Aircraft wing section assembly

Abstract

An aircraft wing section assembly comprising a structural spine portion, a motion mechanism and an actuation mechanism, the motion mechanism comprising: a support bar extending through the structural spine portion; a first lever pivotally mounted to the support bar, the first lever for connecting to and moving a first moveable control surface; a similar second lever for connecting to and moving a second moveable control surface; and a connection mechanism for connecting the first and second levers such that pivotal movement of the first lever causes pivotal movement of the second lever, the actuation mechanism for actuating pivotal movement of the first lever such that, in use, when the actuation mechanism actuates pivotal movement of the first lever, the second lever also moves pivotally, thereby causing movement of both the first and second moveable control surfaces. An aircraft wing assembly, an aircraft and a method of operating an aircraft are also disclosed.

Description

Technical Field

[0001] This disclosure relates to an aircraft wing section assembly.

[0002] This invention relates to an aircraft wing segment assembly. More specifically, but not exclusively, this invention relates to an aircraft wing segment assembly including a structural spine extending in the spanwise direction of the wing segment.

[0003] The present invention also relates to an aircraft wing assembly, an aircraft, and a method of operating the aircraft. Background Technology

[0004] Aircraft are equipped with ailerons to control their roll motion. These ailerons are typically located on the trailing edge of the wing and are usually positioned towards the tip of the wing. For example, on the left wing, the trailing-edge aileron can be controlled to pivot downwards relative to the rest of the wing to provide additional lift (an upward force) to the wing and cause the aircraft to roll clockwise (when viewed from the front). Simultaneously, on the right wing, the trailing-edge aileron can be controlled to pivot upwards relative to the rest of the wing to provide a downward force to the wing and cause the aircraft to roll clockwise. Ailerons can also be used to reduce gust loads on the aircraft.

[0005] However, for high aspect ratio (wingspan divided by mean chord) wings that are flexible in torsion (i.e., long and narrow wings with an aspect ratio of 12 or greater), or when the ailerons are positioned very close to the wingtip, there can be a great deal of wing deformation when the ailerons move. For example, if the ailerons move upward, this can cause the rest of the wing to also flex or twist, thus counteracting the desired aileron effect. In fact, it can result in a negative or adverse effect (known as aileron reversal).

[0006] Furthermore, increasing the wingspan of the ailerons increases their slenderness, leading to further distortion and reduced effectiveness. On the other hand, dividing the ailerons into multiple shorter segments increases complexity, cost, and weight. This also allows for less space for flaps on the wing.

[0007] However, high aspect ratio wings are important because they can reduce induced drag and thus improve fuel combustion efficiency, as well as reduce operating costs and environmental impact.

[0008] Furthermore, in high aspect ratio wings, the space within the wing for the aileron drive mechanism is typically very small. This may mean that the fairing is used to create additional volume, but this increases the wing's airfoil drag.

[0009] This problem can be solved by using flaperons—control surfaces that can function as both flaps and ailerons. This provides more roll torque when needed. However, these flaperons are less optimized for use as flaps and take up space that could be used for flaps, meaning lower overall wing efficiency.

[0010] The present invention seeks to mitigate the aforementioned problems. Alternatively or additionally, the present invention seeks to provide improved aircraft wing section assemblies. Summary of the Invention

[0011] According to a first aspect, the present invention provides an aircraft wing segment assembly, including a structural spine, a motion mechanism, and an actuation mechanism. The structural spine extends in the spanwise direction of the wing segment. The motion mechanism includes: a support rod extending from a first end through the structural spine to a second end in the chord direction of the wing segment; a first lever for connecting to a first movable control surface and for moving the first movable control surface, the first lever being pivotally mounted to the first end of the support rod for pivoting relative to the support rod; and a second lever for connecting to a second movable control surface and for... The system comprises: a second movable control surface that moves; a second lever pivotally mounted to the second end of a support rod for pivoting relative to the support rod; and a connecting mechanism for connecting the first lever and the second lever, such that pivoting of the first lever relative to the support rod causes pivoting of the second lever relative to the support rod; an actuating mechanism for actuating the pivoting of the first lever relative to the support rod, such that in use, when the actuating mechanism actuates the pivoting of the first lever relative to the support rod, the second lever also pivotally moves relative to the support rod, thus causing movement of both the first and second movable control surfaces. In various embodiments, the pivoting of the second lever relative to the support rod is caused by the interconnection of the connecting mechanism between the first and second levers. Therefore, in the operation of these embodiments, and when the connecting mechanism is connected to the first and second levers, the pivoting of the first lever relative to the support rod causes movement of the connecting mechanism relative to the support rod, wherein the movement of the connecting mechanism causes pivoting of the second lever relative to the support rod.

[0012] In the preceding and following text, "extending in the span / chord direction" means extending in at least one component of that direction. This direction does not need to be perfectly parallel to the span or chord of the wing or wing section.

[0013] The aircraft wing section assembly may consist only of the smaller spanwise section of the aircraft wing and may consist only of the structural portion of that section.

[0014] The structural spine can extend from the root part of the wing section to the tip part.

[0015] The first movable control surface can be a leading-edge bending device or a trailing-edge bending device (similar to an aileron) controlled to move via a first lever. The second movable control surface can be a leading-edge bending device or a trailing-edge bending device controlled to move via a second lever. The first movable control surface can be a trailing-edge bending device and the second movable control surface can be a leading-edge bending device.

[0016] These bending devices can provide roll control for an aircraft. For example, on the left wing, the leading-edge and trailing-edge bending devices can be controlled to pivot downwards relative to the rest of the wing to provide additional lift (an upward force) and cause the aircraft to roll clockwise. Simultaneously, on the right wing, the leading-edge and trailing-edge bending devices can be controlled to pivot upwards relative to the rest of the wing to provide a downward force and cause the aircraft to roll clockwise. A roll response from -30 degrees to +30 degrees may be required within 7 seconds. Bending devices can also be used to mitigate gust loads on the aircraft.

[0017] Having both leading-edge bending devices and trailing-edge bending devices on the wing is helpful.

[0018] This is especially important for wings with high aspect ratios (long and narrow) and / or when the ailerons (at the trailing edge) are positioned very close to the wingtip. This is because if the ailerons are positioned far from the wing root and / or if the wing is very flexible (in terms of torsion), a lot of deformation can occur when the ailerons move. For example, if the ailerons move upward, this can cause the rest of the wing to flex or twist in the same way, thus negating the desired aileron effect. In fact, this can have a negative or adverse effect (known as aileron reversal).

