal represents any of a variety of properties and/or details regarding the skew condition of the flight control surface. In some examples, the generating the skew condition signal at <NUM> includes generating such that the skew condition signal includes an indication of a present condition of the flight control surface, such as an identification of whether the flight control surface is in the skew condition or in the nominal condition as described herein. Additionally or alternatively, the generating the skew condition signal at <NUM> may include generating such that the skew condition signal includes an indication of a magnitude of the skew condition signal in the flight control surface. For example, in an example in which a control surface segment of the flight control surface is misaligned with a control surface axis of the flight control surface, the generating the skew condition signal at <NUM> may include generating such that the skew condition signal indicates that the flight control surface is in the skew condition as a result of the misalignment of the control surface segment. Additionally or alternatively, in such an example, the generating the skew condition signal at <NUM> may include generating such that the skew condition signal indicates a magnitude of the skew condition that corresponds to an angular deviation between the control surface segment and the control surface axis. In other examples, the magnitude of the skew condition of the flight control surface may correspond to, and/or be equal to, a lanyard displacement of a skew lanyard associated with the flight control surface. Examples of control surface segments, control surface axes, skew lanyards, and/or lanyard displacements that may be utilized in conjunction with methods <NUM> are described herein with reference to control surface segment <NUM>, control surface axis <NUM>, skew lanyard <NUM>, and/or lanyard displacement <NUM>, respectively.

Similarly, in some examples, and as shown in <FIG>, the detecting the skew condition at <NUM> includes detecting, at <NUM>, the presence of the skew condition in the flight control surface and/or detecting, at <NUM>, the magnitude of the skew condition in the flight control surface. As a more specific example, such as in an example in which the skew condition signal represents the lanyard displacement of the skew lanyard, the detecting the presence of the skew condition at <NUM> and/or the detecting the magnitude of the skew condition at <NUM> may include detecting that a lanyard displacement signal indicates that the lanyard displacement is greater than a predetermined threshold displacement. Examples of lanyard displacement signals that may be utilized in conjunction with methods <NUM> are described herein with reference to lanyard displacement signal <NUM>.

As a more specific example, in an example in which the skew detection system utilizes a skew lanyard as described herein, the detecting the presence of the skew condition at <NUM> may include detecting that the flight control surface is in the skew condition only if the lanyard displacement of the skew lanyard is greater than a displacement that could be accounted for by nominal operational factors such as wing flexing, thermal effects, stretching of the skew lanyard, etc. In this manner, comparing the lanyard displacement to the predetermined lanyard displacement may ensure that the detecting the presence of the skew condition at <NUM> accurately identifies the skew condition. Additionally, in such examples, the detecting the presence of the skew condition at <NUM> may include detecting that the flight control surface is in the skew condition only if the lanyard displacement of the skew lanyard remains greater than the predetermined lanyard displacement for a period of time in excess of a predetermined dwell time interval. In this manner, the detecting the presence of the skew condition at <NUM> may include distinguishing the skew condition from operational factors that result in transient skew lanyard displacements.

In some examples, the generating the skew condition signal at <NUM> includes generating the skew condition signal at least partially based upon an actuator output position signal produced by a hybrid sensing actuator of the flight control surface actuation system. Examples of hybrid sensing actuators and/or actuator output position signals that may be utilized in methods <NUM> are described herein with reference to hybrid sensing actuator <NUM> and/or skew condition signal <NUM>, respectively. In some more specific examples, and as discussed above, the hybrid sensing actuator is operatively coupled to the first segment end or the second segment end of the corresponding control surface segment, and the hybrid sensing actuator is configured to generate an actuator output position signal that at least partially represents the segment end position of the first segment end or the second segment end to which the hybrid sensing actuator is operatively coupled. Examples of the first segment end, the second segment end, and/or the actuator output position signal as utilized in methods <NUM> are described herein with reference to first segment end <NUM>, second segment end <NUM>, and/or actuator output position signal <NUM>, respectively. In some such examples, the skew detection system additionally is configured to detect the segment end position of the segment end (e.g., the first segment end or the second segment end) opposite the end to which the hybrid sensing actuator is coupled, such as via a segment end skew sensor such as segment end skew sensor <NUM> described herein. In some such examples, and as shown in <FIG>, the generating the skew condition signal at <NUM> includes comparing, at <NUM>, the segment end position of the first segment end and the segment end position of the second segment end of the corresponding surface segment to which the hybrid sensing actuator is operatively coupled. As a more specific example, the generating the skew condition signal at <NUM> may include generating such that the skew condition signal indicates that the flight control surface is in the skew condition when a difference between the respective segment end positions of the first segment end and the second segment end is greater than a threshold operational segment end offset. In such examples, the threshold operational segment end offset may be determined and/or selected to be sufficiently large to distinguish the skew condition from other operational circumstances that may lead to the first segment end and the second segment end having distinct segment positions.

