Aircraft wing, method of deploying a spoiler and method of retracting a spoiler

Abstract

The present invention relates to an aircraft wing, a method of deploying a spoiler and a method of retracting a spoiler. In particular, there is provided an aircraft wing having a wing structure and a spoiler movable between a stowed configuration and a deployed configuration. The spoiler includes an actuator configurable between an engaged mode and a disengaged mode. When the actuator is in the engaged mode, the actuator can restrict movement of the spoiler and cause the spoiler to move between the stowed configuration and the deployed configuration. In the disengaged mode, the actuator allows the spoiler to move freely such that the spoiler can pop out due to a reduction in air pressure on the aircraft wing.

Description

Technical Field

[0001] This disclosure relates to an aircraft with movable 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, such as in the presence of gusts. Typically, spoilers can be moved from a retracted configuration to a deployed configuration or load-reducing configuration on the wing. Once the cause requiring the load-reducing configuration disappears, it is ideal to move the spoiler back to the retracted configuration.

[0003] Some aircraft may be able to detect approaching gusts and thus deploy spoilers. However, the deployment speed of spoilers is a consideration for many aircraft. For example, many business jets 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). To mitigate the loads caused by these gusts, it is ideal 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. An actuator can move a spoiler in response to the detection of an approaching gust of wind. However, such actuators may require a considerable load and / or power capacity, particularly to deploy the spoiler quickly enough to provide sufficient load mitigation. Generally, the greater the load 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 diminish some or all of the aerodynamic benefits derived from the movable spoiler itself. Furthermore, onboard space is a significant consideration for aircraft.

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

[0006] According to a first 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 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 configuration 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. The transition from the wing structure to the spoiler can be smooth. 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 secure 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 move relative to the wing structure, thereby reducing the load on the wing. In some cases, in a deployed configuration, the upper surface of the spoiler moves away from the upper surface of the wing structure. The spoiler can be movable upwards from a retracted configuration to a deployed configuration. The spoiler can also be movable downwards from a deployed configuration to a retracted configuration. Those skilled in the art will understand that upwards and downwards refer to the typical orientation of the aircraft wing during 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 upward lift, which causes the articulated top flap to enter the second position. When in the retracted configuration, the actuator resists the upward lift on the articulated top flap, and the articulated top flap remains in place. Once the actuator stops restraining the movement of the articulated top flap, the upward lift causes the top flap to move to the second position. When in the second position, the articulated top flap can be arranged such that it blocks airflow above the aircraft wing. The spoiler can be arranged to extend away from the retracted configuration to the deployed configuration under the negative pressure acting on the articulated top flap. The spoiler may include a linear guide mechanism, such as one or more linear bearing raceways, to restrain the movement of the spoiler. The linear guide mechanism can be arranged to restrain the movement of the spoiler in a direction approximately perpendicular to the top surface of the aircraft wing. Alternatively or additionally, a linear guiding mechanism can be oriented to guide the spoiler in any direction determined by a technician to be ideal. Constraining the spoiler to move along a linear path between the retracted and deployed positions advantageously allows the spoiler to be housed more directly in the retracted position. For example, if a non-linear deployment path were followed, this housing might require the spoiler to include cutouts to prevent fouling during movement. The linear path between the retracted and deployed positions eliminates the need for additional structural complexity. The linear path also allows for a more direct and effective seal with the surrounding top surface of the aircraft wing. The upward lift on the spoiler can be substantial. For example, the upward lift could be approximately 900 Newtons applied to the area of ​​the spoiler. The spoiler utilizes this aerodynamic force, allowing deployment under its influence. Therefore, this spoiler may deploy faster during flight compared to known mechanisms. 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 aerodynamics to assist spoiler deployment, the size and / or weight of the actuator can be reduced. In particular, since the actuator only needs to retract the spoiler, rather than powering its rapid deployment, a smaller and / or less powerful actuator can be used. The speed requirement for retracting the spoiler can be less than the speed requirement for deploying it, and this asymmetry allows for the use of a smaller and / or less powerful actuator.