[0019] The presence of leading-edge folding devices (similar to trailing-edge ailerons or folding devices) can also balance variations in the folding angle across the entire wing chord, thus ensuring that aileron reversal does not occur. Furthermore, the leading edge provides additional roll control surfaces. This means that folding devices can be shorter and occupy less space along the wing span. For example, this provides more space for flaps on the wing and allows for better wing optimization.

[0020] The first and second levers can be directly or indirectly mounted to the support rod in a pivotable manner.

[0021] This arrangement provides a compact and lightweight way to simultaneously actuate both the first and second levers. This can be used to simultaneously actuate both the leading-edge and trailing-edge bending mechanisms. This is particularly useful in the tip portion of wings, and especially in the tip portion of high aspect ratio wings, where space is limited but significant bending mechanism control surfaces are required to provide the aircraft with the necessary control motions (e.g., the required roll amount) and speeds of motion (e.g., the roll speed required for authentication and pilot maneuvering).

[0022] Furthermore, connecting the first and second levers via a support rod allows the hinge moments on the levers to cancel each other out and provides an effective structure to handle the experienced loads. This is particularly useful because the hinge moments on the leading-edge bending device surface and the trailing-edge bending device surface are typically in opposite directions. Therefore, the support rod can bear a significant portion of the hinge load between the leading-edge surface and the trailing-edge surface (or other movable control surfaces) and reduce the lateral loads entering the wing structure.

[0023] The structural spine may include a box-shaped structure. The structural spine may have a rectangular cross-sectional area. The height of the cross-section may be between 4 mm (e.g., for a micro-drone) and 4 m (e.g., for a large passenger aircraft such as the A380). The chord width / width may be between 40 mm (e.g., for a micro-drone) and 20 m (e.g., for a large passenger aircraft such as the A380). The height-chord ratio may be between 0.05 and 0.30.

[0024] Preferably, the structural spine includes an integral box-shaped structure.

[0025] Box-shaped structures can be formed from composite materials. Integral box-shaped structures are particularly effective. Composite materials allow for lightweight box-shaped structures. The relatively small and efficient box-shaped structure allows for larger leading and trailing edge bending devices, thus providing a larger control surface area. Box-shaped structures also reduce manufacturing costs (due to fewer fasteners, drilling, components, etc.).

[0026] Ideally, the support rods should extend through the structural spine at the center (height direction) of the box-shaped structure. This is the "neutral axis" of the cross-section used for upward / downward bending. This is because this part of the box-shaped structure bears less load (the load is mainly borne by the top and bottom).

[0027] Preferably, the support rod includes an elongated section extending inwardly through the structural spine between a first end and a second end, wherein the first end includes a first end stop positioned adjacent to an outer first side of the structural spine to prevent the first end from moving through the first side in a first direction, and wherein the second end includes a second end stop positioned adjacent to an opposite outer second side of the structural spine to prevent the second end from moving through the second side in a second direction opposite to the first direction.

[0028] Therefore, the stops together prevent the support rod from moving relative to the structural spine. Both tension and compressive loads can pass through the rod. This allows the hinge moments on the lever to cancel each other out through the support rod, providing an effective structure to handle the experienced loads.

[0029] The support rod can be configured to withstand tension and compression. Alternatively or additionally, the support rod can be pre-tensioned.

[0030] Preferably, the actuation mechanism includes a cable connected to a first lever at a first cable connection point, the cable being connected to a pulling mechanism for pulling the cable to move the first cable connection point.

[0031] This mechanism is lightweight and efficient for the required load. This is because the cable only needs to withstand tension, and is therefore lighter than the rod that will also need to withstand compression.

[0032] Alternatively, the actuation mechanism may include a linear actuator, such as a screw actuator, which is connected to the first lever at the first actuator connection point.

[0033] More preferably, the actuation mechanism also includes a pulley, wherein a cable extends around the pulley.

[0034] Even more preferably, the cable is also connected to the first lever at the second cable connection point.

[0035] This provides the same tension on the cable to double the torque on the first lever. Therefore, this further increases the efficiency of the mechanism.

[0036] Even more preferably, the second cable connection point is located on the side of the pulley opposite to the first cable connection point.

[0037] Therefore, when the cable is pulled, the first cable connection point moves in the first direction, while the second cable connection point moves in the opposite second direction.

[0038] Preferably, the actuation mechanism includes a crank lever mounted to a first lever such that the crank lever extends laterally to the first lever, and wherein a first cable connection point is located on a first lateral side of the first lever and on a first end of the crank lever.

[0039] More preferably, the second cable connection point is located on the second lateral side opposite to the first lever and on the second end opposite to the crank lever.

[0040] Preferably, the connection mechanism includes at least one connector that extends through the structural spine along the chord direction of the wing segment.

[0041] The at least one connector may be spaced apart from the support rod in the spanwise direction (and also extend through the structural spine in the chord direction of the wing section).

[0042] For example, a connector can be a rod or a cable.

[0043] More preferably, the connection mechanism includes a second connector that extends through the structural spine in the chord direction of the wing section.

[0044] The second connector may be spaced apart from the support rod in the span direction on the side opposite to the first connector.

[0045] Having two connectors allows each connector to only bear tension, and therefore the first and second connectors can be cables. This means the connection mechanism can be lightweight. The cables also allow for very small holes in the structural spine (allowing the cables to pass through) because the cables are very thin.

[0046] If there is only one connector, the connector must be a rod capable of withstanding compression and tension, and therefore requires a larger hole (but half the number of holes).

[0047] The connector is preferably connected to the ends of the first and second levers. This increases the torque between the connector and the first and second levers.

[0048] Ideally, the connector should extend through the structural spine at the center (height direction) of the box-shaped structure. This is because this part of the box-shaped structure bears less weight (the load is mainly borne by the top and bottom).

[0049] Preferably, the first lever is part of a first lever mechanism for connection to a first movable control surface, and wherein the first lever mechanism further includes a connecting link pivotally mounted to the first lever at a connecting link connection point.

[0050] Similarly, the second lever is part of a second lever mechanism for connecting to the second movable control surface, and wherein the second lever mechanism further includes a second connecting link that is pivotally mounted to the second lever at a connecting link connection point.

[0051] More preferably, the connecting rod connection point is closer to the pivot mounting point of the first lever and the support rod than the location of the first cable connection point.

[0052] This provides a larger torque arm for the cable around the pivot point of the connecting link compared to the first lever. This means that less cable force and movement are required to move the connecting link (and the movable control surface).

[0053] If a linear actuator is used instead of a cable, the connecting rod connection point can be closer to the pivot point of the first lever and support rod compared to the location of the first actuator connection point. This means that less actuator force and movement are required to move the connecting rod (and the movable control surface).