In some examples, the generating the skew condition signal at <NUM> includes comparing sensor signals associated with each of a pair of wings. Specifically, in some examples, the vehicle includes a first wing with a first flight control surface configured to be operated by a first flight control surface actuation system as well as a second wing with a second flight control surface configured to be operated with a second flight control surface actuation system. Examples of the first wing, the first flight control surface, and/or the first flight control surface actuation system that may be utilized in conjunction with methods <NUM> are described herein with reference to first wing <NUM>, first flight control surface <NUM>, and/or first flight control surface actuation system <NUM>, respectively. Similarly, examples of the second wing, the second flight control surface, and/or the second flight control surface actuation system that may be utilized in conjunction with methods <NUM> are described herein with reference to second wing <NUM>, second flight control surface <NUM>, and/or second flight control surface actuation system <NUM>, respectively. In such examples, the first flight control surface actuation system may include a first skew detection system, such as skew detection system <NUM> described herein, which is configured to generate a first skew detection signal, such as first skew detection signal <NUM> described herein. Similarly, in such examples, the second flight control surface actuation system may include a second skew detection system, such as second skew detection system <NUM> described herein, which is configured to generate a second skew detection signal, such as second skew detection signal <NUM> described herein. More specifically, in such examples, and as described herein, the second skew detection system is configured to detect a skew condition in the second flight control surface, and the second skew detection signal represents the skew condition of the second flight control surface. In some such examples, and as discussed in more detail below, the generating the skew condition signal at <NUM> includes generating at least partially based upon each of the first skew detection signal and the second skew detection signal. More specifically, in some such examples, and as shown in <FIG>, the generating the skew condition signal at <NUM> includes comparing, at <NUM>, the first skew detection signal and the second skew detection signal.

In some examples, the comparing the first skew detection signal and the second skew detection signal at <NUM> includes comparing the respective skew displacements of respective skew lanyards associated with each of the first flight control surface and the second flight control surface. More specifically, in some examples, the first skew detection signal includes and/or is a first lanyard displacement signal that indicates a first lanyard displacement of a first skew lanyard of the first skew detection system, and the second skew detection signal includes and/or is a second lanyard displacement signal that indicates a second lanyard displacement of a second skew lanyard of the second skew detection system. In some such examples, the first skew detection system includes a first DMA for generating the first skew detection signal, and the second skew detection system includes a second DMA for generating the second skew detection signal. In some such examples, and as shown in <FIG>, the comparing the first skew detection signal and the second skew detection signal at <NUM> includes and/or is comparing, at <NUM>, the first lanyard displacement signal and the second lanyard displacement signal. Examples of the first skew lanyard, the first lanyard displacement, the first lanyard displacement signal, the first DMA, the second skew lanyard, the second lanyard displacement, the second lanyard displacement signal, and/or the second DMA that may be utilized in conjunction with methods <NUM> are described herein with reference to first skew lanyard <NUM>, first lanyard displacement <NUM>, first lanyard displacement signal <NUM>, first DMA <NUM>, second skew lanyard <NUM>, second lanyard displacement <NUM>, second lanyard displacement signal <NUM>, and/or second DMA <NUM>, respectively.