[0011] By reducing spoiler deployment time, spoilers can react more effectively to momentary aerodynamic events such as gusts. For example, an impending gust can be detected (e.g., using light detection and ranging (LIDAR), or other gust detection technologies), and in response, the spoiler can deploy rapidly to reduce and mitigate gust loads. Mitigating gust loads can reduce wing structural deformation (e.g., due to wing bending moment). This allows for the use of a lighter fuselage. Additionally or alternatively, this allows the wing to have a relatively large wingspan without incurring the associated weight disadvantage, as it can be designed for lower maximum loads. Furthermore, mitigating gust loads can improve powered 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 is moved to a first position prior to any retraction of the spoiler. This movement of 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 a 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 an deployed configuration to a retracted configuration. The actuator may include a clutch mechanism that allows free movement in one direction when the spoiler moves to the deployed configuration. The clutch mechanism may be configured to engage a drive mechanism to allow the spoiler to retract to the retracted configuration. The clutch mechanism may be arranged to lockably prevent movement of the articulated top flap between a first position and a second position. The clutch mechanism may include a toothed clutch. The toothed clutch may include a helical clutch such that rotational movement of one portion of the toothed clutch relative to another portion increases or decreases the overall width of the toothed 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 a helical clutch, a spring, and each of the series of friction clutch plates. The spring may be positioned between the helical clutch and the series of friction clutch plates. This arrangement may be configured such that rotational movement of the toothed clutch in a first direction increases the width of the toothed clutch, thereby compressing the spring and increasing friction between the friction clutch plates to engage the friction clutch plates. The rotational movement of the toothed clutch in a second direction reduces the overall width of the toothed 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. The cable may be held under tension when the spoiler is in the retracted position to hold the articulated top flap in a first position. The tension in the cable 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 tightened to first pull the articulated top flap to the first position. This opens the air gap in the spoiler and thus reduces the actuation 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 under tension 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, to allow the cable to unwind from the cable reel when the spoiler moves 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, to drive the cable reel to rotate and cause the cable to wind around the cable reel when the spoiler moves to the retracted position. The actuator can be arranged to allow the spoiler to be redeployed midway through the retraction process. Redeploying the spoiler midway through the retraction process can essentially match the deployment of the spoiler from a retracted configuration to a deployed configuration, except that it starts from a different initial position and proceeds to the retracted position.

[0014] The aircraft wing may include multiple spoilers as described above. These multiple spoilers may be associated with a common drive mechanism, allowing their deployment and retraction to occur simultaneously. Alternatively, each of the multiple spoilers may be associated with a separate drive mechanism. In this arrangement, if one separate 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, smaller gusts may require the deployment of only some of the multiple spoilers, while larger gusts may require the deployment of all of them.

[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, the aircraft wing being an aircraft wing according to a first aspect of the present invention, the method comprising the steps of: disengaging an actuator to allow a hinged top flap to be 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 a deployed spoiler in an aircraft wing, the aircraft wing being an aircraft wing according to a first aspect of the invention, the method comprising the steps of: engaging an actuator such that a hinged 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, 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 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 allow the spoiler to move between the retracted and deployed configurations, and in the disengaged mode, the actuator allows the spoiler to move freely.

[0021] The actuator can be arranged to move the spoiler from a deployed configuration to a retracted configuration. The actuator may include a clutch mechanism that, when the actuator is in an disengaged mode, allows free movement in one direction as the spoiler moves to the deployed configuration. The movement of the spoiler to 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 mechanism can be configured to engage the drive mechanism to allow the spoiler to retract to a retracted configuration. When the actuator is in engaged mode, the clutch mechanism can be arranged to lockably prevent spoiler movement. The clutch mechanism may include a toothed clutch. The toothed clutch may include a helical clutch, such that rotational movement of one portion of the toothed clutch relative to another portion increases or decreases the overall width of the toothed 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 a helical clutch, a spring, and each of the series of friction clutch plates. The spring may be positioned between the helical clutch and the series of friction clutch plates. This arrangement can be configured such that rotational movement of the toothed clutch in a first direction increases the width of the toothed clutch, thereby compressing the spring and increasing friction between the friction clutch plates to engage them. Rotational movement of the toothed clutch in a second direction can decrease the overall width of the toothed 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 can be attached to a spoiler at one end and to a cable reel at the other end. When the spoiler is in the retracted position, the cable can be held under tension to hold the spoiler in a first position. The tension in the cable can be released to allow the spoiler to move unimpeded to the deployed position. The cable can be wound around the cable reel to retract the spoiler to the retracted position. Once in the retracted position, the cable can continue to be held under tension to hold the spoiler 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 in a first direction, for example, to allow the cable to unwind from the cable reel when the spoiler moves 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, to drive the cable reel to rotate in a second direction and cause the cable to wind around the cable reel when the spoiler moves to the retracted position.