[0054] Preferably, the first lever mechanism further includes a D-shaped crank pivotally connected to the structural spine and to a connecting link, such that movement of the connecting link causes the D-shaped crank to pivot relative to the structural spine.

[0055] The first movable control surface can be mounted on a D-shaped crank and thus pivot together with the D-shaped crank. The D-shaped crank can be directly or indirectly connected to the structural spine.

[0056] Similarly, the second lever mechanism also includes a second D-shaped crank pivotally connected to the structural spine and to a second connecting link, such that movement of the second connecting link causes the D-shaped crank to pivot relative to the structural spine. A second movable control surface can be mounted on the second D-shaped crank and thus pivot together with it. The second D-shaped crank can be directly or indirectly connected to the structural spine.

[0057] Preferably, it has multiple motion mechanisms spaced apart along the structural spine. This distributes the articulated moment load along multiple drive connection points on the control surface span, and thus reduces the need for internal structural reinforcement on the control surface (e.g., in the form of cross / diagonal ribs) to prevent twisting. This is particularly important for preventing twisting of long and thin trailing-edge ailerons / bending devices, which could otherwise occur if two actuator connection points are tightly positioned together near the inner ends of the aileron due to spacing constraints.

[0058] It may have 3 or up to 5 or 6 kinetic mechanisms. The kinetic mechanisms may be spaced apart along the span of the vertebral section of the structure.

[0059] Having multiple motion mechanisms minimizes the torsion of the movable control surface (bending device) and implies a need for a lighter, less structurally robust design. This is especially important for trailing-edge movable control surfaces, which typically have thin cross-sections. Reducing the load on each motion mechanism can lighten the weight of the motion mechanism and the associated connecting lugs on the control surface.

[0060] Each motion mechanism is controlled and moved by the same actuating mechanism. In other words, the actuating mechanism is able to move all the first and second levers.

[0061] Preferably, the aircraft wing segment assembly further includes a first movable control surface connected to a first lever and a second movable control surface connected to a second lever, wherein one or both of the movable control surfaces include a flexible skin adjacent to the connection between the surface and the lever.

[0062] This provides a smooth aerodynamic surface, even when the movable surface has been moved to its limit position by the first or second lever. The flexible skin can be formed from carbon fiber.

[0063] According to a second aspect of the invention, an aircraft wing assembly is also provided, the aircraft wing assembly including the aircraft wing segment assembly as described above, wherein the aircraft wing segment assembly is located at the tip portion of the aircraft wing assembly.

[0064] Preferably, the aircraft wing assembly includes a foldable wingtip portion, and wherein the aircraft wing segment assembly is located within the foldable wingtip portion such that the aircraft wing segment assembly is located outside the folded portion. Having a foldable wingtip portion allows for a large wingspan, while still being able to fold to fit available ground space.

[0065] The pulling mechanism can be located on the outside of the fold.

[0066] Alternatively, the pulling mechanism is located inside the fold, and wherein the pulling mechanism includes a cable linkage transmission mechanism to transmit the movement of the cable inside the fold as the movement of the cable outside the fold.

[0067] The wingspan of the foldable wingtip section can be a significant proportion of the overall wing span. For example, compared to the overall wing span of 56m, the foldable wingtip section may have a wingspan of approximately 10m (per side) to accommodate a 36m wide airport gate enclosure.

[0068] According to a third aspect of the invention, an aircraft is also provided, which includes the aircraft wing segment assembly or aircraft wing assembly as described above.

[0069] The aircraft may have a high aspect ratio wing. For example, the wingspan may be greater than 40m or greater than 50m. The aspect ratio may be greater than 12, greater than 14, or greater than 16.

[0070] According to a fourth aspect of the invention, a method for operating an aircraft, as described above, is also provided.

[0071] According to a fifth aspect of the invention, a method for operating an aircraft is also provided, the method comprising the steps of: providing a wing section having a structural spine extending in the spanwise direction of the wing section; providing a support rod extending from a first end through the structural spine to a second end in the chord direction of the wing section; actuating an actuation mechanism thereby causing a first lever to pivot relative to the support rod, thereby causing a first movable wing control surface connected to the first lever to move, and moving a connection mechanism connected to the first lever and a second lever thereby causing a second lever to pivot relative to the support rod, thereby causing a second movable wing control surface connected to the second lever to move.

[0072] It will be understood, of course, that features described with respect to one aspect of the invention may be incorporated into other aspects of the invention. For example, the method of the invention may be combined with any of the features described with reference to the device of the invention, and vice versa. Attached Figure Description

[0073] Embodiments of the invention will now be described by way of example only with reference to the accompanying drawings, in which:

[0074] Figure 1 A plan view of a wing according to a first embodiment of the present invention is shown;

[0075] Figure 2a It shows Figure 1 A cross-sectional side view of the tip portion of the wing, wherein the leading-edge bending device and the trailing-edge bending device are in a neutral configuration;

[0076] Figure 2b It shows Figure 2a A cross-sectional plan view of the tip portion, which shows the motion mechanism for moving the leading edge bending device and the trailing edge bending device;

[0077] Figure 3a It shows Figure 1 A cross-sectional side view of the tip portion of the wing, wherein the leading edge bending device and the trailing edge bending device are in an upward deflection configuration;

[0078] Figure 3b It shows Figure 3aA cross-sectional plan view of the tip portion, which shows the motion mechanism for moving the leading edge bending device and the trailing edge bending device;

[0079] Figure 4a It shows Figure 1 A cross-sectional side view of the tip portion of the wing, wherein the leading edge bending device and the trailing edge bending device are in a downward deflection configuration;

[0080] Figure 4b It shows Figure 4a A cross-sectional plan view of the tip portion, which shows the motion mechanism for moving the leading edge bending device and the trailing edge bending device;

[0081] Figure 5 Cross-sectional plan views of different motion mechanisms that can be used in the second embodiment are shown;

[0082] Figure 6 It shows Figure 1 A cross-sectional plan view of the wingtip section, which shows multiple motion mechanisms and actuation mechanisms;

[0083] Figure 7a This is a plan view of a cable linkage mechanism with the actuation mechanism in a disconnected configuration;

[0084] Figure 7b This is a plan view showing the connected cable linkage mechanism in a downward configuration;

[0085] Figure 7c This is a plan view showing the connected cable linkage mechanism in an upward configuration;

[0086] Figure 8 A cross-sectional plan view of the wingtip portion in the third embodiment is shown, illustrating multiple motion mechanisms and actuation mechanisms; and

[0087] Figure 9 A front view of an aircraft including its wings is shown, the aircraft being adapted to have wings according to any of the embodiments described above. Detailed Implementation

[0088] Figure 1 A plan view of a wing 100 according to a first embodiment of the present invention is shown.

