Method of deploying and retracting a spoiler for an aircraft wing

Abstract

The invention relates to an aircraft wing comprising a wing structure and a spoiler. The spoiler is movable between a stowed configuration and a deployed configuration in a "pop-up" manner. The spoiler comprises a hinged top flap movable between a first position, in which the hinged top flap is constrained by an actuator, and a second position, in which the hinged top flap is unconstrained by the actuator. When the hinged top flap is in the second position, airflow across the top surface of the aircraft wing acts to pull the spoiler to the deployed position. The invention also relates to a method of deploying a stowed spoiler in an aircraft wing and a method of retracting a deployed spoiler in an aircraft wing.

Description

Technical Field

[0001] This disclosure relates to an aircraft wing with movable spoilers, a method for deploying and retracting spoilers in the aircraft wing, and a method for retracting deployed spoilers. Background Technology

[0002] Aircraft may be equipped with movable spoilers attached to the wing structure. Spoilers can be used to provide load reduction during flight, for example, in the event of gusts. Typically, spoilers can be moved from a retracted configuration to a deployed or load-reducing configuration on the wing. Once the reason for entering the load-reducing configuration has passed, it is generally desirable to move the spoilers back into the retracted configuration.

[0003] Some aircraft may be able to detect approaching gusts and deploy spoilers accordingly. However, the deployment speed of spoilers depends on many factors for different aircraft. For example, many commercial airliners cruise at around Mach 0.8. Therefore, an aircraft may encounter a gust very shortly after detecting it (e.g., a fraction of a second). Thus, to provide load relief from such gusts, it is desirable to deploy spoilers as quickly as possible.

[0004] Actuators, such as electromechanical actuators, can be used to move spoilers between different configurations, such as between a retracted and deployed configuration. The actuator can move the spoiler in response to the detection of an approaching gust of wind. However, such actuators may require significant load capacity and / or power capacity, especially to deploy the spoiler quickly enough to provide adequate load relief. Generally, the greater the load capacity and / or power capacity required by the actuator, the larger and heavier the actuator will be. Including a large and heavy (and potentially complex) actuator system on an aircraft may reduce or negate some or all of the aerodynamic benefits derived from the movable spoiler itself. Furthermore, onboard space is an important consideration regarding the aircraft.

[0005] This invention seeks to alleviate one or more of the aforementioned problems. Alternatively or additionally, this invention seeks to provide improved aircraft and aircraft wings. Summary of the Invention

[0006] According to a first aspect, the present invention provides an aircraft wing, including a wing structure and a spoiler, the spoiler being movable relative to the wing structure between a retracted configuration and an deployed configuration, wherein the spoiler includes an articulated top flap movable between a first position and a second position, wherein in the first position the articulated top flap is constrained by an actuator, and in the second position the articulated top flap is not constrained by an actuator, wherein when the spoiler is in the retracted configuration the articulated top flap is in the first position, and when the spoiler is in the deployed position the articulated top flap is in the second position.

[0007] In the retracted configuration, the upper surface of the articulated top flap can be a continuation of the upper surface of the wing structure. A smooth transition from the wing structure to the spoiler may exist. Actuators can be arranged to control the movement of the articulated top flap between a first position and a second position. Actuators can be arranged to hold the articulated top flap in the first position when the spoiler is in the retracted configuration. Actuators can be arranged to allow the articulated top flap to move to the second position before the spoiler moves to the deployed position.

[0008] In a deployed configuration, the spoiler can be moved relative to the wing structure, thereby reducing the load on the wing. In some cases, the upper surface of the spoiler moves away from the upper surface of the wing structure in the deployed configuration. The spoiler can move upward from a retracted configuration to a deployed configuration. The spoiler can move downward from a deployed configuration to a retracted configuration. Those skilled in the art will understand that the upward and downward directions are references to the general orientation of the wings of an aircraft in use.

