Auxiliary support system for flaps of aircraft wings

Abstract

The present disclosure relates to an auxiliary support system for a flap of an aircraft wing. This article describes an auxiliary support system for a flap of a wing of an aircraft. The auxiliary support system includes a base that can be fixed relative to the wing. The auxiliary support system also includes a first track engagement assembly that is fixed to the base. The auxiliary support system further includes a second track engagement assembly that is fixed to the base. The auxiliary support system also includes a track arm that can be attached to the flap and includes a first guide rail that can be movably engaged with the first track engagement assembly and a second guide rail that can be movably engaged with the second track engagement assembly. The first guide rail is spaced apart from the second guide rail and is not parallel to the second guide rail.

Description

Technical Field

[0001] The present disclosure relates generally to flaps for aircraft, and more particularly to supporting the flaps at a secondary location on the flaps for aircraft. Background Art

[0002] The flaps of an aircraft wing are used to adjust the lift generated by the wing. For example, the flaps extend to increase drag and lift during takeoff and landing, and retract when traveling at cruising speed. The flaps extend and retract along a set path of motion. However, under the loads experienced during flight, the flaps may be prone to bending or deflection, which may cause the flaps to move along a path different from the set path. It is difficult to keep the flaps moving along the set path without interfering with the wing lofting profile (especially at positions along the flaps that are more prone to bending or deflection). Summary of the invention

[0003] The subject matter of the present application is developed in response to the prior art, and is particularly developed in response to the shortcomings of the system for supporting and actuating the flap of an aircraft wing, which have not yet been fully resolved by currently available technology. Therefore, the subject matter of the present application has been developed to provide an auxiliary support system and a flap actuation assembly, which overcome at least some of the above-mentioned shortcomings of the prior art.

[0004] This article describes an auxiliary support system for a flap connected to an aircraft wing. The auxiliary support system includes a base that can be fixed relative to the wing. The auxiliary support system also includes a first track engagement assembly that is fixed to the base. The auxiliary support system further includes a second track engagement assembly that is fixed to the base. The auxiliary support system also includes a track arm that can be attached to the flap and includes a first guide rail that is movably engaged with the first track engagement assembly and a second guide rail that is movably engaged with the second track engagement assembly. The first guide rail is spaced apart from the second guide rail and is not parallel to the second guide rail. The aforementioned subject matter of this paragraph characterizes Example 1 of the present disclosure.

[0005] The first guide rail and the second guide rail are non-linear.The foregoing subject matter of this paragraph characterizes Example 2 of the present disclosure, wherein Example 2 also includes subject matter according to Example 1 above.

[0006] The track arm includes a free end and a fixed end. The free end is opposite to the fixed end. The fixed end can be attached to the flap. The first guide rail and the second guide rail diverge at a position away from the fixed end. The aforementioned subject matter of this paragraph represents Example 3 of the present disclosure, wherein Example 3 also includes the subject matter according to any of the above Examples 1 or 2.

[0007] The first rail of the track arm is slidably engaged with the first track engagement assembly. The second rail of the track arm is slidably engaged with the second track engagement assembly. The slidable engagement between the first rail and the first track engagement assembly and between the second rail and the second track engagement assembly maintains the fixed end of the track arm within an extended path including a linear portion and a curved portion. The aforementioned subject matter of this paragraph characterizes Example 4 of the present disclosure, wherein Example 4 also includes subject matter according to the aforementioned Example 3.

[0008] The track arm includes a free end and a fixed end. The free end is opposite to the fixed end. The fixed end can be attached to the flap. The distance between the first guide rail and the second guide rail is larger at the free end than at the fixed end. The aforementioned subject matter of this paragraph characterizes Example 5 of the present disclosure, wherein Example 5 also includes the subject matter according to any one of Examples 1 to 4 above.

[0009] Each of the first guide rail and the second guide rail has a substantially S-shape. The foregoing subject matter of this paragraph characterizes Example 6 of the present disclosure, wherein Example 6 also includes subject matter according to any one of Examples 1 to 5 above.

[0010] The track arm includes a free end and a fixed end. The free end is opposite to the fixed end. The fixed end can be attached to the flap. The fixed end of the track arm includes a spherical bearing. The track arm can be attached to the flap via the spherical bearing. The aforementioned subject matter of this paragraph characterizes Example 7 of the present disclosure, wherein Example 7 also includes the subject matter according to any one of Examples 1 to 6 above.

[0011] The first rail engaging assembly is horizontally and vertically offset from the second rail engaging assembly.The foregoing subject matter of this paragraph characterizes Example 8 of the present disclosure, wherein Example 8 also includes subject matter according to any one of Examples 1 to 7 above.

[0012] Each of the first track engaging assembly and the second track engaging assembly includes a first roller and a second roller. The first guide rail of the track arm is inserted between the first roller and the second roller of the first track engaging assembly. The first roller and the second roller of the first track engaging assembly can roll along the first guide rail. The second guide rail of the track arm is inserted between the first roller and the second roller of the second track engaging assembly. The first roller and the second roller of the second track engaging assembly can roll along the second guide rail. The aforementioned subject matter of this paragraph represents Example 9 of the present disclosure, wherein Example 9 also includes the subject matter according to any one of the above Examples 1 to 8.

[0013] The base includes two plates spaced apart from each other. The track arm is inserted between the two plates and can move between the two plates. The aforementioned subject matter of this paragraph characterizes Example 10 of the present disclosure, wherein Example 10 also includes subject matter according to any one of Examples 1 to 9 above.

[0014] The auxiliary support system further includes at least one wiping pad inserted between one of the two plates and the rail arm and at least one wiping pad inserted between the other of the two plates and the rail arm. The foregoing subject matter of this paragraph characterizes Example 11 of the present disclosure, wherein Example 11 also includes subject matter according to the above-mentioned Example 10.