[0089] The wing 100 has a relatively large aspect ratio (wingspan divided by the mean chord). This aspect ratio is 16, with a wingspan of 52m. The wing includes a root portion 101, a main portion 102, and a tip portion 103. The tip portion 103 is a foldable wingtip that can be folded relative to the main portion 102 at a fold line 106. The wing has a leading edge 104 and a trailing edge 105.

[0090] The root portion 101 and the main portion 102 are provided with a structural wing box 107. In the tip portion 103, the main load-bearing structure is provided by a structural spine portion designated 108. The wing 100 also has a wing skin 109, wherein, in Figure 1 The upper wing skin 109a can be seen in the image. A lower wing skin 109b is also present on the underside of the wing.

[0091] Multiple different movable control surfaces 110 are provided on the wing 100. These movable control surfaces 110 are the inner flap 111, the middle flap 112 and the outer flap 113 in the root part and the main part of the wing, and the leading edge bending device 114 and the trailing edge bending device 115 in the tip part 103.

[0092] Figure 2a It shows Figure 1 A cross-sectional side view of the tip portion 103 of the wing, wherein the leading edge bending device 114 and the trailing edge bending device 115 are in neutral configurations, respectively labeled 114a and 115a.

[0093] Here, the structural spine 108 is shown to be in the form of an integral box-shaped structure 180, which has a top 181, a bottom 182, a front side 183, and a rear side 184. The box-shaped structure 180 is 6 cm high (i.e., the length of the sides 183 and 184) and 12 cm wide (i.e., the length of the top 181 and bottom 182). The box-shaped structure 180 is located within the wingtip 103 in the chord direction to achieve similar load magnitude between the front and rear sides, thereby reducing torsional stress on the box-shaped structure 180.

[0094] Figure 2b It shows Figure 2a A cross-sectional plan view of the tip portion 103, which shows the mechanism 120 for moving and supporting the leading edge bending device 114 and the trailing edge bending device 115.

[0095] Here, it can be seen that there are multiple different holes in the sides 183 and 184 of the box-shaped member 180. In particular, each of the sides 183 and 184 has holes for a support rod 121 (these holes are labeled 187a and 187b respectively), the support rod 121 extending through the structural spine 108 in the wing chord direction. Importantly, the support rod 121 extends in this manner at the center height of the integral box-shaped member 180, as... Figure 2a As can be seen, the box-shaped component 180 bears the minimum load at this center height, and therefore, the hole has minimal impact on the efficiency of the box-shaped component structure 180. This is because the load is mainly borne by the top 181 and the bottom 182.

[0096] The support rod 121 includes a front stop 122 and a rear stop 123. These stops are located on the outer sides of the front side 183 and rear side 184 of the box-shaped member 180, respectively, and are attached to the sides 183, 184 by nuts and bolts (not shown). (Alternatively, these stops can be attached by adhesives, rivets, co-curing, threaded tension fits, etc.) These stops ensure that the support rod 121 is fixed in place relative to the box-shaped member 180 and allow the support rod 121 to transmit tension and compressive loads between the stops 122, 123. Therefore, a portion of the hinge moment load on the stops 122, 123 (from the motion mechanism 120, which will be described later) can be transmitted through the support rod 121. In other words, the support rod 121 allows the hinge moments on the leading edge bending device 114 and the trailing edge bending device 115 to cancel each other out and provides an effective structure to handle the loads experienced.

[0097] Each stop is provided with a top lug 124 and a bottom lug 125 extending horizontally away from the box-shaped member 180. These lugs 124, 125 are mounted on a vertical pivot rod 126 extending between the lugs. The front pivot rod and the rear pivot rod 126 are used to mount two parts (front and rear parts) of the motion mechanism 120, which enable the front edge bending device 114 and the rear edge bending device 115 to move.

[0098] Each side 183, 184 of the box-shaped member 180 has two additional holes located on either side of holes 187a and 187b (in the spanwise direction). The two holes in the front side are labeled 185a and 185b. The two holes in the rear side are labeled 186a and 186b. These holes allow steel cables 191a and 191b to extend through the box-shaped member 180 to connect the front and rear portions of the motion mechanism 120, as described later. (Alternatively, the cables can be made of any other suitable material such as carbon fiber.) This connection allows the leading edge bending device 114 and the trailing edge bending device 115 to move simultaneously. Importantly, as previously stated, holes 185a, 185b, 186a, and 186b are located at the center height of the integral box-shaped member 180, as shown in... Figure 2a As can be seen in the image. When viewed from the front, these holes can be shaped as elongated slots, wider than they are high, to accommodate cable displacement along the wingspan due to the kinematics of the mechanism.

[0099] The rear portion of the motion mechanism 120 will now be described. The rear portion includes a number of interconnected elements.

[0100] First, a first crank lever 130, in the form of a short straight lever, is pivotally mounted on a rear pivot rod 126, causing the first crank lever 130 to pivot about the vertical pivot rod 126. The first crank lever 130 is pivotally mounted at a pivot point 136 at a center point position 133. The crank lever 130 has a first end 131 and an opposite second end 132. Each end 131, 132 has cable mounting points 134, 135. These cable mounting points 134, 135 are attached to a movable steel cable 161 of a cable mechanism 160, which will be described later. Movement of the cable 161 causes movement of the cable mounting points 134, 135, and thus causes the first crank lever 130 to pivot about the pivot point 136.

[0101] The central portion 143 of the second straight crank lever 140 is fixedly attached to the central portion 133 of the first crank lever 130 to form a vertical cross shape, which pivots about the pivot rod 126 at a pivot point 136. Therefore, when the first crank lever 130 pivots about the pivot point 136 (because of the movement of the cable 161), the second crank lever 140 also pivots about the pivot point 136. The second crank lever 140 is longer than the first crank lever 130. The second crank lever 140 has a first end 141 and an opposite second end 142. Each end 141, 142 has cable mounting points 145, 146. These cable mounting points 145, 146 are attached to cables 191a and 191b to connect the movement of the second crank lever 140 to the front portion of the motion mechanism, as described later.