[0009] The movement of the articulated top flap to the second position may be caused by negative pressure on the upper surface of the aircraft wing. During flight, negative pressure exists on the upper surface of the wing. This negative pressure generates an upward lift force that causes the articulated top flap to enter the second position. In the retracted configuration, the actuator resists the upward lift force on the articulated top flap, and the articulated top flap remains in place. Once the actuator no longer constrains the movement of the articulated top flap, the upward lift force moves the top flap to the second position. In the second position, the articulated top flap can be arranged such that it blocks airflow across the aircraft wing. A spoiler can be arranged to extend away from the retracted configuration and into the deployed configuration under the negative pressure acting on the articulated top flap. The spoiler may include a linear guidance mechanism, such as one or more linear bearing raceways, to constrain the movement of the spoiler. The linear guidance mechanism can be arranged to constrain the movement of the spoiler in a direction approximately perpendicular to the top surface of the aircraft wing. Alternatively or additionally, a linear guidance mechanism can be oriented to guide the movement of the spoiler in any direction determined by those skilled in the art as desired. Constraining the spoiler to move along a linear path between the retracted and deployed positions can advantageously allow the spoiler to be positioned more directly in the retracted position. For example, if a non-linear deployment path is followed, this placement might require the spoiler to include cutouts to prevent contamination during movement. A linear path between the retracted and deployed positions avoids the need for increased structural complexity. A linear path also allows the spoiler to form a better seal with the surrounding top surface of the aircraft wing more directly. The upward lift force on the spoiler can be substantial. For example, the upward lift force applied over the area of ​​the spoiler could be on the order of 900 Newtons. The spoiler utilizes this aerodynamic force, allowing deployment under the influence of aerodynamic forces. Therefore, compared to known mechanisms, the spoiler can deploy much faster during flight. Spoiler actuation devices can allow the spoiler to deploy in less than one second. In some cases, the spoiler can deploy in less than 0.2 seconds. In some examples, the spoiler can deploy in about 0.1 seconds. Therefore, the spoiler can be considered a "pop-up" spoiler.

[0010] By using aerodynamic forces to assist in the deployment of the spoiler, the size and / or weight of the actuator can be reduced. In particular, since the actuator only needs to retract the spoiler, rather than power its rapid deployment, a smaller and / or less powerful actuator can be used. The need for rapid spoiler retraction may be less than the need for rapid spoiler deployment, and the present invention can take advantage of this asymmetry to use a smaller and / or less powerful actuator.

[0011] By reducing spoiler deployment time, spoilers can react more effectively to temporal aerodynamic events such as gusts. For example, an impending gust can be detected (e.g., using LiDAR, or other gust detection technologies), and in response, spoilers can be deployed rapidly to reduce and mitigate gust loads. Mitigating gust loads can reduce wing structural deformation (e.g., due to wing bending moment). This can allow for a lighter fuselage. Alternatively or concurrently, this can enable wings to have a relatively large wingspan without necessarily incurring an associated weight loss, as the wings can be designed for a lower order of magnitude of maximum load. Furthermore, mitigating gust loads can improve dynamic flight performance and / or passenger comfort.

[0012] The spoiler can be arranged such that, as part of a movement from a deployed position to a retracted position, the articulated top flap moves to a first position before any retraction of the spoiler. Moving the articulated top flap to the first position opens an air gap in the spoiler. This air gap reduces the actuating force required to move the spoiler from the deployed configuration to the retracted configuration. The spoiler can be arranged such that when the articulated top flap is in the second position, an air dam closes the air gap present when the articulated top flap is in the first position.

[0013] An actuator may be arranged to move the spoiler from a deployed configuration to a retracted configuration. The actuator may include a clutch arrangement that allows free movement in one direction when the spoiler moves to the deployed configuration. The clutch arrangement may be configured to engage with a drive mechanism to allow the spoiler to retract into the retracted configuration. The clutch mechanism may be arranged to lock to prevent movement of the articulated top flap between a first position and a second position. The clutch mechanism may include a claw clutch. The claw clutch may include a ramp-type claw clutch such that rotational movement of one portion of the claw clutch relative to another portion increases or decreases the overall width of the claw clutch. The clutch mechanism may include a spring, such as a wave spring or a coil spring. The clutch mechanism may include a series of friction clutch plates. The clutch mechanism may include each of a ramp-type claw clutch, a spring, and a series of friction clutch plates. The spring may be sandwiched between the ramp-type claw clutch and the series of friction clutch plates. Such an arrangement may be configured such that rotational movement of the claw clutch in a first direction increases the width of the claw clutch, thereby compressing the spring and increasing friction between the friction clutch plates for engagement with the friction clutch plates. The rotational movement of the claw clutch in the second direction reduces the overall width of the claw clutch, thereby reducing the compression of the spring and thus reducing the friction between the friction clutch plates to allow the friction clutch plates to move relative to each other. The actuator may include a cable and a cable reel. The cable may be attached at one end to the articulated top flap and at the other end to the cable reel. When the spoiler is in the retracted position, the cable may remain taut to hold the articulated top flap in a first position. The cable tension may be released to allow the articulated top flap to move to a second position and to allow the spoiler to move unimpeded to the deployed position. To retract the spoiler, the cable may be taut to first pull the articulated top flap to the first position. This opens an air gap in the spoiler, thereby reducing the actuating force required to retract the spoiler. The cable may be wound around the cable reel to retract the spoiler to the retracted position. Once in the retracted position, the cable may remain taut to hold the articulated top flap in the first position. The cable reel can be mechanically connected to some of the friction clutch plates in a series of friction clutch plates. The clutch mechanism can be operated to allow free movement of the cable reel, for example, allowing the cable to be unwound from the cable reel when the spoiler is moved to the deployed position. The clutch mechanism can also be operated to engage with the cable reel and provide rotational power to the cable reel, for example, driving the cable reel to rotate and wind the cable around the cable reel when the spoiler is moved to the retracted position. The actuator can be arranged to allow the spoiler to be redeployed midway through the retraction process. Except starting from an initial position different from the retracted position, redeploying the spoiler midway through the retraction process can substantially match the spoiler's deployment from a retracted configuration to an deployed configuration.