[0015] An aircraft is further described herein. The aircraft includes a body. The aircraft also includes a wing, which is coupled to the body and extends from the body. The wing includes an outer upper surface and an outer lower surface, the outer upper surface and the outer lower surface defining a lofted profile of the wing. The aircraft further includes a flap, which is coupled to the wing and can be extended from the wing along an extension path including a linear portion and a curved portion. The aircraft also includes an auxiliary support system. The auxiliary support system includes: a base, the base is fixed to the wing within the lofted profile of the wing; a first track engagement assembly, the first track engagement assembly is fixed to the base; a second track engagement assembly, the second track engagement assembly is fixed to the base; and a track arm, the track arm is attached to the flap. The track arm includes a first guide rail that is movably engaged with the first track engagement assembly and a second guide rail that is movably engaged with the second track engagement assembly. The track arm moves along the extension path with the flap and remains within the lofted profile of the wing when the flap is extended from the wing. The foregoing subject matter of this paragraph characterizes Example 12 of the present disclosure.

[0016] The first rail is spaced apart from and not parallel to the second rail. The foregoing subject matter of this paragraph characterizes Example 13 of the present disclosure, wherein Example 13 also includes subject matter according to Example 12 above.

[0017] The wing is fairingless at the auxiliary support system.The foregoing subject matter of this paragraph characterizes Example 14 of the present disclosure, wherein Example 14 also includes subject matter according to any one of Examples 12 to 13 above.

[0018] The flap includes an auxiliary flap hinge around which the flap can rotate. The track arm of the auxiliary support system further includes a spherical bearing. The track arm is attached to the auxiliary flap hinge of the flap via the spherical bearing. The aforementioned subject matter of this paragraph characterizes Example 15 of the present disclosure, wherein Example 15 also includes the subject matter according to any one of Examples 12 to 14 above.

[0019] The aircraft further comprises an actuation system coupled to the wing and the flap. The actuation system is spaced apart from the auxiliary support system along the spanwise direction of the wing. The actuation system can be selectively operated to extend the flap from the wing along the extension path and to retract the flap toward the wing along the extension path. The aforementioned subject matter of this paragraph characterizes Example 16 of the present disclosure, wherein Example 16 also comprises the subject matter according to any one of Examples 12 to 15 above.

[0020] The flap includes an inner end and an outer end opposite to the inner end. The flap extends from the inner end to the outer end in the wingspan direction. The actuation system is coupled to the flap at a position between the inner end and the outer end. The aircraft further includes two auxiliary support systems. The track arm of each auxiliary support system in the two auxiliary support systems is attached to a corresponding one of the inner end and the outer end of the flap. The aforementioned subject matter of this paragraph characterizes Example 17 of the present disclosure, wherein Example 17 also includes the subject matter according to Example 16 above.

[0021] The present invention further describes a flap actuation assembly for actuating a flap relative to a wing of an aircraft. The flap actuation assembly includes an actuation system that can be coupled to the wing and the flap, wherein the actuation system can be selectively operated to extend the flap from the wing along an extension path and retract the flap toward the wing along the extension path. The flap actuation assembly also includes an auxiliary support system. The auxiliary support system includes: a base that can be fixed relative to the wing; a first track engagement assembly that is fixed to the base; a second track engagement assembly that is fixed to the base; and a track arm that is attached to the flap. The track arm includes a first guide rail that is movably engaged with the first track engagement assembly and a second guide rail that is movably engaged with the second track engagement assembly. The distance between the first guide rail and the second guide rail varies along the length of the track arm. The aforementioned subject matter of this paragraph characterizes Example 18 of the present disclosure.

[0022] The wing includes an outer upper surface and an outer lower surface. The outer upper surface and the outer lower surface define a lofted profile of the wing. The track arm is configured to move along the extension path with the flap. The auxiliary support system is configured as a whole to fit within the lofted profile of the wing when the track arm moves along the extension path. The aforementioned subject matter of this paragraph characterizes Example 19 of the present disclosure, wherein Example 19 also includes subject matter according to Example 18 above.

[0023] The actuation system is spatially separated from the auxiliary support system. The foregoing subject matter of this paragraph characterizes Example 20 of the present disclosure, wherein Example 20 also includes subject matter according to any one of Examples 18 to 19 above.

[0024] The features, structures, advantages and / or characteristics of the described subject matter of the present disclosure may be combined in any suitable manner in one or more implementations and / or implementations. In the following description, many specific details are provided to provide a thorough understanding of the embodiments of the subject matter of the present disclosure. Those skilled in the art will recognize that the subject matter of the present disclosure may be practiced in the absence of one or more specific features, details, parts, materials and / or methods of a particular embodiment or implementation. In other cases, additional features and advantages may be recognized in certain embodiments and / or implementations that may not be present in all embodiments or implementations. In addition, in some cases, known structures, materials or operations are not shown or described in detail to avoid blurring the various aspects of the subject matter of the present disclosure. According to the following description and the appended claims, the features and advantages of the subject matter of the present disclosure will become more apparent, or the features and advantages of the subject matter of the present disclosure may be learned by the practice of the subject matter as stated below. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order that the advantages of the subject matter may be more readily understood, a more particular description of the subject matter briefly described above will be rendered by reference to specific embodiments illustrated in the accompanying drawings. Understanding that these drawings depict only typical embodiments of the subject matter and are therefore not to be considered limiting of its scope, the subject matter will be described and explained with additional specificity and detail through the use of the accompanying drawings, in which:

[0026] Figure 1 is a perspective view of an aircraft according to one or more examples of the present disclosure;

[0027] Figure 2 is a perspective view of an aircraft wing with flaps in a retracted position according to one or more examples of the present disclosure;

[0028] Figure 3 is a condition in which the flap is in the extended position according to one or more examples of the present disclosure Figure 2 A three-dimensional view of the wing;

[0029] Figure 4 is a perspective view of a flap actuation assembly of an aircraft with the flaps in a retracted position according to one or more examples of the present disclosure;

[0030] Figure 5 is a condition in which the flap is in the extended position according to one or more examples of the present disclosure Figure 4 A perspective view of a flap actuation assembly;

[0031] Figure 6 is a cross-sectional side view of a wing, flaps, and auxiliary support system of an aircraft according to one or more examples of the present disclosure;

[0032] Figure 7 is a cross-sectional side view of a flap and an auxiliary support system with the flap in a retracted position according to one or more examples of the present disclosure;

[0033] Figure 8 is a condition in which the flap is in the extended position according to one or more examples of the present disclosure Figure 7 A cross-sectional side view of the flap and auxiliary support system;