[0102] Furthermore, at the intermediate portion 144 of the second crank lever 140, there is a connecting rod 150 pivotally mounted to the second crank lever 140. The intermediate portion 144 is positioned spaced apart from the central pivot point 143 (or 136) of the lever 140, but in the plan view, it is closer to the central pivot point 143 than either of the cable mounting points 134 or 135 on the first crank lever 130. This means that the torque arm of the movement of the cable 161 causing the movement of the cable mounting points 134 or 135 about the pivot point 136 of the crank levers 130 or 140 is larger than the torque arm about the intermediate portion 144. In fact, the intermediate portion 144 is located at a distance from the pivot point 136 that is approximately half the distance from the cable mounting points 134 or 135 to the pivot point 136. This means that the force (from cable 161) at cable mounting points 134 and 135 required to move cranks 130 and 140 is less than the force experienced by the intermediate portion 144 / connecting link 150. Furthermore, as cable 161 wraps around pulley 162, cable 161 exerts forces in opposite directions at cable mounting points 134 and 135, doubling the torque about pivot point 136. This further increases the leverage effect of cable 161 on connecting links 151 and 193. When the first crank lever 130 and the second crank lever 140 pivot, the intermediate portion 144 moves toward and away from the rear side 184 of the housing 180.

[0103] As described above, the connecting rod 150 is pivotally connected to the middle portion 144 of the second crank lever 140. This middle portion 144 is located at the first end 151 of the connecting rod. The opposite second end 152 of the connecting rod (which extends toward the rear edge bending device 115) is pivotally mounted to the pivot rod 154 at the pivot point 153. Therefore, when the connecting rod 150 is pulled into and pushed away from the rear portion 184 via the second crank lever 140, the pivot rod 154 is also pulled into and pushed away from the rear portion 184.

[0104] Pivoting rod 154 extends between two D-shaped cranks 155 and 156. (As in...) Figure 2aAs can be seen, the upper portion of each D-shaped crank (only crank 155 is visible) is pivotally mounted to the trailing edge of the upper wing skin 109a at pivot point 157. This pivot point 157 is located above the pivot point 153 of the pivot rod 154. Therefore, when the pivot point is pushed toward the trailing edge bending device 115, the D-shaped cranks 155, 156 pivot upwards, and vice versa. The trailing edge bending device 115 is mounted to the D-shaped cranks 155, 156, so when the D-shaped cranks 155, 156 pivot at 157, the trailing edge bending device 115 also pivots. Note that on the upper and lower wing skins of the trailing edge bending device 115, in the area adjacent to the remainder of the tip portion 103, there is a flexible section of the skin made of CFRP (by winding fibers)—indicated by reference numeral 158. The remainder of the bending device 115 includes a fixed internal structure 159. The flexible skins of the bending devices 114 and 115 located on their lower surfaces (i.e., those furthest from the pivot point of the D-crank) do not intersect with the lower surface skin of the wingtip portion 103. When the D-crank pivots to position the bending device in a downward configuration, the "excess" flexible skins of the bending devices 114 and 115 slide within the wing cavity, preventing them from contacting the airflow. The lower flexible skin of each bending device is attached only to the lower inner corner of the D-crank, allowing the remaining chordal length of the flexible skin to separate from the lower surface of the D-crank in an upward configuration. In a downward configuration, the chordal length of the lower skins of the bending devices not attached to the D-crank is stretched to be flush with the lower surface of the D-crank. A portion of the D-shaped crank is shaped to follow an arc around the D-shaped crank pivot so as to maintain a constant gap between the lower flexible skin of the bending devices 114, 115 and the skin of the wingtip portion 103 when the mechanism moves between the upward and downward configurations.

[0105] Returning to a more detailed consideration of the cable mechanism 160, this mechanism includes a steel tension cable 161 (but other materials may be used) surrounding a pulley 162. The pulley 162 is mounted to the rear side 184 of the housing 180 using a pulley mount 163. The pulley 162 is mounted at the tip / outer end of the tip portion 103, as in... Figure 6 and Figure 8 As can be seen in the diagram, the cable actuator 164 is located at the end of the tip portion 103 opposite to the pulley (or in the main portion 102 of the wing), which will be discussed later. Figure 6 and Figure 8 The cable actuator 164 causes the cable 161 to move back and forth between a first position and a second position over a pulley.

[0106] exist Figure 2a and Figure 2bIn this configuration, cable 161 is positioned at the midpoint between two extreme positions. At this position, cable mounting points 134 and 135 are positioned such that the first crank lever 130 is perpendicular to the rear portion 184 and the second crank lever 140 is parallel to the rear portion 184 of the box-shaped member 180. At this position, the middle portion 144 of the second crank lever 140 is spaced a midpoint from the rear portion 184. Therefore, the positions of the connecting rod 150 and the pivot rod 154 place the trailing edge bending device 115 in a neutral configuration that neither pivots upwards nor downwards.

[0107] As previously described, cables 191a and 191b extend from the second crank lever 140 through holes 185a, 185b, 186a, and 186b in the box-shaped member 180 to the front portion of the motion mechanism 120. This front portion includes a crank bar 192, which is pivotally connected to the front pivot rod 126 at its center in a manner similar to that of the second crank lever 140. The crank bar 192 is the same length as the second crank lever 140, and cables 191a and 191b are also attached to the ends of the crank bar 192 in a manner similar to that of the second crank lever 140. This means that when the second crank lever 140 pivots clockwise, the tension on the cable 191a causes the crank bar 192 to pivot clockwise as well. When the second crank lever 140 pivots counterclockwise, the tension on the cable 191b causes the crank bar 192 to pivot counterclockwise as well.

[0108] The crank lever 192 is pivotally mounted to the connecting rod 193. This is similar to how the second crank lever 140 is mounted to the connecting rod 150 at the middle section 144.

[0109] Similarly, connecting rod 193 is attached to D-shaped cranks 195, 196 via pivot rod 194. These D-shaped cranks are connected to leading-edge bending device 144 at pivot point 197 (located above the connection between pivot rod 194 and D-shaped cranks 195, 196). Therefore, when pivot rod 194 is pushed toward leading-edge bending device 144, D-shaped cranks 195, 196 pivot upwards, and vice versa. Leading-edge bending device 144 is mounted to D-shaped cranks 195, 196, and thus when D-shaped cranks 195, 196 pivot, leading-edge bending device 144 also pivots. Note that on the upper and lower wing skins of leading-edge bending device 144, in the area adjacent to the remainder of the tip portion 103, there are flexible sections of the skin made of CFRP (by winding fibers)—indicated by mark 198. The remainder of the bending device 114 includes a fixed internal structure 199.