[0023] The actuator can be arranged to allow the spoiler to be redeployed midway through the retraction process. Mid-retraction redeployment of the spoiler can essentially match the spoiler's deployment from a retracted configuration to a deployed configuration, except that it starts from a different initial position and proceeds to the retracted position. Spoiler redeployment can include the actuator switching from an engaged mode to a disengaged mode, allowing the spoiler to move freely.

[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 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 the wing of an aircraft according to a fifth aspect of the invention, the method comprising the steps of configuring an actuator in an engagement 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 movable linearly relative to the wing structure between a retracted configuration and a deployed configuration. The spoiler may include a linear guide mechanism, such as a linear bearing raceway. The linear guide mechanism may include a telescopic linear bearing raceway.

[0027] According to an eighth aspect of the invention, an actuator is provided comprising a helical clutch, a spring, a series of friction clutch plates, a cable reel, and a cable. The helical 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 helical clutch is reduced relative to a second configuration. The spring is located between the helical clutch and the series of friction clutch plates, such that when the helical clutch is in the first configuration, the friction clutch plates are not engaged, while when the helical 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 understand that when the friction plates are not engaged, they may still be in contact, but there is insufficient friction between the individual friction plates to cause them to move together. When the friction plates are engaged, they contact each other, forcing them to move together.

[0028] By moving the geared 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 according to 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] 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 with any of the features described with reference to the apparatus of the invention, and the apparatus of the invention can be incorporated with any of the features described with reference to the method of the invention, or the first aspect of the invention can be incorporated with 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 with 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 drawings, 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 The image shows the wingtip of an aircraft including a spoiler device according to the invention;

[0036] Figure 4 Showing from Figure 3 The spoiler of the spoiler device is shown in the figure in the retracted position;

[0037] Figure 5 Showing from Figure 4 The spoiler of the spoiler device is shown in the figure in the deployed position;

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

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

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

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

[0042] Figure 10Showing 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 hinged 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 Figure 14 The rotary actuator in the diagram has some components removed.

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

[0049] Figure 1 A top 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... 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 alone... Figure 2 As shown in the figure. The wing 110 includes a 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. The one or more additional spoilers may be arranged to deploy simultaneously with spoiler 130, or alternatively, as will be further described below, to deploy individually. While 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 The spoiler 130 is shown in a retracted configuration, in which a smooth and uninterrupted surface is provided in the area of ​​the spoiler 130 and the wingtip 120. Figure 5 The spoiler 130 is shown in the deployed position, in which the spoiler extends from 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 portion 134. In the retracted position, the top flap 132 is flush with the outer surface of the wingtip 120, and the body portion 134 is completely contained 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 main body 134. A top flap 132 is hinged to the main 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 retractable linear bearing raceways 140.

[0054] Figure 8 As shown Figure 6 The spoiler 130 shown includes an added rotary actuator 138. The rotary actuator 138 is located 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 retracted position, as will be further described below.

[0055] Figure 9 As shown Figure 6 A close-up view of the spoiler 130 is shown. When the spoiler 130 is in the retracted position, the linear bearing raceway 140 is shown in the retracted position. The base of the linear bearing raceway 140 is fixed relative to the cavity in the wingtip 120 that houses 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 so that the spoiler cannot extend beyond the deployed position.

[0057] Figure 11A cross-sectional view of the spoiler 130 in the retracted position, together with the rotary actuator 138, 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 fastened to a lug 144 on the base of the top flap 132.