The comparing the first lanyard displacement signal and the second lanyard displacement signal at <NUM> may include comparing in any of a variety of manners. In some examples, the comparing the first lanyard displacement signal and the second lanyard displacement signal at <NUM> includes calculating a lanyard displacement difference between the first lanyard displacement and the second lanyard displacement and comparing the lanyard displacement difference to a threshold lanyard displacement difference. As a more specific example, the generating the skew condition signal at <NUM> may include generating such that the skew condition signal indicates the presence of the skew condition in the first flight control surface responsive to the comparing the first lanyard displacement signal and the second lanyard displacement signal at <NUM> indicating that the first lanyard displacement exceeds the second lanyard displacement by at least the threshold lanyard displacement difference. For example, in an operational circumstance in which each of the first wing and the second wing flexes, such as in response to a common aerodynamic load shared by both wings, such a flexing may yield a displacement of each of the first skew lanyard and the second skew lanyard relative to the first DMA and the second DMA, respectively. Accordingly, in such a circumstance, the first lanyard displacement distance and the second lanyard displacement distance each may be nonzero, even when no skew condition is present in the first flight control surface or in the second flight control surface. However, in such a circumstance, the lanyard displacement difference may remain smaller than the threshold lanyard displacement difference. Thus, the comparing the first lanyard displacement signal and the second lanyard displacement signal at <NUM> may assist in distinguishing a measured lanyard displacement that is associated with a skew condition from a measured lanyard displacement that results from an external force affecting both of the first wing and the second wing. Accordingly, in such examples, the threshold lanyard displacement distance may be determined and/or selected at least partially based upon an expected magnitude, or an expected variance in the expected magnitude, of a lanyard displacement that may be attributed to factors other than a skew condition.

In some examples, the comparing the first skew detection signal and the second skew detection signal at <NUM> includes comparing skew detection signals associated with respective hybrid sensing actuators. More specifically, in some examples, the first skew detection signal includes and/or is a first actuator output position signal generated by a first hybrid sensing actuator of the first skew detection system, and the second skew detection system includes a second hybrid sensing actuator configured to generate a second actuator position signal such that the second skew detection signal includes and/or is the second actuator position signal. In such examples, the first hybrid sensing actuator includes a first actuator output position sensor for generating the first actuator output position signal that represents a position of a first actuator output. Similarly, in such examples, the second hybrid sensing actuator includes a second actuator output position sensor for generating the second actuator output position signal that represents a position of a second actuator output. In some such examples, and as shown in <FIG>, the comparing the first skew detection signal and the second skew detection signal at <NUM> includes comparing, at <NUM>, the first actuator output position signal and the second actuator output position signal. Examples of the first hybrid sensing actuator, the first actuator output, the first actuator output position sensor, and/or the first actuator output position signal as utilized in methods <NUM> are described herein with reference to first hybrid sensing actuator <NUM>, first actuator output <NUM>, first actuator output position sensor <NUM>, and/or first actuator output position signal <NUM>, respectively. Examples of the second hybrid sensing actuator, the second actuator output, the second actuator output position sensor, and/or the second actuator output position signal as utilized in methods <NUM> are described herein with reference to second hybrid sensing actuator <NUM>, second actuator output <NUM>, second actuator output position sensor <NUM>, and/or second actuator output position signal <NUM>, respectively.