[0110] Importantly, the connecting rod 193 is pivotally mounted on the side of the support rod 121 opposite to the intermediate portion 144. This allows for... Figure 2b This means that when the second crank lever 140 pivots clockwise and the pivot bar 154 is pushed out toward the trailing edge bending device 115 (thus causing the trailing edge bending device 115 to pivot upward), the crank bar 192 pivots clockwise and the pivot bar 197 is pushed out toward the leading edge bending device 114 (thus also causing the leading edge bending device 114 to pivot upward). Therefore, when the trailing edge bending device 115 pivots upward, the leading edge bending device 114 also pivots upward. Similarly, when the trailing edge bending device 115 pivots downward, the leading edge bending device 114 also pivots downward.

[0111] Figure 3a It shows Figure 1 A cross-sectional side view of the tip portion 103 of the wing, wherein the leading edge bending device and the trailing edge bending device are in an upward deflection configuration, labeled 114b and 115b, respectively. Figure 3b It shows Figure 3a A cross-sectional plan view of the tip portion.

[0112] Here, cable 161 is pulled by cable actuator 164 to rotate clockwise around pulley 162. This causes cable mounting points 134, 135 to pivot the first crank lever 130 and the second crank lever 140 clockwise.

[0113] This results in two things: First, the connecting rod 150 pushes the pivot bar 154 outward toward the trailing edge bending device 115, causing the trailing edge bending device 115 to pivot upward to its upward deflection configuration 115b. Second, the cable 191a pulls the crank bar 192 to pivot clockwise, causing the pivot bar 194 to push toward the leading edge bending device 114, thus causing the leading edge bending device 114 to also pivot upward to its upward deflection configuration 114b.

[0114] Figure 4a It shows Figure 1 A cross-sectional side view of the tip portion of the wing, wherein the leading edge bending device and the trailing edge bending device are in downward deflection configurations labeled 114c and 115c, respectively. Figure 4b It shows Figure 4a A cross-sectional plan view of the tip portion.

[0115] Here, cable 161 is pulled by cable actuator 164 to rotate counterclockwise around pulley 162. This causes cable mounting points 134, 135 to pivot the first crank lever 130 and the second crank lever 140 counterclockwise.

[0116] This results in two things: First, the connecting rod 150 pulls the pivot bar 154 inward away from the trailing edge bending device 115, causing the trailing edge bending device 115 to pivot downward to its downward deflection configuration 115c. Second, the cable 191b pulls the crank bar 192 to pivot counterclockwise, causing the pivot bar 194 to pull inward away from the leading edge bending device 114, thus causing the leading edge bending device 114 to also pivot downward to its downward deflection configuration 114c.

[0117] Figure 5 Cross-sectional plan views of different motion mechanisms that can be used in the second embodiment are shown. This motion mechanism and other elements are similar to those in the first embodiment and will use the same reference numerals. The differences will be described below using the same reference numerals prefixed with 2 instead of 1.

[0118] Here, there is no cable 191b and associated holes 185b and 186b. The crank bar 192 and the second crank lever 140 are correspondingly shortened because there is no associated cable mounting point (e.g., cable mounting point 146 on the second crank lever 140). Cable 191a is replaced by a connecting rod 291. This rod 291 transmits tension and compression between the second crank lever 140 and the crank bar 192.

[0119] Therefore, when cable 161 has been pulled clockwise by cable actuator 164 to rotate around pulley 162, causing cable mounting points 134, 135 to pivot clockwise on the first crank lever 130 and the second crank lever 140, the trailing edge bending device pivots upwards, as in Figure 3a and Figure 3b As in the middle. However, the connecting rod 291 (instead of the cable 191a) pulls the crank bar 192 to pivot the crank bar 192 clockwise, which causes the leading edge bending device 114 to also pivot upward.

[0120] When cable 161 has been pulled counterclockwise by cable actuator 164 to rotate around pulley 162, causing cable mounting points 134 and 135 to pivot counterclockwise on the first crank lever 130 and the second crank lever 140, the trailing edge bending device pivots downwards, as in Figure 4a and Figure 4b As in the middle. However, the connecting rod 291 also pushes the crank bar 192 to pivot counterclockwise, thereby causing the leading edge bending device 114 to also pivot downward.

[0121] Figure 6 It shows Figure 1 A cross-sectional plan view of the wingtip portion 103, which shows multiple motion mechanisms corresponding to motion mechanism 120 and an actuation mechanism including cable actuator 164.

[0122] Specifically, it has three sets of motion mechanisms and support rods evenly distributed along the wingspan of the wingtip portion 103, outside the fold line 106. These three sets are designated 120a, 120b, and 120c. The motion mechanism 120 adjacent to the pulley 162 described earlier is... Figure 6 The motion mechanism 120c is located in the outermost mechanism 120c. Additional motion mechanisms 120a and 120b are located inside the outermost mechanism 120c. These motion mechanisms distribute the articulated moment load along the wingspan of the bending devices 114, 115 and the rest of the wingtip portion 103.

[0123] Furthermore, there are a number of additional pivotable D-shaped cranks (similar to 155 and 195) between the leading-edge bending device 114 and the rest of the wingtip portion 103, and between the trailing-edge bending device 115 and the rest of the wingtip portion 103. These additional pivotable D-shaped cranks are designated 127a to 127d and 128a to 128d, respectively. These additional pivotable D-shaped cranks serve as additional hinges to support the structural connection between the wingtip portion 103 and the leading-edge bending device 114 and the trailing-edge bending device 115, and to maintain the required pivoting kinematics of the devices 114 and 115 along their respective spanwise lengths. Therefore, there are a total of seven connection points between each of the leading-edge bending device 114 and the trailing-edge bending device 115 and the rest of the wingtip portion 103.

[0124] like Figure 6 As can be seen, cable 161 is wrapped around pulley 162, which is located outside the outermost motion mechanism 120c. Cable 161 is attached to all three motion mechanisms 120a to 120c in the manner described above for motion mechanisms 120 / 120c. In particular, cable 161 is attached to the first crank lever 130 of each motion mechanism 120 at two cable mounting points 134, 135. Therefore, when cable 161 moves around the pulley, this causes the two cable mounting points 134, 135 on all motion mechanisms 120 to move simultaneously, and thus causes bending devices 114, 115 to move simultaneously due to all three motion mechanisms 120.

[0125] Cable 161 is actuated by cable actuator 164. Actuator 164 moves cable 161 between two extreme positions, which correspond to the extreme (upward and downward) positions of bending devices 114 and 115.

[0126] The important thing is that, Figure 6 In this configuration, the cable actuator 164 is located inside the fold line 106 of the wing 100. Therefore, a cable linkage mechanism 170 is provided for connecting the cable actuator 164 to the cable 161, as will now be referred to. Figure 7a Described, Figure 7a This is a plan view showing the cable linkage mechanism 170 in a disconnected configuration.