[0014] An aircraft wing may include multiple spoilers as described above. These spoilers may be associated with a common drive mechanism, allowing simultaneous deployment and retraction of the spoilers. Alternatively, each spoiler may be associated with a separate drive mechanism. In such an arrangement, if one individual drive mechanism fails, the remaining spoilers may still remain operational. Furthermore, providing separate drive mechanisms allows for individual control of the spoilers—which may be preferred depending on flight conditions. For example, a smaller gust may require only some of the spoilers to deploy, while a larger gust may require all of them to deploy.

[0015] The wing structure may include folding wingtips. In other cases, the wing structure includes a fixed wing structure.

[0016] According to a second aspect, the present invention provides a method for deploying a retracted spoiler in an aircraft wing, as described in the first aspect of the present invention, the method comprising the steps of: disengaging an actuator so that a hinged top flap is unrestrained, thereby allowing negative air pressure to move the hinged top flap to a second position, the negative air pressure acting on the spoiler to move the spoiler to the deployed position.

[0017] The actuator may include a clutch mechanism, wherein the clutch mechanism is operable between an engagement mode and a disengagement mode, wherein in the engagement mode the articulated top flap is constrained by the actuator, and in the disengagement mode the articulated top flap is not constrained by the actuator, and the method includes the step of moving the clutch mechanism from the engagement mode to the disengagement mode.

[0018] A method for retracting deployed spoilers in an aircraft wing, an aircraft wing according to a first aspect of the invention, the method comprising the steps of: engaging an actuator such that an articulated top flap is constrained by the actuator and moved to a first position.

[0019] The actuator may include a clutch mechanism, wherein the clutch mechanism is operable between an engagement mode and a disengagement mode, in which the articulated top flap is constrained by the actuator, and in the disengagement mode, the articulated top flap is not constrained by the actuator, and the method includes the step of moving the clutch mechanism from the disengagement mode to the engagement mode.

[0020] According to a fourth aspect, the present invention provides an aircraft wing including a wing structure and a spoiler movable relative to the wing structure between a retracted configuration and a deployed configuration, wherein the spoiler includes an actuator configured between an engaged mode and a disengaged mode, wherein in the engaged mode the actuator is arranged to restrict movement of the spoiler and / or move the spoiler between the retracted and deployed configurations, while in the disengaged mode the actuator allows the spoiler to move freely.

[0021] The actuator may be arranged to move the spoiler from a deployed configuration to a retracted configuration. The actuator may include a clutch arrangement that, when the actuator is in a disengaged mode, allows free movement in one direction as the spoiler moves to the deployed configuration. The movement of the spoiler in the deployed configuration may be caused by negative air pressure on the top outer surface of the wing structure.

[0022] When the actuator is in engaged mode, the clutch arrangement can be configured to engage with the drive mechanism to allow the spoiler to retract into a stowed configuration. When the actuator is in engaged mode, the clutch mechanism can be arranged to lock to prevent movement of the spoiler. The clutch mechanism may include a claw clutch. The claw clutch may include a ramp-type claw clutch, such that rotational movement of one portion of the claw clutch relative to another portion increases or decreases the overall width of the claw clutch. The clutch mechanism may include a spring, such as a wave spring or a coil spring. The clutch mechanism may include a series of friction clutch plates. The clutch mechanism may include each of a ramp-type claw clutch, a spring, and a series of friction clutch plates. The spring may be positioned between the ramp-type claw clutch and the series of friction clutch plates. Such an arrangement can be configured such that rotational movement of the claw clutch in a first direction increases the width of the claw clutch, thereby compressing the spring and increasing friction between the friction clutch plates for engagement. Rotational movement of the claw clutch in a second direction can decrease the overall width of the claw clutch, thereby reducing compression of the spring and thus reducing friction between the friction clutch plates to allow movement of the friction clutch plates relative to each other. The actuator may include a cable and a cable reel. The cable may be attached to the spoiler at one end and to the cable reel at the other end. When the spoiler is in the retracted position, the cable may remain taut to hold the spoiler in a first position. The cable tension may be released to allow the spoiler to move unimpeded to the deployed position. The cable may be wound around the cable reel to retract the spoiler back to the retracted position. Once in the retracted position, the cable may remain taut to hold the spoiler in the first position. The cable reel may be mechanically connected to some of a series of friction clutch plates. The clutch mechanism may operate to allow free movement of the cable reel in a first direction, such as allowing the cable to be unwound from the cable reel when the spoiler is moved to the deployed position. The clutch mechanism may operate to engage with the cable reel and provide rotational power to the cable reel, such as driving the cable reel to rotate in a second direction and wind the cable around the cable reel when the spoiler is moved to the retracted position.