In some more specific examples, the first hybrid sensing actuator is operatively coupled to a first corresponding control surface segment (such as control surface segment <NUM> as described herein) of the first flight control surface, and the second hybrid sensing actuator is operatively coupled to a second corresponding control surface segment (such as control surface segment <NUM> as described herein) of the second flight control surface. In some examples, the first corresponding control surface segment and the second corresponding control surface segment are at least substantially symmetrically arranged relative to the fuselage. For example, the first corresponding control surface segment may be an outboard control surface segment (such as outboard control surface segment <NUM>) of the first flight control surface, and the second corresponding surface segment may be an outboard control surface segment (such as outboard control surface segment <NUM>) of the second flight control surface. As a more specific example, and as discussed above in the context of <FIG>, the first hybrid sensing actuator may be operatively coupled to an outboard segment end (such as outboard segment end <NUM> as described herein) of the first corresponding control surface segment, and the second hybrid sensing actuator may be operatively coupled to an outboard segment end (such as outboard segment end <NUM> as described herein) of the second corresponding control surface segment. However, such configurations are not required of all examples of methods <NUM>. For example, it is additionally within the scope of the present disclosure that the first corresponding control surface segment and the second corresponding control surface segment may be any of a variety of respective control surface segments, such as respective inboard control surface segments of the first flight control surface and the second flight control surface. In some such examples, the comparing the first actuator output position signal and the second actuator output position signal at <NUM> includes calculating an actuator output difference between the position of the first actuator output and the position of the second actuator output and comparing the actuator output difference to a threshold actuator output difference.

Additionally or alternatively, in some examples, the generating the skew condition signal at <NUM> may include indicating the presence of the skew condition if the position of the first actuator output is changing more rapidly or less rapidly than the position of the second actuator output. More specifically, in some examples, the generating the skew condition signal at <NUM> includes generating such that the skew condition signal indicates the presence of the skew condition in the first flight control surface responsive to the comparing the first actuator output position signal and the second actuator output position signal at <NUM> indicating that the position of the second actuator output is changing more rapidly than the position of the first actuator output. In particular, such a circumstance may arise in a condition in which each of the first hybrid sensing actuator and the second hybrid sensing actuator receives a respective torque for transitioning the respective control surface segments between the retracted configuration and the extended configuration, but the first hybrid sensing actuator has ceased to transmit the torque to the first actuator output, potentially yielding the skew condition in the first flight control surface.

In some examples, and as shown in <FIG>, methods <NUM> additionally include detecting, at <NUM>, a driveline position of a driveline of the flight control surface actuation system (such as driveline <NUM> of flight control surface actuation system <NUM>) at least partially based on the actuator output position signal generated by a hybrid sensing actuator. More specifically, in some examples, and as discussed above in conjunction with hybrid sensing actuator <NUM>, the hybrid sensing actuator is configured to detect and/or measure a position of the corresponding actuator output (such as actuator output <NUM>) to inform a determination of a skew condition in the flight control surface and/or to represent a position of the driveline. Accordingly, in some such examples, the actuator output position signal generated by the hybrid sensing actuator indicates the rotational position of the actuator output, such as may be measured in revolutions relative to an initial and/or nominal state. In some such examples, and as shown in <FIG>, the detecting the driveline position at <NUM> includes calculating, at <NUM>, the driveline position at least partially based upon the rotational position of the actuator output and/or on a gear ratio of a gear train of the hybrid sensing actuator (such as gear train <NUM>). More specifically, in such examples, and as discussed, the rotational position of the actuator output may be directly related to the rotational position of the driveline via the effective gear ratio of the gear train. Thus, in such examples, the calculating the driveline position at <NUM> may include multiplying the rotational position of the actuator output by the effective gear ratio of the gear train. In various examples, methods <NUM> and/or steps thereof that include manipulation of signals and/or information, such as the calculating the driveline position at <NUM> and/or the multiplying the rotational position of the actuator output by the gear ratio of the drive train, may be performed by the controller of the flight control surface actuation system.