[0127] A cable actuator 164 is attached to an auxiliary steel cable 173 and, when actuated, causes the cable 173 to move back and forth. The auxiliary cable 173 is connected to a first connection portion 171 at two points and causes the first portion 171 to change its configuration.

[0128] The first part 171 includes an upper fixed section 175a, which is pivotally mounted to the lower part 174a at the central region of the lower part 174a. The upper part 175a is fixed to the main wing section 102. The lower part 174a has auxiliary cables 173 connected at opposite ends (at 176a, 177a) to the lower part 174a, such that movement of the cables 173 causes the lower part 174a to pivot relative to the upper part 175a (and the main wing section 102). The lower part 174a has an outwardly facing straight contact surface 178a (but this surface can be any suitable shape, such as a curved shape).

[0129] The first part 171 abuts against the second part 172 such that when the first part 171 changes its configuration, the second part 172 also changes its configuration. This abutment occurs at the fold line 106, so that there is no attachment connection across the fold line 106. The second part 172 is a mirror image of the first part 171 (at the fold line 106). The same reference numerals will be used for the second part, but "b" will be used instead of "a".

[0130] The upper section 175b of the second part is fixedly connected to the wingtip section 103. Therefore, pivoting of the first lower section 174a and the straight surface 178a causes pivoting of the corresponding straight surface 178b on the second part 172, as well as pivoting of the lower section 174b of the second part. The second part 172 is connected to cable 161 at two points (176b, 177b), thus also causing movement of cable 161. Therefore, movement of cable 161 reflects movement of cable 173.

[0131] Figure 7b This is a plan view showing the cable linkage mechanism in an engaged configuration, corresponding to the case when the wing is fully deployed. Parts 174a and 174b also partially rotate, causing the mechanism to be in a downward configuration.

[0132] Here, the cable actuator 164 has moved the auxiliary cable 173, causing the auxiliary cable 173 to pull the connection point 177a (see...). Figure 6(The arrow above). This has caused the straight surface 178a to pivot counterclockwise. This has also caused the straight surface 178b to pivot counterclockwise and thus pull the connection point 177b. This causes the cable 161 to move counterclockwise around the pulley 162. Therefore, this moves the leading edge bending device 114 and the trailing edge bending device 115 and further into their downward configurations 114c, 115c.

[0133] Figure 7c This is a plan view showing a cable linkage mechanism in an upward configuration.

[0134] Here, the cable actuator 164 has moved the auxiliary cable 173, causing the auxiliary cable 173 to pull the connection point 176a (towards...). Figure 6 (The arrows in the image are reversed). This causes the straight surface 178a to pivot clockwise. This also causes the straight surface 178b to pivot clockwise and thus pull the connection point 176b. This causes the cable 161 to move clockwise around the pulley 162. Therefore, this moves the leading edge bending device 114 and the trailing edge bending device 115 and further into their upward configurations 114b, 115b.

[0135] Figure 8 A cross-sectional plan view of the wingtip portion 103 in the third embodiment is shown, illustrating the same plurality of motion mechanisms 120 and different actuation mechanisms. This third embodiment is similar to... Figure 6 The arrangement of the components will be described below, and therefore only the differences will be described. The same reference numerals will be used when the components are the same. The same reference numerals will be used when the components are different, but with an asterisk (') as a suffix.

[0136] exist Figure 8 In this configuration, cable actuator 164' is identical to cable actuator 164, but located outside of folded cable 106. Cable actuator 164' is directly connected to the end of cable 161' (instead of auxiliary cable 173), and there is no cable linkage mechanism 170. Instead, cable actuator 164' directly moves cable 161' to move cable 161' between its extreme positions, which correspond to the upward and downward extreme configurations of bending devices 114, 115.

[0137] Figure 9 A front view of an aircraft 10 including two aircraft wings is shown, which is adapted to serve as a wing 100 according to any of the embodiments described above.

[0138] Although the invention has been described and illustrated with reference to specific embodiments, those skilled in the art will understand that the invention itself is adaptable to many different variations not specifically illustrated herein. Some possible variations will now be described by way of example only.

[0139] The pivot point of the D-crank relative to the rest of the wingtip section can be above or below the pivot point of the pivot rod. In other words, the D-crank can be mounted to the lower skin, rather than the upper skin.

[0140] Cranks, pivots, levers, rods, etc. of any suitable shape can be used.

[0141] The pulley cable can be replaced by an actuator rod that moves back and forth between extreme positions / configurations.

[0142] The flexible skins of the leading and / or trailing edges can be made of any suitable material. Alternatively, one or both can be replaced by hinges, such as lug pivot hinges.

[0143] Cables or other actuation systems may be located in the leading edge, rather than in the trailing edge.

[0144] and Figure 6 or Figure 8 Compared to the scenario shown, a cable (or rod, etc.) actuator can be positioned further inside the wing. However, it is recommended to position the actuator in an area of ​​the wing that does not store fuel (i.e., a "dry zone"). Alternatively, with Figure 6 or Figure 8 The situation shown allows the actuator to be positioned further outwards compared to the other side.

[0145] Tapered wings and / or tapered wing boxes can be used instead of Figure 6 or Figure 8 The non-recessed platform is shown. In the case of a recessed wing, each mechanism can be adjusted to provide the required leading-edge flexure deflection and trailing-edge flexure deflection along the wingspan. These mechanisms can also be adjusted to change the magnitude of the leading-edge flexure deflection and trailing-edge flexure deflection along the wingspan to achieve the desired lift distribution variation.

[0146] Different support rods of the mechanism can be designed to employ different load balances (between the support rod and the wing box) along the wingspan at the wingtip.

[0147] One or more (including all) of the support rods can be pre-tensioned (e.g., by screws). If pre-tensioned, the support rods can act as pins (extending from the stop to the side of the box-shaped part, instead of nuts and bolts) to secure the structural spine. This will facilitate assembly.

[0148] The (relative vertical) position of the support rod can be adjusted to combine with the stiffness of the structural spine to achieve the desired structural response.

[0149] The position of each connecting link engaging with the D-shaped crank can be varied to allow for changes in the size of the bend along the wingspan of the wingtip portion. This can also provide the desired leading and / or trailing edge deflection along the wingspan of a tapered wing. It can also be used to change the leverage within the mechanism at each spanwise location to balance forces and enable actuation of all mechanisms with the same cable force.