[0023] The actuator can be arranged to allow the spoiler to redeploy midway through the retraction process. Except starting from an initial position different from the retracted position, the partial redeployment of the spoiler during retraction can substantially match the spoiler's deployment from a retracted configuration to an deployed configuration. Spoiler redeployment can include the actuator switching from an engaged mode to a disengaged mode, allowing the actuator to allow the spoiler free movement.

[0024] According to a fifth aspect of the invention, a method is provided for deploying a retracted spoiler in an aircraft wing according to a fourth aspect of the invention, the method comprising the step of: configuring an actuator in a disengaged mode, thereby allowing the spoiler to move freely. As those skilled in the art will understand, and as stated above, when the spoiler is allowed to move freely, the reduced air pressure at the top surface of the wing will pull the spoiler to the deployed position.

[0025] According to a sixth aspect of the invention, a method is provided for retracting a deployed spoiler in an aircraft wing according to a fifth aspect of the invention, the method comprising the steps of: configuring an actuator in an engaged mode and activating the actuator to retract the spoiler.

[0026] According to a seventh aspect of the invention, an aircraft wing is provided, the wing including a wing structure and a spoiler capable of linearly moving relative to the wing structure between a retracted configuration and a deployed configuration. The spoiler may include a linear guidance mechanism, such as a linear bearing raceway. The linear guidance mechanism may include a telescopic linear bearing raceway.

[0027] According to an eighth aspect of the invention, an actuator is provided comprising a beveled claw clutch, a spring, a series of friction clutch plates, a cable reel, and a cable. The beveled claw clutch includes a first portion and a second portion, the first and second portions being rotatable relative to each other. In a first configuration, the width of the beveled claw clutch is reduced relative to a second configuration. The spring is located between the beveled claw clutch and the series of friction clutch plates, such that when the beveled claw clutch is in the first configuration, the friction clutch plates are disengaged, and when the beveled claw clutch is in the second configuration, the friction clutch plates are engaged. The cable reel is bonded to at least one of the friction clutch plates. Those skilled in the art will recognize that when the friction plates are disengaged, they may still be in contact, although the friction between the friction plates is insufficient to force them to move together. When the friction plates are engaged, they are in contact with each other, thus forcing them to move together.

[0028] By moving the claw clutch between a first configuration and a second configuration, the actuator allows the cable reel to be connected to or disconnected from the drive shaft. When the cable reel is connected to the drive shaft, rotation of the drive shaft controls the winding or unwinding of the cable associated with the cable reel. When the cable reel is disconnected from the drive shaft, the cable and the cable reel can move freely relative to the drive shaft.

[0029] According to a ninth aspect of the invention, an aircraft is provided, the aircraft comprising an aircraft wing as described in any one of the first, fourth, or seventh aspects of the invention.

[0030] According to a tenth aspect of the invention, an aircraft is provided, the aircraft comprising an actuator according to an eighth aspect of the invention.

[0031] Of course, it will be understood that features described with respect to one aspect of the invention can be incorporated into other aspects of the invention. For example, the method of the invention can be incorporated into any of the features described with reference to the device of the invention, the device of the invention can be incorporated into any of the features described with reference to the method of the invention, or the first aspect of the invention can be incorporated into any of the features described with reference to the second to tenth aspects of the invention, and the second to tenth aspects of the invention can be incorporated into any of the features described with reference to the first aspect of the invention. Attached Figure Description

[0032] Embodiments of the invention will now be described by way of example only with reference to the accompanying schematic diagrams, in which:

[0033] Figure 1 A schematic diagram of an aircraft including an aircraft wing according to an embodiment of the present invention is shown;

[0034] Figure 2 It shows Figure 1 A schematic diagram of the aircraft wing shown;

[0035] Figure 3 An aircraft wingtip including a spoiler arrangement according to the invention is shown;

[0036] Figure 4 The image shown is in the collapsed position. Figure 3 The spoilers are arranged in a spoiler configuration;