In some examples, methods <NUM> additionally include one or more steps for operating the flight control surface, such as to modify an operational configuration of the flight control surface. More specifically, in some examples, and as shown in <FIG>, methods <NUM> additionally include transitioning, at <NUM>, the flight control surface between the retracted configuration and the extended configuration. In some such examples, the transitioning the flight control surface between the retracted configuration and the extended configuration is at least partially performed by a flight control unit, such as flight control unit <NUM> of vehicle <NUM>. In some examples, and as shown in <FIG>, the transitioning the flight control surface at <NUM> include delivering, at <NUM>, a torque to each of a plurality of control surface actuators associated with the flight control surface, thereby actuating each control surface actuator to transition each of a respective plurality of segment ends of each corresponding control surface segment between the stowed position and the deployed position. In some examples, the delivering the torque to each control surface actuator at <NUM> includes generating the torque in the driveline of the flight control surface actuation system, such as with a power drive unit of the flight control surface actuation system. Examples of control surface actuators as utilized in methods <NUM> are described herein with reference to control surface actuator <NUM> and/or hybrid sensing actuator <NUM>. Examples of segment ends as utilized in methods <NUM> are described herein with reference to segment end <NUM>, first segment end <NUM>, second segment end <NUM>, outboard segment end <NUM>, and/or inboard segment end <NUM>. Examples of power drive units as utilized in methods <NUM> are described herein with reference to power drive unit <NUM>.

As discussed, flight control surface actuation systems <NUM> and methods <NUM> according to the present disclosure generally are directed to detecting a skew condition in a flight control surface such that operation of the vehicle may be appropriately modified to account for the skew condition. Accordingly, in some examples, the transitioning the flight control surface at <NUM> is performed only if the skew condition signal indicates that the flight control surface is in the nominal condition and/or if the skew condition signal indicates that the magnitude of the skew condition of the flight control surface is less than a threshold operational skew magnitude. Stated differently, the flight control surface actuation system may be configured to transition the flight control surface between the retracted configuration and the extended configuration only if the flight control surface is not in the skew condition, or only if the magnitude of the skew condition is less than the predetermined threshold operational skew magnitude. In this manner, the flight control surface actuation system may be configured to avoid exacerbating a skew condition, such as by continuing to drive one segment end of a control surface segment while another segment end of the control surface segment is restricted from moving, which may lead to a jammed condition.

In some examples, and as shown in <FIG>, methods <NUM> additionally or alternatively include at least partially disabling, at <NUM>, the flight control surface, such as in response to detection of a skew condition. Accordingly, in such examples, the at least partially disabling the flight control surface at <NUM> is performed responsive to the skew condition signal indicating the that flight control surface is in the skew condition and/or that the magnitude of the skew condition in the flight control surface is greater than the threshold operational skew magnitude. The at least partially disabling the flight control surface at <NUM> may include any of a variety of steps and/or processes, such as to protect the flight control surface and/or the wing from damage. In some examples, the at least partially disabling the flight control surface at <NUM> includes ceasing the delivering the torque to each control surface actuator at <NUM>, such as by commanding the power drive unit to cease delivering torque to the driveline. More specifically, in some examples, and as shown in <FIG>, the at least partially disabling the flight control surface at <NUM> includes generating, at <NUM>, a control surface shutdown signal (such as control surface shutdown signal <NUM> described herein) and transmitting the control surface shutdown signal to the power drive unit to cease generating the torque in the driveline. In such examples, the generating the control surface shutdown signal at <NUM> may be performed by the controller and/or by the flight control unit.

In some examples, the at least partially disabling the flight control surface at <NUM> additionally or alternatively includes transitioning the flight control surface toward a configuration that mitigates or eliminates the skew condition. As a more specific example, the detecting the presence of the skew condition at <NUM> and/or the detecting the magnitude of the skew condition at <NUM> may indicate that the skew condition is initially detected, or detected to increase in magnitude, as the flight control surface transitions toward the extended configuration. Accordingly, in some such examples, the at least partially disabling the flight control surface at <NUM> includes transitioning the flight control surface toward and/or to the retracted configuration. As another example, the detecting the presence of the skew condition at <NUM> and/or the detecting the magnitude of the skew condition at <NUM> may indicate that the skew condition is initially detected, or detected to increase in magnitude, as the flight control surface transitions toward the retracted configuration. Accordingly, in some such examples, the at least partially disabling the flight control surface at <NUM> includes transitioning the flight control surface toward and/or to the extended configuration. In such examples, transitioning the flight control surface toward the retracted configuration or the extended configuration may operate to enhance alignment between the control surface segments of the flight control surface, thereby reducing the magnitude of the skew condition and/or returning the flight control surface to the nominal configuration.