[0034] Fig. 9 is a perspective view of an auxiliary support system for a flap according to one or more examples of the present disclosure;

[0035] Fig.10 According to one or more examples of the present disclosure Fig. 9 A side view of an auxiliary support system;

[0036] Fig.11 is a top view of an auxiliary support system for a flap according to one or more examples of the present disclosure; and

[0037] Fig.12 is along the lines similar to Fig.10 A cross-sectional rear view of an auxiliary support system for a flap according to one or more examples of the present disclosure, taken along line 12 - 12 . DETAILED DESCRIPTION

[0038] Throughout this specification, references to "one embodiment," "an embodiment," or similar language mean that a particular feature, structure, or characteristic described in conjunction with the embodiment is included in at least one embodiment of the present disclosure. The phrases "in one embodiment," "in an embodiment," and similar language appearing throughout the specification may, but need not, all refer to the same embodiment. Similarly, use of the term "implementation" means an implementation having a particular feature, structure, or characteristic described in conjunction with one or more embodiments of the present disclosure, however, an implementation may be associated with one or more embodiments if there is no clear correlation to indicate otherwise.

[0039] Reference Figure 1, one embodiment of an aircraft 100 is shown. The aircraft 100 may be any of various types of aircraft, such as a commercial aircraft for transporting passengers, a military aircraft for military operations, a private aircraft, etc. As depicted, the aircraft 100 represents a passenger aircraft. The depicted aircraft 100 includes a body 112 (e.g., a fuselage), a pair of wings 114 coupled to and extending from the body 112, a vertical stabilizer 116 coupled to the body 112, and a pair of horizontal stabilizers 118 coupled to the body 112 and / or the vertical stabilizer 116.

[0040] Reference Figures 6 to 8 , each wing 114 includes an outer upper surface 115 and an outer lower surface 117. The outer upper surface 115 is opposite to the outer lower surface 117. In addition, the outer upper surface 115 and the outer lower surface 117 converge at the leading edge 132 of the wing 114. The outer upper surface 115 and the outer lower surface 117 extend chord-wise away from the leading edge 132 and terminate at the tail position. Each wing 114 includes an inner cavity 121 defined between the outer upper surface 115 and the outer lower surface 117. Although not shown, the wing 114 may include an internal structure (such as a longitudinal beam, a wing spars and a rib) within the inner cavity 121 to reinforce and maintain the shape of the wing 114.

[0041] Aircraft 100 further includes a plurality of adjustable elements that may be adjustable aerodynamic surfaces that can be adjusted to change the characteristics of the airflow over, around, and behind the surfaces. For example, each wing 114 has an aileron 124, a flap 126, a spoiler 128, and a slat 130 coupled thereto. Additionally, vertical stabilizer 116 includes a rudder 122, and each horizontal stabilizer 118 includes an elevator 120. In response to controlling the flight of aircraft 100, the relative positions of the adjustable aerodynamic surfaces of the aircraft (such as Figure 1 Those shown in ) should be able to be adjusted precisely.

[0042] Flaps 126 are coupled to wings 114 and are selectively actuatable relative to wings 114 to facilitate desired flight characteristics of aircraft 100. In particular, each flap 126 is extendable away from the corresponding wing 114 into an extended position and retractable toward the corresponding wing 114 into a retracted position. Figure 2 and Figure 7 In the retracted position shown (e.g., flaps up position), the combined camber of the wing 114 and flaps 126 is minimal, which reduces lift and drag. Thus, when the aircraft 100 is cruising at high altitude, the flaps 126 are typically in the retracted position. Figure 3 and Figure 8In the extended position (e.g., flaps down position) shown, the combined camber of the wing 114 and flaps 126 is at a camber greater than a minimum value (e.g., a maximum value), which increases lift and drag. Thus, when the aircraft 100 is flying at lower speeds, such as during arrival, takeoff, and landing, the flaps 126 are typically in the retracted position. To further increase lift and reduce drag, the spoilers 128 may be, for example, Figure 3 Shown elevated.

[0043] Each flap 126 comprises an inner side end 127 and an outer side end 129. The outer side end 129 is relative to the inner side end 127. In some implementations, flap 126 is a long and thin structure with an aerodynamic profile. For example, flap 126 can be elongated in length, extending to the outer side end 129 from the inner side end 127. The cross-sectional shape or the aerodynamic profile of flap 126 are based on the cross-sectional shape or the aerodynamic profile of wing 114. Usually, flap 126 is used as the chord-to-stretching member of wing 114. More specifically, wing 114 comprises a flap slot, and flap 126 is stored in the flap slot in the retracted position. The profile of flap 126 is configured so that in the retracted position, the outer surface of flap 126 is roughly flush with the outer surface of wing 114. In particular, when retracted, flap 126 abuts the trailing end of outer lower surface 117 of wing 114 to form a nearly seamless transition between outer lower surface 117 and flap 126. Similarly, with flap 126 retracted and spoiler 128 lowered, flap 126 abuts spoiler 128, which is hingedly coupled to the trailing end of outer upper surface 115 to form a nearly seamless transition between outer upper surface 115, spoiler 128, and flap 126. Thus, as shown in FIG. Figure 2 As shown, when the flaps 126 are in the retracted position and the spoilers 128 are lowered, the combined cross-sectional profiles of the wing 114, spoilers 128, and flaps 126 define a conventional airfoil shape. Figure 6 As shown, the trailing edge 134 of the flap 126 actually serves as the trailing edge of the wing 114 (as opposed to the leading edge 132 of the wing 114 ).