[0037] Figure 5 Showing the image from the unfolded position Figure 4 The spoilers are arranged in a spoiler configuration;

[0038] Figure 6 A spoiler according to the present invention is shown;

[0039] Figure 7 It shows Figure 6 The spoiler shown has some components removed for clarity;

[0040] Figure 8 It shows Figure 6 The spoiler shown has a rotary actuator;

[0041] Figure 9 A partial view of the spoiler in its retracted position is shown;

[0042] Figure 10 Showing the unfolded position Figure 9 A partial view of the spoiler;

[0043] Figure 11 A cross-sectional view of the spoiler in its retracted position is shown;

[0044] Figure 12 It shows Figure 11 Isometric view of the spoiler;

[0045] Figure 13 The articulated top flap is shown in the first position;

[0046] Figure 14 A schematic diagram of a rotary actuator is shown;

[0047] Figure 15 It shows the removal of some components. Figure 14 Rotary actuator;

[0048] Figure 16 It shows Figure 14 A partial cross-sectional view of the rotary actuator. Detailed Implementation

[0049] Figure 1 A plan view of an aircraft 100 according to a first embodiment is shown. The aircraft 100 is a fixed-wing aircraft. The aircraft 100 includes wings 110. Although in Figure 1 The wing 110 shown is a swept wing, but the methods and apparatus described herein can also be applied to non-swept wings. Wing 110 in Figure 2 Shown separately. Wing 110 includes wingtip region 120.

[0050] Figure 3 The wingtip region 120 of the wing 110 is shown in more detail. The wingtip region 120 includes a movable spoiler 130. Although in Figure 3 In the illustrated embodiment, spoiler 130 is located in the wingtip region 120, but in alternative embodiments, one or more spoilers may be additionally or alternatively located in other regions of the wing 110. One or more additional spoilers may be arranged to deploy simultaneously with spoiler 130, or alternatively arranged to deploy individually, as will be further described below. Although spoiler 130 is located near the leading edge of the wing in this embodiment, in alternative embodiments, one or more spoilers may be located elsewhere (e.g., at the trailing edge).

[0051] Figure 4 A spoiler 130 in a retracted configuration is shown, wherein a smooth and uninterrupted surface is provided in the region of the spoiler 130 and the wingtip 120. Figure 5 The spoiler 130 is shown in the deployed position, where the spoiler has extended beyond the wingtip 120.

[0052] Figure 6 The spoiler 130 in the retracted position is shown separately. The spoiler 130 includes a top flap 132 and a body section 134. In the retracted position, the top flap 132 is positioned flush with the outer surface of the wingtip 120, while the body section 134 is completely housed within the cavity of the wingtip 120.

[0053] Figure 7 As shown Figure 6 The spoiler 130 shown has its outer cover removed from the body 134. A top flap 132 is hinged to the body 134 via three sets of hinges 136. The hinges 136 allow the top flap 132 to move between a first position and a second position, as will be further described below. The spoiler 130 also includes two telescopic linear bearing balltracks 140.

[0054] Figure 8 As shown Figure 6 The spoiler 130 shown includes an added rotary actuator 138. The rotary actuator 138 is seated within the body of the wingtip 120 and is configured to fix the top flap 132 in a first position, allow the top flap 132 to move to a second position, allow the spoiler 130 to move to an deployed position, and retract the spoiler 130 to a stowed position, as will be further described below.

[0055] Figure 9 As shown Figure 6 A close-up view of the spoiler 130 shown. The spoiler 130 shows the linear bearing raceway 140 in the retracted position when the spoiler 130 is in the retracted position. The base of the linear bearing raceway 140 is fixed relative to the cavity housing the wingtip 120 of the spoiler 130.

[0056] Figure 10 References are shown Figure 9 The described arrangement includes a spoiler 130 in the deployed position. The linear bearing raceway 140 is in the extended position. The linear bearing raceway 140 ensures that the spoiler 130 moves linearly between the retracted and deployed positions. The linear bearing raceway 140 also includes a stop to limit the movement of the spoiler 130, making it impossible to extend beyond the deployed position.

[0057] Figure 11A cross-sectional view of the spoiler 130 and rotary actuator 138 in the retracted position is shown. The hinged top flap 132 of the spoiler is held in the first position by a cable 142 extending from the rotary actuator 138 and secured to a lug 144 on the base of the top flap 132.