[0058] Figure 12 An isometric view of the spoiler 130 is shown, wherein, as Figure 11 As shown, the spoiler remains housed within the wingtip 120. To move the top flap 132 to the second position, the tension on the cable 142 is released, causing the 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 a hinge until the hinge 136 encounters a stop that restricts 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 over the wingtip 120 will encounter the exposed edge of the top flap 132, causing the spoiler to move rapidly to the deployed position. The deployment time is very fast, possibly only 0.1 seconds, and as will be further described below, apart from the need for active actuation of the tension release on the cable 142, 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-section, thus focusing on the top flap 132. The top flap 132 is shown in a first position, with cable 144 (not shown) under tension 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 formed at the hinge line 146. This allows air to flow from the front to the rear of the spoiler 130 (as determined by the aircraft's flight path), as indicated by arrow A. Providing this air gap and the resulting airflow reduces the force required to retract the spoiler 130 from the deployed position 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, causing the air gap at the hinge line 146 to be blocked, thus ensuring that the spoiler 130 bears the full force of the air flowing into it. This will ensure the rapid movement of the spoiler 130 to the deployed position.

[0060] Figure 14 and Figure 15 The rotary actuator 138 is shown, and reference will now be made to... Figure 11 , Figure 12 and Figure 16Further description is provided. The rotary actuator 138 includes a torque shaft 150 and a cable reel. The torque shaft 150 includes a gear 152, which will be referred to as torque wheel 152, and the cable reel includes a gear 154, which will be referred to as reel wheel 154. The torque shaft 150 and torque wheel 152 are coupled such that rotation of the torque wheel 152 causes rotation of the torque shaft 150, and rotation of the torque shaft 150 causes rotation of the torque wheel 152. As those skilled in the art will understand, the torque shaft 150 is arranged to be driven in a clockwise or counterclockwise direction of rotation using a conventional rotary actuator. Those skilled in the art will recognize that many conventional devices, including electric actuators, pneumatic actuators, and / or hydraulic actuators, can drive the torque shaft 150 to rotate. In the case of multiple spoilers 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 the simultaneous deployment and retraction of the spoilers. Alternatively, in the case of multiple spoilers in a single aircraft wing, each torque shaft 150 can be driven individually, thereby allowing, for example, each of the multiple spoilers to deploy and retract individually.

[0061] The teeth of torque wheel 152 mesh with the teeth of drum wheel 154, causing clockwise rotation of torque shaft 150 and torque wheel 152 to cause counterclockwise movement of drum wheel 154, and vice versa. Drum wheel 154 engages with drum shaft 155, causing rotation of drum shaft 155 to cause rotation of 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 ramped dog clutch 158 mechanically connected to the reel 154. The ramped dog clutch 158 has a beveled engagement surface between a first portion and a second portion of the dog clutch, such that clockwise movement of the reel 154 reduces the overall width of the ramped dog clutch 158, while counterclockwise movement of the reel 154 increases the overall width of the ramped dog clutch 158. The ramped dog clutch 158 is positioned adjacent to the wave spring 160, such that the ramped dog clutch 158 is forcefully positioned between the reel 154 and the wave spring 160. Therefore, the counterclockwise movement of the drum wheel 154 increases the total width of the helical clutch 158, thereby compressing the wave spring 160, while the clockwise movement of the drum wheel 154 decreases the total width of the helical clutch 158, thereby reducing the compression of the wave spring 160. The wave spring 160 is positioned between the helical clutch 158 and a series of friction clutch plates 162. The friction clutch plates 162 are alternately bonded to the drum shaft 155 traveling through the cable reel and to the cable reel itself. When the drum wheel 154 moves counterclockwise, thereby compressing the wave spring 160, the friction clutch plates 162 are pushed together, causing friction to engage the friction clutch plates 162 and the cable reel 156 to engage with the shaft traveling through the cable reel 156; this can be referred to as the engagement mode. When the reel 154 moves clockwise, the wave spring 160 is decompressed, and the friction between the friction clutch plates 162 is reduced to the point that the cable reel 156 can rotate freely relative to the axis through which the cable reel travels, which 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 follows. When the spoiler 130 is in the retracted position, the cable 144 is wound around the cable reel 156, keeping the top flap 132 in the first position. The torque wheel 152 is held stationary by the torque shaft 150, thereby preventing movement of the reel 154. The helical clutch 158 rotates to its widest configuration, thereby pressing the wave spring 160 against the friction clutch disc 162, thus preventing 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 rotates slightly counterclockwise. This results in clockwise movement of the reel 154 and a reduction in the width of the helical clutch. The resulting reduction in the compression of the friction clutch disc 162 disengages the cable reel 156 from the reel shaft 155, allowing the cable 144 to be freely unwound from the cable reel 156. Since the cable 144 no longer holds the top flap 132 in the first position, the airflow over the wingtip 120 and the top flap 132 can move the top flap to a second position. In the second position, the top flap 132 encounters the airflow, and the spoiler 130 is pulled out from the wingtip 120 and pulled to the deployed position, thereby unwinding the cable 144 from the cable reel 156. As the spoiler 130 is to be moved back from the deployed configuration 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 helical clutch 158 to rotate relative to the second portion of the toothed clutch 158, increasing the overall width of the toothed clutch 158. This compresses the wave spring 160, increasing the friction between the friction clutch plates 162 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 received by the helical 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 initially pulls the top flap 132 to a first position, thereby opening the air gap in the spoiler 130, and then retracts the spoiler 130 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. The spoiler 130 can also be re-deployed during the retraction process, for example, when another gust of wind is detected that requires the spoiler 130 to be in the deployed position. In order to re-deploy the spoiler 130, the rotation of the torque wheel 152 is reversed, which causes the friction clutch plate 162 to disengage, thereby releasing the tension in the cable 142 and allowing the spoiler 130 to pop out to the deployed position.