[0044] The portion of the conventional airfoil shape defined by the wing 114 is defined as the lofted profile of the wing 114. The outer upper surface 115 and the outer lower surface 117 of the wing 114 define the lofted profile of the wing 114. Moreover, the lofted profile of the wing 114 terminates at the trailing edges of the outer upper surface 115 and the outer lower surface 117. Therefore, the lofted profile of the wing 114 does not include the surfaces of the following structures: fairings, bulges, bubbles, sensors, and other extraneous structures that may be attached to or formed on the outer upper surface 115 and the outer lower surface 117. In other words, the lofted profile of the wing 114 is defined only by the gradually curved smooth skin of the outer upper surface 115 and the outer lower surface 117. Any non-smooth or non-gradually curved surfaces (such as those associated with fairings, ridges, blisters, sensors, etc.) interrupt the gradually curved, smoothly lofted profile of wing 114 added to outer upper surface 115 and outer lower surface 117, which may negatively affect the performance and / or control of aircraft 100 by inducing drag and other aerodynamic effects. Therefore, in order to improve the performance and control of aircraft 100, the use of foreign structures that interrupt the gradually curved, smoothly lofted profile of wing 114 should be limited.

[0045] Flap 126 comprises main flap hinge 176, and flap 126 can rotate around main flap hinge 176.Main flap hinge 176 limits main rotation axis, and when flap 126 is actuated by actuating system 140, flap 126 rotates around main rotation axis, and this is described below.In some implementations, main flap hinge 176 is a continuous rod or pin fixed to the leading edge 133 of flap 126, or a plurality of rod segments or pin segments aligned coaxially.The leading edge 133 of flap 126 is relative to the trailing edge 134 of flap 126.Main flap hinge 176 can be supported by the mounting bracket 162 fixed to flap 126.Main flap hinge 176 extends through the aligned hole in the actuating arm of mounting bracket 162 and actuating system 140, so that flap 126 and wing 114 can be rotatably coupled together at main flap hinge 176.

[0046] Reference Figures 3 to 5 , the aircraft 100 further comprises a flap actuation assembly 119, which is configured to actuate the flap 126 relative to the wing 114 coupled to the flap 126. The flap actuation assembly 119 comprises at least one actuation system 140 and at least one auxiliary support system 150. Typically, the actuation system 140 starts and drives the actuation of the flap 126 relative to the wing 114, and when the flap 126 is actuated, the auxiliary support system 150 mechanically supports the flap 126 at the auxiliary position of the flap 126. The auxiliary position of the flap 126 is a position spaced apart adjacently from the actuation system 140 on the flap 126. For example, the actuation system 140 is spaced apart from the auxiliary support system 150 along the span direction of the wing 114.

[0047] The actuation system 140 is selectively operable to extend the flap 126 from the wing 114 along the extension path 144 and to retract the flap 126 toward the wing 114 along the extension path 144 (see, e.g., Figure 8 ). The actuation system 140 includes at least one actuator 141 and various interconnected linkages 143 that are configured to move the flap 126 along an extension path 144 when the actuator 141 is actuated. The actuator 141 can be any of a variety of actuators, such as hydraulically or pneumatically powered linear actuators and / or electric motors.

[0048] The extension path 144 represents the translational movement of the main flap hinge 176 of the flap 126 when the actuator 141 is actuated. Therefore, the link 143 is configured to move the main flap hinge 176 and thereby the entire leading edge 133 of the flap 126 along the extension path 144 when the actuator 141 is actuated. The actuator 141 is actuated in a first mode (e.g., extension) to move the main flap hinge 176 from a retracted position (e.g., see Figure 7 ) along the extension path 144 away from the wing 114 in the extension direction to the extended position (e.g., see Figure 8 ). Similarly, the actuator 141 is actuated in a second mode (eg, retracted) to extend the main flap hinge 176 from the extended position along the extended path 144 toward the wing 114 in a retracted direction opposite to the extended direction to the retracted position. Figure 8 In one implementation, the extension path 144 includes a linear portion 146 (eg, Fowler motion) and a curved portion 148 (eg, curvilinear motion).

[0049] In some implementations, the link 143 is further configured to rotate the flap 126 about the main flap hinge 176 as the main flap hinge 176 moves translationally along the extension path 144. In this manner, the flap 126 can undergo translational and rotational motions as the flap 126 is extended and retracted by the actuation system 140. In one implementation, the flap 126 does not rotate about the main flap hinge 176 when the main flap hinge 176 moves along the linear portion 146 of the extension path 144, and rotates about the main flap hinge 176 when the main flap hinge 176 moves along the curved portion 148 of the extension path 144.

[0050] Because flap 126 is long and thin in some embodiments, so when stretching, flap 126 may be particularly easy to bend or deflect under the load experienced during flight at the inboard end 127 and outboard end 129 (for example, the position farthest from actuation system 140) of flap 126.When flap 126 is stretched during flight, the bending of flap 126 may have a negative impact on the performance and control of aircraft 100.In order to promote the performance and control of aircraft 100, flap 126 is expected to be the same in the motion at all positions along flap 126, and the local deflection of flap 126 should be reduced.Particularly, all positions along flap 126 are expected to experience the same motion along stretching path 144.The auxiliary position of flap 126 that auxiliary support system 150 is connected to flap 126 may be the position that flap 126 is easy to bend and deflect.For example, the auxiliary position of flap 126 may comprise inboard end 127 and outboard end 129 of flap 126. For particularly long flaps 126, one or more additional auxiliary positions may be located between actuation system 140 and one or both of inboard end 127 and outboard end 126. In some embodiments, an auxiliary support system 150 is coupled to flap 126 at each of its designated auxiliary positions.

[0051] Generally, the auxiliary support system 150 is configured to limit deflection and bending of the flap 126 at an auxiliary position of the flap 126 coupled to the auxiliary support system 150 when extended and while extending and retracting during flight. Figures 4 to 12 According to one embodiment, the auxiliary support system 150 (eg, each auxiliary support system 150 of a plurality of auxiliary support systems 150 coupled to a single flap 126 ) includes a base 151 , a first track engagement assembly 180A, a second track engagement assembly 180B, and a track arm 172 .