[0058] Figure 12 An isometric view of spoiler 130 is shown, wherein the spoiler remains as Figure 11 The spoiler 132 is housed within the wingtip 120. To move the top flap 132 to the second position, the tension on the cable 142 is released, allowing air pressure acting on the spoiler 130 to move the top flap 132 to the second position. In the second position, the top flap 132 rotates about the hinge until the hinge 136 strikes a stop that limits any further rotational movement. When the top flap 132 is in the second position, the leading edge of the top flap 132 is no longer flush with the upper surface of the wingtip, and the airflow through the wingtip 120 catches the exposed edge of the top flap 132, causing the spoiler to move rapidly to the deployed position. The deployment time is very rapid, possibly only 0.1 seconds, and, apart from releasing the tension on the cable 142 which requires active actuation, as will be further described below, the actuation of the spoiler 130 between the retracted and deployed positions is passively accomplished by the airflow acting on the top flap 132.

[0059] Figure 13 The spoiler 130 is shown in cross-sectional view, thus focusing on the top flap 132. The top flap 132 is shown in a first position, with cable 144 (not shown) tensioned and pulling the top flap 132 to this position. It can be seen that when the top flap 132 is in the first position, an air gap is created at the hinge line 146. This allows air to pass through, as indicated by arrow A, from the front of the spoiler 130 to the rear (as determined by the aircraft's flight path). Providing this air gap and the resulting airflow reduces the force required to retract the spoiler 130 from the deployed position back to the retracted position. Dashed line B shows the approximate position of the top flap 132 when it is in the second position. It can be seen that the air dam 148 rotates with the top flap 132, blocking the air gap provided at the hinge line 146, thus ensuring that the spoiler 130 bears the full force of the air flowing into it. This will ensure that the spoiler 130 moves quickly to the deployed position.

[0060] Figure 14 and Figure 15 The rotary actuator 138 is shown, and will now be referred to in the same way. Figure 11 , Figure 12 and Figure 16The rotary actuator is further described below. The rotary actuator 138 includes a torque shaft 150 and a cable reel. The torque shaft 150 includes a toothed wheel 152, which will be referred to as the torque wheel 152, and the cable reel includes a toothed wheel 154, which will be referred to as the reel wheel 154. The torque shaft 150 and the torque wheel 152 are coupled such that rotation of the torque wheel 152 causes rotation of the torque shaft 150, and vice versa. The torque shaft 150 is arranged to be driven in a clockwise or counterclockwise direction using a conventional rotary actuation mechanism, as will be understood by those skilled in the art. Those skilled in the art will recognize that many conventional arrangements, including electro-actuated, pneumatically actuated, and / or hydraulically actuated arrangements, can drive the torque shaft 150 to rotate. When multiple spoilers are installed in a single aircraft wing, the corresponding multiple torque wheels 152 can be driven by a common torque shaft or a common rotary actuator driving each torque shaft, thereby ensuring that the spoilers deploy and retract simultaneously. Alternatively, when multiple spoilers are installed in a single aircraft wing, each torque shaft 150 can be driven individually, for example, allowing each of the multiple spoilers to deploy and retract individually.

[0061] The teeth of the torque wheel 152 engage with the teeth of the drum wheel 154, causing clockwise rotation of the torque shaft 150 and the torque wheel 152 to cause counterclockwise movement of the drum wheel 154, and vice versa. The drum wheel 154 engages with the drum shaft 155, causing rotation of the drum shaft 155 to cause rotation of the drum wheel 154, and vice versa. Figure 14As shown, the rotary actuator 138 also includes a cable reel 156 on which the cable 144 is wound. The rotary actuator 138 also includes a beveled claw clutch 160 mechanically connected to the reel 154. The beveled claw clutch 160 has a beveled engagement surface located between a first portion and a second portion of the claw clutch, such that clockwise movement of the reel 154 reduces the overall width of the beveled claw clutch 160, while counterclockwise movement of the reel 154 increases the overall width of the beveled claw clutch 160. The beveled claw clutch 158 is positioned adjacent to the wave spring 160, such that the beveled claw clutch 158 is effectively clamped between the reel 154 and the wave spring 160. Therefore, the counterclockwise movement of the drum wheel 154—which increases the overall width of the beveled claw clutch 158—compresses the wave spring 160, while the clockwise movement of the drum wheel 154 reduces the overall width of the beveled claw clutch 158, thereby reducing the compression of the wave spring 160. The wave spring 160 is sandwiched between the beveled claw clutch 158 and a series of friction clutch plates 162. The friction clutch plates 162 alternately engage with the drum shaft 155 extending through the cable reel and the cable reel 156 itself. When the drum wheel 154 is moved counterclockwise to compress the wave spring 160, the friction clutch plates 162 are pushed together, causing the friction clutch plates 162 to engage frictionally, and the cable reel 156 engages with the shaft extending through the cable reel 156; this can be referred to as the engagement mode. When the reel 154 is moved clockwise, the wave spring 160 is depressurized, and the friction between the friction clutch plates 162 is reduced to the extent that the cable reel 156 can rotate freely relative to the shaft extending through the cable reel. This can be referred to as the disengagement mode.