[0150] Where references have been made in the foregoing description to elements or components having known, obvious, or foreseeable equivalents, such equivalents, as separately set forth, are incorporated herein. 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 of the invention described as preferred, advantageous, convenient, etc., are optional and do not limit the scope of the independent claims. Furthermore, it should be understood that in some embodiments of the invention, such optional elements or features, while potentially beneficial, may not be desirable and therefore may not be present in other embodiments.

[0151] It should be noted that throughout this specification, "or" should be interpreted as "and / or".

Claims

1. An aircraft wing segment assembly, comprising: - A structural spine that extends in the spanwise direction of the wing section. - A motion mechanism, the motion mechanism comprising: - A support rod that extends from a first end through the spine of the structure to a second end in the chord direction of the wing section. - A first lever, for connection to and for moving a first movable control surface, the first lever being pivotally mounted to the first end of the support rod for pivoting relative to the support rod. - A second lever, for connection to and movement of a second movable control surface, the second lever being pivotally mounted to the second end of the support rod for pivoting relative to the support rod, wherein the first movable control surface is a trailing edge bending device and the second movable control surface is a leading edge bending device, and - A connecting mechanism for connecting the first lever and the second lever, such that pivoting motion of the first lever relative to the support rod causes pivoting motion of the second lever relative to the support rod, and - An actuation mechanism for actuating the pivotal movement of the first lever relative to the support rod. This means that during use, when the actuation mechanism actuates the first lever to pivot relative to the support rod, the second lever also moves pivotally relative to the support rod, thus causing movement of both the first movable control surface and the second movable control surface.

2. The aircraft wing section assembly according to claim 1, wherein, The spinal section of the structure includes an integral box-shaped structure.

3. The aircraft wing section assembly according to claim 1, wherein, The support rod includes an elongated section extending inwardly through the structural spine between a first end and a second end, wherein the first end includes a first end stop positioned adjacent to an outer first side of the structural spine to prevent the first end from moving through the first side in a first direction, and wherein the second end includes a second end stop positioned adjacent to an opposite outer second side of the structural spine to prevent the second end from moving through the second side in a second direction opposite to the first direction.

4. The aircraft wing section assembly according to claim 1, wherein, The actuation mechanism includes a cable connected to the first lever at a first cable connection point, and the cable is connected to a pulling mechanism for pulling the cable to move the first cable connection point.

5. The aircraft wing section assembly according to claim 4, wherein, The actuation mechanism further includes a pulley, and the cable extends around the pulley.

6. The aircraft wing section assembly according to claim 5, wherein, The cable is also connected to the first lever at the second cable connection point.

7. The aircraft wing section assembly according to claim 6, wherein, The second cable connection point is located on the side of the pulley opposite to the first cable connection point.

8. The aircraft wing section assembly according to claim 4 or 7, wherein, The actuation mechanism includes a crank lever mounted to the first lever such that the crank lever extends laterally to the first lever, and wherein the first cable connection point is located on a first lateral side of the first lever and on a first end of the crank lever.

9. The aircraft wing section assembly according to claim 7, wherein, The actuation mechanism includes a crank lever mounted to the first lever such that the crank lever extends laterally to the first lever, wherein the first cable connection point is located on a first lateral side of the first lever and a first end of the crank lever, and wherein the second cable connection point is located on a second lateral side opposite to the first lever and a second end of the crank lever.

10. The aircraft wing section assembly according to claim 1, wherein, The connection mechanism includes at least one connector that extends through the spine of the structure in the chord direction of the wing section.

11. The aircraft wing section assembly according to claim 10, wherein, The connection mechanism includes a second connector that extends through the spine of the structure in the chord direction of the wing section.

12. The aircraft wing section assembly according to claim 1 or 4, wherein, The first lever is part of a first lever mechanism for connecting to the first movable control surface, and wherein the first lever mechanism further includes a connecting link that is pivotally mounted to the first lever at a connecting link connection point.

13. The aircraft wing section assembly according to claim 4, wherein, The first lever is part of a first lever mechanism for connection to the first movable control surface, wherein the first lever mechanism further includes a connecting rod pivotally mounted to the first lever at a connecting rod connection point, and wherein the connecting rod connection point is closer to the pivot mounting point of the first lever and the support rod than the location of the first cable connection point.

14. The aircraft wing section assembly according to claim 12, wherein, The first lever mechanism further includes a D-shaped crank pivotally connected to the structural spine and the connecting rod, such that movement of the connecting rod causes the D-shaped crank to pivot relative to the structural spine.

15. The aircraft wing section assembly according to claim 1, wherein, It has multiple motion mechanisms spaced apart along the spine of the structure.

16. The aircraft wing segment assembly of claim 1, further comprising a first movable control surface connected to the first lever and a second movable control surface connected to the second lever, wherein, One or both of the movable control surfaces include a flexible skin adjacent to the connection between the surface and the lever.

17. An aircraft wing assembly, the aircraft wing assembly comprising the aircraft wing segment assembly according to claim 4, wherein, The aircraft wing section assembly is located at the tip portion of the aircraft wing assembly.

18. The aircraft wing assembly of claim 17, comprising a foldable wingtip portion, wherein, The aircraft wing section assembly is located in the foldable wing tip portion, such that the aircraft wing section assembly is located on the outside of the folded portion.

19. The aircraft wing assembly according to claim 18, wherein, The pulling mechanism is located on the outside of the fold.

20. The aircraft wing assembly according to claim 18, wherein, The pulling mechanism is located inside the folded portion, and wherein the pulling mechanism includes a cable linkage transmission mechanism to transmit the movement of the cable inside the folded portion as the movement of the cable outside the folded portion.

21. An aircraft wing assembly, the aircraft wing assembly comprising the aircraft wing segment assembly according to claim 1, wherein, The aircraft wing section assembly is located at the tip portion of the aircraft wing assembly.

22. The aircraft wing assembly of claim 21, comprising a foldable wingtip portion, wherein, The aircraft wing section assembly is located in the foldable wing tip portion, such that the aircraft wing section assembly is located on the outside of the folded portion.

23. An aircraft comprising an aircraft wing assembly according to claim 17 or 21.

24. A method of operating an aircraft, said aircraft being the aircraft according to claim 23.

25. A method of operating an aircraft comprising an aircraft wing section assembly according to any one of claims 1 to 16, the method comprising the steps of: Actuating the actuating mechanism causes the first lever to pivot relative to the support rod, thereby causing: - The first movable control surface connected to the first lever moves, and - The connecting mechanism connected to the first lever and the second lever moves, thereby causing: - The second lever pivots relative to the support rod, thereby causing the second movable control surface connected to the second lever to move.

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