[0052] The base 151 is immovably fixed to the wing 114. In other words, the base 151 of the auxiliary support system 150 is immovable relative to the wing 114. Figure 7 and Figure 8As shown, the base 151 is located within the inner cavity 121 of the wing 114. The base 151 can be securely fastened to any of the various internal structures of the wing 114 (such as, but not limited to, the inner surface of the skin of the wing 114, the spar, the stringer, the rib, etc.). The size of the base 151 is designed to fit within the lofted profile of the wing 114. In other words, no part of the base 151 extends beyond the lofted profile of the wing 114 or protrudes outside the lofted profile of the wing 114. In the illustrated implementation, the base 151 includes two plates 170 in a spaced arrangement. In other words, the two plates 170 of the base 151 are spaced apart from each other so that a space or gap is defined between the two plates 170. The peripheral shape of the plate 170 may be at least partially complementary to the cross-sectional shape of the inner cavity 121 of the wing 114. In one example, the plate 170 is trapezoidal, triangular or wedge-shaped. The plate 170 may include holes or cutouts for weight reduction purposes and may be made from any of a variety of materials such as steel, aluminum, fiber reinforced composites, and the like.

[0053] The first track engaging assembly 180A and the second track engaging assembly 180B are fixed to the base 151. In the illustrated embodiment, the first track engaging assembly 180A and the second track engaging assembly 180B are inserted between the two plates 170 and are located in the space defined between the two plates 170. The first track engaging assembly 180A is offset or spaced apart from the second track engaging assembly 180B. In the illustrated embodiment, the first track engaging assembly 180A is horizontally and vertically offset from the second track engaging assembly 180B. In some implementations, the horizontal offset is in the chordwise direction of the wing 114, and the vertical offset is in the wing thickness direction perpendicular to the chordwise direction and the spanwise direction of the wing 114. In one embodiment, the first track engaging assembly 180A and the second track engaging assembly 180B are in a fixed position relative to each other and relative to the base 151. However, in other embodiments, the position of the base 151 to which the first track engaging component 180A and / or the second track engaging component 180B is fixed can be adjustable so that the offset between the first track engaging component 180A and the second track engaging component 180B is adjustable. For example, the adjustability of the position of the first track engaging component 180A and / or the second track engaging component 180B relative to each other can be implemented using any of a variety of mechanical or electromechanical devices.

[0054] Reference Figures 9 to 12, each of the first track engaging assembly 180A and the second track engaging assembly 180B includes a first roller 181 and two second rollers 183. The first roller 181 is centered between the plates 170, and the second roller 183 of each of the first track engaging assembly 180A and the second track engaging assembly 180B is eccentric between the plates 170. The first roller 181 of each of the first track engaging assembly 180A and the second track engaging assembly 180B is rotatably coupled to the two plates 170 of the base 151. In one implementation, as Fig.12 As shown, the first roller 181 is rotatably coupled to the first track engaging assembly 180A and the second track engaging assembly 180B via corresponding spindles 198. The spindles 198 are coupled to the two plates 170 and span the entire gap between the plates 170. In some implementations, each spindle 198 includes two or more spindle segments, such as one spindle segment on each side of each first roller 181.

[0055] The two second rollers 183 of each of the first track engaging assembly 180A and the second track engaging assembly 180B are rotatably coupled to the corresponding plate 170. Fig.12 In the illustrated implementation, each of the second rollers 183 is rotatably coupled to a corresponding one of the first and second track engaging assemblies 180A, 180B via a corresponding spindle 199. Each of the spindles 199 spans only a portion of the gap between the plates 170. The rollers 183 of each of the first and second track engaging assemblies 180A, 180B are coaxially aligned.

[0056] Each of the spindles 198 and 199 may include various features (such as rods, bearings, etc.) configured to facilitate relative rotation of the corresponding roller relative to the base 151. Each of the first roller 181 and the second roller 183 includes a cylinder configured to roll along a surface. In some implementations, one or more of the first roller 181 and the second roller 183 includes a friction-inducing surface or material to reduce slippage between the roller and the surface on which the roller rolls.

[0057] The track arm 172 of the auxiliary support system 150 is an elongated structure extending longitudinally from a fixed end 190 to a free end 192. The free end 192 including the free end is opposite to the fixed end 190 including the fixed end. The middle portion of the track arm 172 is located between the fixed end 190 and the free end 192. Figure 5, fixed end 190 is attached to flap 126 at auxiliary flap hinge 164 of flap 126. Auxiliary flap hinge 164 defines auxiliary rotation axis, and when flap 126 is actuated by actuation system 140, flap 126 rotates around the auxiliary rotation axis. Auxiliary flap hinge 164 can be coaxial with main flap hinge 176, or parallel and offset with main flap hinge 176. In some implementations, auxiliary flap hinge 164 is a continuous rod or pin fixed near the leading edge 133 of flap 126, or a plurality of rod segments or pin segments aligned coaxially. Auxiliary flap hinge 164 can be supported by mounting bracket 160 fixed to auxiliary position (for example, one of inboard end 127 or outboard end 129 of flap 126). The auxiliary flap hinge 164 extends through aligned holes in the mounting bracket 160 and the spherical bearing 175 of the fixed end 190 of the track arm 172 to rotatably and swingably couple the flap 126 and the track arm 172 together at the auxiliary flap hinge 164 .

[0058] The spherical bearing 175 is coupled to the fixed end 190, such as by press-fitting the spherical bearing 175 into a hole formed in the fixed end 190. The spherical bearing 175 can be one of various types of spherical bearings (e.g., spherical ball bearings, spherical roller bearings, spherical plain bearings, and rod ends), which have an element that can be movably contained in a housing and can rotate relative to the housing around any two orthogonal axes. In other words, the spherical bearing 175 allows rotation around an axis of any multiple angle orientations. Therefore, when the flap 126 is coupled to the track arm 172 by the spherical bearing 175, the spherical bearing 175 promotes the rotational movement of the flap 126 relative to the track arm 172 and the angle or swinging movement of the flap 126 relative to the track arm 172. In this way, the spherical bearing 175 accommodates the off-axis rotation of the flap 126 relative to the track arm 172 to reduce the combination between the flap 126 and the track arm 172 when the flap 126 is extended and retracted.

[0059] The track arm 172 further includes a first rail 174A and a second rail 174B. The first rail 174A is spaced apart from and not parallel to the second rail 174B. Both the first rail 174A and the second rail 174B are elongated and extend in a length direction along the track arm 172. The first rail 174A and the second rail 174B are spaced apart by a web 177, which extends between the first rail 174A and the second rail 174B and couples the first rail 174A and the second rail 174B together. According to one implementation, the track arm 172 is configured as a non-linear I-beam, wherein the first rail 174A is defined by an upper flange of the I-beam, and the second rail 174B is defined by a lower flange of the I-beam. In other words, the track arm 172 can have a generally I-shaped cross-section along a plane perpendicular to the length of the track arm 172, such as Fig.12 shown.