[0062] A rotary actuator can be used to control the deployment and retraction of the spoiler 130, as described below. When the spoiler 130 is in the retracted position, the cable 144 is wound around the cable reel 156 such that the top flap 132 is held in a first position. The torque wheel 152 is kept stationary by the torque shaft 150, thereby suppressing movement of the reel 154. The beveled claw clutch 158 is rotated to its widest configuration, causing the wave spring 160 to press against the friction clutch disc 162, thus suppressing free movement of the cable reel 156 relative to the reel shaft. Therefore, the spoiler 130 is held in place by the rotary actuator 138. To allow the spoiler 130 to deploy, the torque shaft 150 is rotated counterclockwise by a small amount. This causes clockwise movement of the reel 154 and a reduction in the width of the beveled claw clutch. The resulting reduction in compression of the friction clutch disc 162 disengages the cable reel 156 from the reel shaft 155, allowing the cable 144 to unwind freely from the cable reel 156. Since the cable 144 no longer holds the top flap 132 in the first position, the airflow through the wingtip 120 and the top flap 132 allows the top flap 132 to move to a second position. In the second position, the top flap 132 captures the airflow, and the spoiler 130 is pulled out of the wingtip 120 to an extended position, thereby allowing the cable 144 to unwind from the cable reel 156. As the spoiler 130 moves from the extended configuration back to the retracted configuration, the torque shaft 150 rotates clockwise. This causes the reel 154 to rotate counterclockwise. The initial counterclockwise rotation of the reel 154 causes the first portion of the beveled claw clutch 158 to rotate relative to the second portion of the claw clutch 158, increasing the overall width of the claw clutch 158. This compresses the wave spring 160 to such an extent that the friction between the friction clutch plates 162 increases to the point that the cable reel 156 is mechanically engaged to the reel shaft 155. Once the initial rotational motion of the reel wheel 154 is taken up by the beveled claw clutch 158, the continued rotation of the reel wheel 154 and the subsequent rotation of the reel shaft 155 cause the cable reel 156 to rotate. The rotation of the cable reel 156 causes the cable 144 to rewind around the cable reel 156, which first pulls the top flap 132 to a first position, thereby opening the air gap of the spoiler 130, and then causes the spoiler 130 to retract to the retracted position. Once in the retracted position, the rotation of the reel wheel 154 stops, allowing the cable 144 to hold the top flap 132 in the first position. During the retraction process, the spoiler 130 can also be re-deployed, for example, if further gusts are detected, which requires the spoiler 130 to be in the deployed position. To re-deploy the spoiler 130, the torque wheel 152 is rotated in the opposite direction, which disengages the friction clutch disc 162, thereby releasing the tension of the cable 142 and allowing the spoiler 130 to spring back to the deployed position.

[0063] Although the invention has been described and illustrated with reference to specific embodiments, it will be understood by those skilled in the art that the invention leads itself to many different variations not specifically described herein. Some possible variations will now be described by way of example only. In the above embodiments, the spoiler includes a hinged top flap. In alternative embodiments, the spoiler may have a fixed top flap or a fixed top surface. A rotary actuator is also described in the above embodiments for controlling the movement of the hinged top flap between a first position and a second position, and for retracting the spoiler from an deployed position to a retracted position. In other embodiments, alternative actuators may control the movement of the hinged top flap between the first and second positions, and the same alternative actuator or different alternative actuators may retract the spoiler from an deployed position to a retracted position.

[0064] Where references have been made in the foregoing description to elements or components having known, obvious, or foreseeable equivalents, such equivalents are incorporated herein as if separately stated. The true scope of the invention should be determined with reference to the claims, and should be interpreted as including any of these equivalents. The reader will also understand that elements or features described as preferred, advantageous, convenient, etc., are optional and do not limit the scope of the independent claims. Furthermore, it should be understood that such optional elements or features, which may be advantageous in some embodiments, may not be desired in other embodiments and may therefore not be present.

[0065] Features of any dependent claim may be combined with features of any claim in the independent claim or other dependent claims. Features described for one example or embodiment may be used in other described examples or embodiments, for example, by applying the relevant portions of that disclosure.

Claims

1. An aircraft wing, comprising a wing structure and a spoiler, the spoiler being movable relative to the wing structure between a retracted configuration and a deployed configuration, wherein, The spoiler includes an articulated top flap movable between a first position and a second position, wherein in the first position the articulated top flap is constrained by an actuator, and in the second position the articulated top flap is not constrained by the actuator, wherein the articulated top flap is in the first position when the spoiler is in the retracted configuration, and in the second position when the spoiler is in the deployed configuration, wherein the spoiler includes a linear guidance mechanism arranged to constrain the movement of the spoiler to a direction approximately perpendicular to the top surface of the aircraft wing.