As used herein, the phrase "at least substantially," when modifying a degree or relationship, includes not only the recited "substantial" degree or relationship, but also the full extent of the recited degree or relationship. A substantial amount of a recited degree or relationship may include at least <NUM>% of the recited degree or relationship. For example, a first direction that is at least substantially parallel to a second direction includes a first direction that is within an angular deviation of <NUM>° relative to the second direction and also includes a first direction that is identical to the second direction.

As used herein, the terms "selective" and "selectively," when modifying an action, movement, configuration, or other activity of one or more components or characteristics of an apparatus, mean that the specific action, movement, configuration, or other activity is a direct or indirect result of one or more dynamic processes, as described herein. The terms "selective" and "selectively" thus may characterize an activity that is a direct or indirect result of user manipulation of an aspect of, or one or more components of, the apparatus, or may characterize a process that occurs automatically, such as via the mechanisms disclosed herein.

As used herein, the term "and/or" placed between a first entity and a second entity means one of (<NUM>) the first entity, (<NUM>) the second entity, and (<NUM>) the first entity and the second entity. Multiple entries listed with "and/or" should be construed in the same manner, i.e., "one or more" of the entities so conjoined. Other entities optionally may be present other than the entities specifically identified by the "and/or" clause, whether related or unrelated to those entities specifically identified. Thus, as a non-limiting example, a reference to "A and/or B," when used in conjunction with open-ended language such as "comprising," may refer, in one example, to A only (optionally including entities other than B); in another example, to B only (optionally including entities other than A); in yet another example, to both A and B (optionally including other entities). These entities may refer to elements, actions, structures, steps, operations, values, and the like.

Claim 1:
A flight control surface actuation system (<NUM>) for operating a flight control surface (<NUM>) of a wing (<NUM>) of a vehicle (<NUM>), the flight control surface (<NUM>) comprising one or more control surface segments (<NUM>), and the flight control surface actuation system (<NUM>) comprising:
a control surface actuator (<NUM>) operatively coupleable to a corresponding control surface segment (<NUM>) of the one or more control surface segments (<NUM>) and configured to transition the corresponding control surface segment (<NUM>) among a plurality of segment configurations defined between and including a retracted configuration and an extended configuration; and
a skew detection system (<NUM>) configured to detect a skew condition in the flight control surface (<NUM>);
wherein the skew detection system is configured to generate a skew detection signal (<NUM>) that at least partially represents the skew condition of a flight control surface (<NUM>); wherein the skew detection system (<NUM>) comprises:
a skew lanyard (<NUM>) operatively coupleable to each control surface segment (<NUM>) of a skew lanyard subset (<NUM>) of the one or more control surface segments (<NUM>); and
a detection mechanism assembly (DMA) (<NUM>) configured to detect a lanyard displacement (<NUM>) of the skew lanyard (<NUM>) relative to a nominal configuration of the skew lanyard (<NUM>) and to generate a lanyard displacement signal (<NUM>) that at least partially represents the lanyard displacement (<NUM>); wherein the DMA (<NUM>) includes an analog position sensor (<NUM>) for detecting the lanyard displacement (<NUM>);
wherein the skew detection signal (<NUM>) includes the lanyard displacement signal (<NUM>); wherein the DMA (<NUM>) is configured such that the lanyard displacement signal (<NUM>) indicates that the lanyard displacement (<NUM>) is any of a continuous plurality of values; wherein the analog position sensor (<NUM>) is configured to generate the lanyard displacement signal (<NUM>), and further comprising a controller (<NUM>) configured to generate a skew condition signal (<NUM>) that represents a presence of the skew condition in the flight control surface (<NUM>) and a magnitude of the skew condition in the flight control surface (<NUM>).