[0060] Reference Fig.10 , the first rail 174A is not parallel to the second rail 174B because the distance D between the first rail 174A and the second rail 174B changes along at least a portion of the length of the track arm 172. In one implementation, the distance D is greater at the free end 192 than at the fixed end 190. In other words, the distance D increases along a portion of the length of the track arm 172 in a direction from the fixed end 190 toward the free end 192 (e.g., the first rail 174A and the second rail 174B diverge from each other). In some implementations, the distance D is constant along the portion of the length of the track arm 172 located near the fixed end 190, and the distance D gradually increases along the portion of the length of the track arm 172 located near the free end 192 in a direction away from the fixed end 190 toward the free end 192. In other implementations, the distance D gradually increases along the entire or substantially the entire length of the track arm 172 in a direction away from the fixed end 190 toward the free end 192.

[0061] According to one embodiment, the first guide rail 174A and the second guide rail 174B are non-linear. In other words, the first guide rail 174A and the second guide rail 174B have at least one bend. In the illustrated implementation, the first guide rail 174A and the second guide rail 174B each have a substantially S-shape. For example, the portion of the first guide rail 174A and the second guide rail 174B located near the fixed end 190 may be bent in one direction (e.g., bent upward), and the portion of the first guide rail 174A and the second guide rail 174B located near the free end 192 may be bent in the opposite direction (e.g., bent downward).

[0062] Each of the first rail 174A and the second rail 174B defines an outer surface and an inner surface. In particular, the first rail 174A includes an outer surface 194A and an inner surface 196A. The outer surface 194A is opposite to the inner surface 196A, but parallel to the inner surface 196A. In other words, the thickness of the first rail 174A is constant along the length of the first rail 174A. In addition, the second rail 174B includes an outer surface 194B and an inner surface 196B. The outer surface 194B is opposite to the inner surface 196B, but parallel to the inner surface 196B. In other words, the thickness of the second rail 174B is constant along the length of the second rail 174B.

[0063] The rail arm 172 is movably held relative to the base 151 by engagement between the first rail 174A and the second rail 174B and the first rail engaging assembly 180A and the second rail engaging assembly 180B, respectively. The rollers of the first rail engaging assembly 180A and the rollers of the second rail engaging assembly 180B roll along the outer surface and the inner surface of the first rail 174A and the second rail 174B, respectively. In particular, the first roller 181 of the first rail engaging assembly 180A rolls along the outer surface 194A of the first rail 174A, the second roller 183 of the first rail engaging assembly 180A rolls along the inner surface 196A of the first rail 174A, the first roller 181 of the second rail engaging assembly 180B rolls along the outer surface 194B of the second rail 174B, and the second roller 183 of the second rail engaging assembly 180B rolls along the inner surface 196B of the second rail 174B. The first roller 181 and the second roller 183 of the first track engaging assembly 180A are spatially positioned relative to each other so that the first rail 174A can actually be movably clamped and inserted between the first roller 181 and the second roller 183 of the first track engaging assembly 180A. Similarly, the first roller 181 and the second roller 183 of the second track engaging assembly 180B are spatially positioned relative to each other so that the second rail 174B can actually be movably clamped and inserted between the first roller 181 and the second roller 183 of the second track engaging assembly 180B. The offset between the first track engaging assembly 180A and the second track engaging assembly 180B and the arm engagement provided by the first track engaging assembly 180A and the second track engaging assembly 180B cause the rail arm 172 to be constrained both horizontally and vertically, preventing it from being disengaged from the base 151.

[0064] Reference Figure 7 and Figure 8 , at flap 126 from Figure 7 The contraction position in Figure 8174A and 174B to help facilitate movement of the track arm 172 relative to the base 151. The offset of the first and second track engaging assemblies 180A, 180B and the curved and diverging nature of the first and second tracks 174A, 174B cause the fixed end 190 of the track arm 172 to move along the extension path 144 of the flap 126. For example, engagement between the rollers of the first and second track engaging assemblies 180A, 180B and the first portion of the track arm 172 that does not have diverging tracks results in generally linear movement of the fixed end 190 along the linear portion 146 of the extension path 144. However, once the roller reaches the second portion of the track arm 172 having the diverging guide track, the engagement between the roller and the guide track produces a generally curved movement of the fixed end 190 along the curved portion 148 of the extension path 144. While moving along the extension path 144, the flap 126 is rotated by the actuation system 140, which translates into a rotation of the flap 126 about the auxiliary flap hinge 164. In a similar manner, the engagement between the roller and the track arm 172 causes the fixed end 190 of the track arm 172 to follow the extension path 144 and return from the extended position to the retracted position.

[0065] The degree of curvature of the first and second rails 174A, 174B, the divergence rate of the first and second rails 174A, 174B, and the divergence position along the track arm 172 can affect the shape of the path of travel of the fixed end 190 of the track arm 172. For example, increasing the divergence rate can result in a sharper radius of the bend 148 of the extension path 144. As another example, diverging the first and second rails 174A, 174B at different positions along the track arm 172 can cause the bend 148 to begin earlier or later in the extension path 144.

[0066] The divergent dual-track configuration of the track arm 172 facilitates the extension of the flap 126 along the extension path 144 and the retraction of the flap 126 along the extension path 144, while no portion of the auxiliary support system 150 extends beyond the lofted profile of the wing 114. Because no portion of the auxiliary support system 150 extends beyond the lofted profile of the wing 114, no fairing, protrusion or cover on the surface of the wing 114 is required to cover the auxiliary support system 150. In other words, unlike some conventional systems for supporting flaps (which require wing fairings), the auxiliary support system 150 is actually a fairing-free system, or in other words, the wing 114 is faired-free at the auxiliary support system 150.