2. The aircraft wing according to claim 1, wherein, In the retracted configuration, the upper surface of the hinged top flap is a continuation of the upper surface of the wing structure.

3. The aircraft wing according to claim 2, wherein, When the spoiler is in the retracted configuration, there is a smooth transition from the wing structure to the spoiler.

4. The aircraft wing according to any one of claims 1 to 3, wherein, The actuator is arranged to control the movement of the articulated top flap between the first position and the second position.

5. The aircraft wing according to any one of claims 1 to 3, wherein, The actuator is arranged to hold the hinged top flap in the first position when the spoiler is in the retracted configuration.

6. The aircraft wing according to any one of claims 1 to 3, wherein, The actuator is arranged to allow the articulated top flap to move to the second position before the spoiler moves to the deployed configuration.

7. The aircraft wing according to any one of claims 1 to 3, wherein, When in the second position, the articulated top flap is arranged such that it blocks airflow through the aircraft wing.

8. The aircraft wing according to any one of claims 1 to 3, wherein, The spoiler is arranged such that, during the movement from the deployed configuration to the retracted configuration, the hinged top flap moves to the first position before any retraction of the spoiler.

9. The aircraft wing according to any one of claims 1 to 3, wherein, The hinged top flap moves to the first position to open the air gap in the spoiler.

10. The aircraft wing according to claim 9, wherein, The spoiler is arranged such that when the articulated top flap is in the second position, an air dam closes the air gap that exists when the articulated top flap is in the first position.

11. The aircraft wing according to any one of claims 1 to 3, wherein, The actuator is arranged to move the spoiler from the deployed configuration to the retracted configuration.

12. The aircraft wing according to any one of claims 1 to 3, wherein, The actuator includes a clutch mechanism that allows free movement in one direction when the spoiler moves to the deployed configuration.

13. The aircraft wing according to claim 12, wherein, The clutch mechanism is configured to engage with the drive mechanism to allow the spoiler to retract into the stowed configuration.

14. The aircraft wing according to claim 13, wherein, The clutch mechanism is arranged to lock to prevent the articulated top flap from moving between the first position and the second position.

15. The aircraft wing according to claim 12, wherein, The clutch mechanism includes a slanted claw clutch, a spring, and a series of friction clutch plates, wherein the spring is sandwiched between the slanted claw clutch and the series of friction clutch plates.

16. The aircraft wing according to any one of claims 1 to 3, wherein, The actuator includes a cable and a cable reel.

17. The aircraft wing according to claim 16, wherein, The cable is attached to the hinged top flap at one end and to the cable reel at the other end, and the cable remains taut when the spoiler is in the retracted configuration to secure the hinged top flap in the first position.

18. The aircraft wing according to claim 17, wherein, Release the tension of the cable to allow the articulated top flap to move to the second position and allow the spoiler to move unimpeded to the deployed configuration.

19. The aircraft wing according to claim 18, wherein, In order to retract the spoiler, the cable is tensioned to first pull the hinged top flap to the first position.

20. The aircraft wing according to claim 19, wherein, The cable is arranged to be wound around the cable reel to retract the spoiler back into the stowed configuration.

21. A method for deploying and retracting a spoiler in an aircraft wing according to claim 1, the method comprising the following steps: Disengaging the actuator leaves the articulated top flap unrestrained, allowing negative pressure to move the articulated top flap to the second position, which in turn acts on the spoiler, causing it to move into the deployed configuration.

22. The method according to claim 21, wherein, The actuator includes a clutch mechanism, wherein the clutch mechanism is operable between an engagement mode and a disengagement mode, wherein in the engagement mode the articulated top flap is constrained by the actuator, and in the disengagement mode the articulated top flap is not constrained by the actuator, and the method includes the step of moving the clutch mechanism from the engagement mode to the disengagement mode.

23. A method for retracting and deploying a spoiler in an aircraft wing according to claim 1, the method comprising the following steps: Engaging the actuator causes the hinged top flap to be constrained by the actuator and moved to the first position.

24. The method for retracting and deploying spoilers in an aircraft wing according to claim 23, wherein, The actuator includes a clutch mechanism operable between an engaged mode and a disengaged mode, wherein in the engaged mode the articulated top flap is constrained by the actuator, and in the disengaged mode the articulated top flap is not constrained by the actuator, and the method includes the step of moving the clutch mechanism from the disengaged mode to the engaged mode.

Images