[0063] Although the invention has been described and illustrated with reference to specific embodiments, those skilled in the art will understand that the invention is applicable to many different variations not specifically illustrated 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 top surface. Also described in the above embodiments, a rotary actuator is used to control the movement of the hinged top flap between a first position and a second position, and also to retract 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 position and the second position, and the same or different alternative actuators may retract the spoiler from an deployed position to a retracted position.

[0064] In the foregoing description, when references are made to elements or components having known, obvious, or foreseeable equivalents, these equivalents are incorporated herein as if separately stated. The true scope of the invention should be determined with reference to the claims, which should be interpreted as including any such 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, while potentially beneficial in some embodiments, may not be ideal in others and therefore may not be present.

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

Claims

1. An aircraft wing, the aircraft wing comprising a wing structure and a spoiler movable relative to the wing structure between a retracted configuration and an extended configuration, wherein, The spoiler includes an actuator configured to operate between an engaged mode and a disengaged mode. The actuator includes a cable and a cable reel, the cable being attached to the spoiler at one end and to the cable reel at the other end. In the engaged mode, the cable is arranged to be held under tension and the actuator is arranged to restrict movement of the spoiler and / or allow the spoiler to move between a retracted configuration and an extended configuration. In the disengaged mode, the tension in the cable is released and the actuator allows the spoiler to move freely, enabling the spoiler to move unimpeded from the retracted configuration to the extended configuration. When the spoiler retracts to the retracted configuration, the cable is taut in the engaged mode and arranged to be wound around the cable reel.

2. The aircraft wing according to claim 1, wherein, The actuator is arranged to move the spoiler from the deployed configuration to the retracted configuration.

3. The aircraft wing according to claim 1, wherein, The actuator includes a clutch device that allows free movement in one direction when the actuator is in the disengaged mode and the spoiler is moving toward the deployed configuration.

4. The aircraft wing according to claim 3, wherein, When the actuator is in the engagement mode, the clutch device is configured to engage the drive mechanism to allow the spoiler to retract into the retracted configuration.

5. The aircraft wing according to claim 3, wherein, When the actuator is in the engagement mode, the clutch device is arranged to be lockable to prevent the spoiler from moving.

6. The aircraft wing according to claim 3, wherein, The clutch assembly may include a toothed clutch.

7. The aircraft wing according to claim 6, wherein, The toothed clutch includes a helical tooth clutch.

8. The aircraft wing according to claim 3, wherein, The clutch assembly includes a spring.

9. The aircraft wing according to claim 3, wherein, The clutch assembly includes a series of friction clutch discs.

10. The aircraft wing according to claim 3, wherein, The clutch assembly includes a helical clutch, a spring, and each of a series of friction clutch discs.

11. A method for deploying a spoiler, the spoiler being a retracted spoiler in an aircraft wing according to claim 1, the method comprising the step of configuring the actuator to be in the disengaged mode thereby allowing the spoiler to move freely.

12. A method for retracting a spoiler, the spoiler being a deployed spoiler in an aircraft wing according to claim 1, the method comprising the steps of configuring the actuator to the engagement mode and activating the actuator to retract the spoiler.

Images