[0067] In some implementations, the auxiliary support system 150 further includes at least one wiping pad 163 inserted between at least one plate 170 and the track arm 172. In the illustrated implementation, one wiping pad 163 is inserted between one plate 170 and the track arm 172, and one wiping pad 163 is inserted between another plate 170 and the track arm 172. Under certain operating conditions, the flap 126 can move laterally relative to the wing 114 in the span direction. Such movement may cause the track arm 172 to also move in the same lateral direction. If the track arm 172 moves laterally, the wiping pad 163 is configured to contact the track arm 172 before the track arm 172 can contact the plate 170. Therefore, the wiping pad 163 prevents the track arm 172 from contacting or rubbing the plate 170. In some implementations, the wiping pad 163 is made of a resilient and / or elastic material (such as a polymer material). Compared with the track arm 172 and the plate 170, the wiping pad 163 can be more easily replaced if worn.

[0068] In the above description, certain terms may be used, such as "upward", "downward", "up", "down", "horizontal", "vertical", "left", "right", "above", "below", etc. Where applicable, these terms are used to provide some clear description when dealing with relative relationships. However, these terms are not meant to imply absolute relationships, positions and / or orientations. For example, for an object, the "upper" surface can become the "lower" surface simply by turning the object over. Nevertheless, it is still the same object. In addition, the terms "include", "comprise", "have" and their variations mean "including but not limited to", unless otherwise expressly stated. Unless otherwise expressly stated, the list of enumerated items does not mean that any or all items are mutually exclusive and / or mutually inclusive. Unless otherwise expressly stated, the terms "one", "an" and "the" also refer to "one or more". In addition, the term "multiple" can be defined as "at least two". Moreover, unless otherwise stated, as defined herein, multiple specific features do not necessarily mean the entire set of specific features or each specific feature of a category.

[0069] In addition, examples of an element "connected" to another element in this specification may include direct and indirect connections. Direct connection may be defined as an element connected to another element and in contact with the other element. Indirect connection may be defined as a connection between two elements that is not in direct contact with each other, but has one or more additional elements between the connecting elements. In addition, as used herein, fastening an element to another element may include direct fastening and indirect fastening. In addition, as used herein, "adjacent" does not necessarily mean contact. For example, an element may be adjacent to another element without contacting the element.

[0070] As used herein, the phrase "at least one of..." when used with a list of items means that different combinations of one or more of the listed items may be used, and only one item in the list may be required. The item may be a specific object, thing, or category. In other words, "at least one of..." means that any combination of items or numbers of items may be used from the list, but not all items in the list may be required. For example, "at least one of item A, item B, and item C" may mean: item A; item A and item B; item B; item A, item B, and item C; or item B and item C. In some cases, "at least one of item A, item B, and item C" may mean (for example, but not limited to): two items of item A, one item of item B, and ten items of item C; four items of item B and seven items of item C; or some other suitable combination.

[0071] Unless otherwise indicated, the terms "first", "second", etc. are used herein merely as labels and are not intended to impose order, position, or hierarchical requirements on the items to which these terms refer. Moreover, reference to, for example, a "second" item does not require or preclude the presence of, for example, a "first" or lower-numbered item and / or, for example, a "third" or higher-numbered item.

[0072] As used herein, a system, device, structure, article, element, component, or hardware that is "configured to" perform a specified function is actually capable of performing the specified function without any changes, rather than merely having the potential to perform the specified function after further modification. In other words, a system, device, structure, article, element, component, or hardware that is "configured to" perform a specified function is specifically selected, created, implemented, utilized, programmed, and / or designed for the purpose of performing a specified function. Function. As used herein, "configured to" means an existing characteristic of a system, device, structure, article, element, component, or hardware that enables the system, device, structure, article, element, component, or hardware to perform a specified function without further modification. For the purposes of this disclosure, a system, device, structure, article, element, component, or hardware that is described as "configured to" perform a particular function may additionally or alternatively be described as "suitable for" and / or "operable to" perform this function.

[0073] The subject matter may take other specific forms without departing from the spirit or essential characteristics of the invention. The described embodiments should be considered in all respects as merely illustrative and not restrictive. All changes within the meaning and equivalent range of the claims are included within their scope.

[0074] According to one aspect of the present disclosure, there is provided an auxiliary support system for a flap connected to a wing of an aircraft, the auxiliary support system comprising: a base, which can be fixed relative to the wing; a first track engaging assembly, which is fixed to the base; a second track engaging assembly, which is fixed to the base; and a track arm, which can be attached to the flap and comprises a first guide rail movably engaged with the first track engaging assembly and a second guide rail movably engaged with the second track engaging assembly, wherein the first guide rail is spaced apart from and not parallel to the second guide rail.

[0075] The auxiliary support system is further disclosed, wherein the first rail and the second rail are non-linear.

[0076] The auxiliary support system is further disclosed, wherein the track arm includes a free end and a fixed end; the free end is opposite to the fixed end; the fixed end can be attached to the flap; and the first guide rail and the second guide rail diverge at a position away from the fixed end.

[0077] The auxiliary support system is further disclosed, wherein the first guide rail of the track arm is slidably engaged with the first track engaging assembly; the second guide rail of the track arm is slidably engaged with the second track engaging assembly; and the slidable engagement between the first guide rail and the first track engaging assembly and between the second guide rail and the second track engaging assembly maintains the fixed end of the track arm within an extension path including a linear portion and a curved portion.

[0078] The auxiliary support system is further disclosed, wherein the track arm includes a free end and a fixed end; the free end is opposite to the fixed end; the fixed end can be attached to the flap; and the distance between the first guide rail and the second guide rail is larger at the free end than at the fixed end.

[0079] The auxiliary support system is further disclosed, wherein each of the first rail and the second rail has a substantially S-shape.

[0080] The auxiliary support system is further disclosed, wherein the track arm includes a free end and a fixed end; the free end is opposite to the fixed end; the fixed end can be attached to the flap; the fixed end of the track arm includes a spherical bearing; and the track arm can be attached to the flap via the spherical bearing.

[0081] The auxiliary support system is further disclosed wherein the first track engaging assembly is horizontally and vertically offset from the second track engaging assembly.

[0082] The auxiliary support system is further disclosed, wherein each of the first track joint assembly and the second track joint assembly includes a first roller and a second roller; the first guide rail of the track arm is inserted between the first roller and the second roller of the first track joint assembly, wherein the first roller and the second roller of the first track joint assembly can roll along the first guide rail; and the second guide rail of the track arm is inserted between the first roller and the second roller of the second track joint assembly, wherein the first roller and the second roller of the second track joint assembly can roll along the second guide rail.

[0083] The auxiliary support system is further disclosed, wherein the base includes two plates spaced apart from each other; and the track arm is inserted between the two plates and is movable between the two plates.

[0084] The auxiliary support system is further disclosed and includes at least one wiping pad inserted between one of the two plates and the track arm and at least one wiping pad inserted between the other of the two plates and the track arm.

[0085] According to another aspect of the present disclosure, an aircraft is provided, the aircraft comprising: a body; a wing, the wing being connected to the body and extending from the body, wherein the wing comprises an outer upper surface and an outer lower surface, the outer upper surface and the outer lower surface defining a lofted profile of the wing; a flap, the flap being connected to the wing and being extendable from the wing along an extension path comprising a linear portion and a curved portion; and an auxiliary support system, the auxiliary support system comprising: a base, the base being fixed to the wing within the lofted profile of the wing; a first track engaging assembly, the first track engaging assembly being fixed to the base; a second track engaging assembly, the second track engaging assembly being fixed to the base; and a track arm, the track arm being attached to the flap and comprising a first guide rail movably engaged with the first track engaging assembly and a second guide rail movably engaged with the second track engaging assembly, wherein the track arm moves along the extension path with the flap and remains within the lofted profile of the wing when the flap is extended from the wing.

[0086] The aircraft is further disclosed wherein the first rail is spaced apart from and non-parallel to the second rail.

[0087] The aircraft is further disclosed wherein the wing is un-faired at the auxiliary support system.

[0088] The aircraft is further disclosed, wherein the flap comprises an auxiliary flap hinge about which the flap can rotate; the track arm of the auxiliary support system further comprises a spherical bearing; and the track arm is attached to the auxiliary flap hinge of the flap via the spherical bearing.

[0089] The aircraft is further disclosed, comprising an actuation system coupled to the wing and the flap, wherein the actuation system is spaced apart from the auxiliary support system in a spanwise direction along the wing; and the actuation system is selectively operable to extend the flap from the wing along the extension path and to retract the flap toward the wing along the extension path.

[0090] The aircraft is further disclosed, wherein the flap includes an inner end and an outer end opposite to the inner end; the flap extends from the inner end to the outer end in the span direction; the actuation system is connected to the flap at a position between the inner end and the outer end; the aircraft further includes two auxiliary support systems; the track arm of each of the two auxiliary support systems is attached to a corresponding one of the inner end and the outer end of the flap.

[0091] According to another aspect of the present disclosure, a flap actuation assembly for actuating a flap relative to a wing of an aircraft is provided, the flap actuation assembly comprising an actuation system that can be connected to the wing and the flap, wherein the actuation system can be selectively operated to extend the flap from the wing along an extension path and retract the flap toward the wing along the extension path; and an auxiliary support system, the auxiliary support system comprising: a base that can be fixed relative to the wing; a first track engagement assembly that is fixed to the base; a second track engagement assembly that is fixed to the base; and a track arm that is attached to the flap and includes a first guide rail that is movably engaged with the first track engagement assembly and a second guide rail that is movably engaged with the second track engagement assembly, wherein a distance between the first guide rail and the second guide rail varies along the length of the track arm.

[0092] The flap actuation assembly is further disclosed, wherein the wing includes an outer upper surface and an outer lower surface; the outer upper surface and the outer lower surface define a lofted profile of the wing; the track arm is configured to move along the extension path with the flap; and the auxiliary support system as a whole is configured to fit within the lofted profile of the wing when the track arm moves along the extension path.

[0093] The flap actuation assembly is further disclosed, wherein the actuation system is spatially separated from the auxiliary support system.

Claims

1. An auxiliary support system for a flap coupled to a wing of an aircraft, the auxiliary support system comprising: a base, the base being fixable relative to the wing; a first track engaging assembly secured to the base; a second track engaging assembly secured to the base; as well as a track arm attachable to the flap and comprising a first rail movably engaged with the first rail engagement assembly and a second rail movably engaged with the second rail engagement assembly, wherein the first rail is spaced apart from and non-parallel to the second rail, wherein: The track arm includes a free end and a fixed end; The free end portion is opposite to the fixed end portion; The fixed end is attachable to the flap; and The first guide rail and the second guide rail diverge at a position away from the fixed end so that the distance between the inner surface of the first guide rail and the inner surface of the second guide rail is larger at the free end than at the fixed end to affect the shape of the travel path of the fixed end of the track arm.

2. The auxiliary support system according to claim 1, wherein: The first guide rail and the second guide rail are non-linear.

3. The auxiliary support system according to claim 1, wherein: The first rail of the track arm is slidably engaged with the first track engagement assembly; The second rail of the track arm is slidably engaged with the second track engagement assembly; and The slidable engagement between the first rail and the first rail engaging assembly and between the second rail and the second rail engaging assembly retains the fixed end of the rail arm within an extended path including a linear portion and a curved portion.

4. The auxiliary support system according to claim 1, wherein: Each of the first rail and the second rail has a generally S-shape.

5. The auxiliary support system according to claim 1, wherein: The fixed end of the track arm includes a spherical bearing; and The track arm can be attached to the flap via the spherical bearing.

6. The auxiliary support system according to claim 1, wherein: The first rail engaging assembly is horizontally and vertically offset from the second rail engaging assembly.

7. The auxiliary support system according to claim 1, wherein: Each of the first rail engaging assembly and the second rail engaging assembly includes a first roller and a second roller; The first rail of the rail arm is inserted between the first roller and the second roller of the first rail engaging assembly, wherein the first roller and the second roller of the first rail engaging assembly are capable of rolling along the first rail; and The second rail of the rail arm is inserted between the first roller and the second roller of the second rail engaging assembly, wherein the first roller and the second roller of the second rail engaging assembly are capable of rolling along the second rail.

8. The auxiliary support system according to claim 1, wherein: The base includes two plates spaced apart from each other; and The track arm is inserted between the two plates and is movable between the two plates.

Images