Foldable wing, aircraft with same, and folding control method

Abstract

Embodiments of the present invention disclose a foldable wing, an aircraft having the same, and a folding control method. The foldable wing includes: a fixed wing having a fixed end and a free end that face away from each other in the spanwise direction; a folding wingtip that opposes the free end in the spanwise direction; a hinge assembly that pivotally connects the folding wingtip to the free end of the fixed wing; a folding actuator that drives the folding wingtip to pivot reciprocally about a hinge axis of the hinge assembly so that the folding wingtip switches back and forth between a folded position and a deployed position; and at least one latch assembly that acts on the folding wingtip to maintain it in the deployed position. According to the present invention, the smooth deployment of the folding wingtip during takeoff or flight is improved, as is the reliability of locking and maintaining the deployed state.

Description

Technical Field

[0001] The present invention relates to the field of aircraft, and in particular to a foldable wing, an aircraft having the foldable wing, and a folding control method. Background Art

[0002] In order to reduce fuel consumption and improve fuel efficiency, the new generation of large twin-aisle aircraft, in addition to using new high-bypass ratio engines, also adopts a wing design with a larger aspect ratio, so that the aircraft's wings can achieve higher aerodynamic efficiency, thereby reducing operating costs. According to the regulations of the International Civil Aviation Organization (ICAO), the airport's airfield has different levels of restrictions on the wingspan (and the outer wheelbase of the main landing gear) of take-off and landing aircraft, including six levels: A, B, C, D, E, and F. For example, Class E airports allow aircraft with a wingspan of 52-65 meters to take off and land, and Class F airports allow aircraft with a wingspan of 65-80 meters to take off and land. If the wingspan exceeds 65 meters, the aircraft's adaptability to the airport is reduced.

[0003] If the aircraft's wingspan exceeds 65 meters, the folding wingtip design can shorten its wingspan to within 65 meters to meet the airport's size restrictions. To facilitate operations at the airport, this type of aircraft will unfold and lock the folding wingtips during takeoff, and the folding section and the fixed section will form a complete high-aspect-ratio wing. The wing remains in this state from takeoff, cruising, and landing. After landing, when the aircraft decelerates and taxis on the runway, when the speed drops below a certain threshold, the folding wingtips fold upward and remain in this state until the boarding bridge and hangar are reached. It can be handled as an ordinary aircraft with a standard wingspan of less than 65 meters, without increasing the cost to the airline.

[0004] Aircraft with folding wingtip design still have the following technical problems during operation:

[0005] If the folding wingtips cannot unfold normally during takeoff or flight, or fold accidentally, the wingspan and wing surface will be lower than the design requirements, causing the aircraft to lose the required lift; if one side can unfold but the other side fails to unfold smoothly, asymmetric lift and drag will occur, affecting the aircraft's maneuverability and flight stability.

[0006] In view of this, it is necessary to develop a foldable wing, an aircraft having the same, and a folding control method to ensure that the folding wingtip does not fail to unfold or is unreliably locked during takeoff or flight. Summary of the Invention

[0007] Embodiments of the present invention provide a foldable wing, an aircraft having the same, and a folding control method, for improving the reliability of smoothly deploying the foldable wingtip and locking and maintaining the deployed state during takeoff or flight of the aircraft.

[0008] In order to solve the above technical problems, the embodiments of the present invention disclose the following technical solutions:

[0009] In one aspect, a foldable wing is provided, comprising:

[0010] A fixed wing having a fixed end and a free end that are separated from each other in a wingspan direction;

[0011] a folding wingtip, which is opposite to the free end in the span direction;

[0012] a hinge assembly pivotally connecting the folding wingtip to the free end of the fixed wing;

[0013] a folding actuator driving the folding wing tip to pivot back and forth about the hinge axis of the hinge assembly so that the folding wing tip switches back and forth between a folded position and an unfolded position; and

[0014] At least one set of latch assemblies acts on the folding wing tip to retain the folding wing tip in the deployed position.

[0015] In addition to or in lieu of one or more of the features disclosed above, the latch assembly includes:

[0016] a guide member fixedly mounted in the free end;

[0017] a locking member movably connected to the guide member; and

[0018] A latch driver drives the locking member to reciprocate along the guide member so that the locking member is completely received in the free end or partially extended from the free end.

[0019] In addition to one or more of the features disclosed above, or as an alternative, at least one fixed accommodating compartment is provided in the free end, and each of the fixed accommodating compartment accommodates a corresponding set of the latch assemblies; at least one latch docking compartment is provided in the folding wingtip, and when the folding wingtip is switched to the unfolded position, each of the latch docking compartments is docked with a corresponding one of the fixed accommodating compartments, and at this time the latch driver drives the locking member to be partially inserted into the latch docking compartment.

[0020] In addition to or as an alternative to one or more of the features disclosed above, the present invention further includes a folding state sensing component and a controller, wherein the folding state sensing component includes:

[0021] at least one proximity sensor mounted on the outer end surface of the free end or the inner end surface of the folding wing tip; and

[0022] at least one sensing terminal mounted on the inner end surface of the folding wing tip or the outer end surface of the free end;

[0023] The proximity sensor is electrically connected to the controller, and when the folding wingtip is switched to the unfolded position, each of the proximity sensors is aligned with a corresponding sensing terminal.

[0024] In addition to or as an alternative to one or more of the features disclosed above, the fixed wing has a centerline in the span direction, and the latch assembly is arranged near the centerline.

[0025] In addition to one or more of the features disclosed above, or as an alternative, the locking member includes a guide section, a docking section and a limiting section sequentially connected along its retraction direction,

[0026] The outer diameter of the guiding section gradually expands in the retracting direction, and its maximum outer diameter is not greater than the outer diameter of the docking section; the outer diameter of the limiting section is greater than the outer diameter of the docking section.

[0027] In addition to one or more of the features disclosed above, or as an alternative, the guide member includes an anti-slip section, a guide section and a fixing section connected in sequence along the retraction direction, the locking member is movably connected to the guide member through the guide section, and the guide member is fixedly installed in the free end through the fixing section.

[0028] On the other hand, an aircraft is further disclosed. In addition to or as an alternative to one or more of the features disclosed above, the aircraft comprises a foldable wing as described in any one of the above.

[0029] In another aspect, a folding control method for controlling any of the above-mentioned foldable wings is further disclosed, comprising the following steps:

[0030] When the aircraft is parked at an airport or hangar, controlling the folding actuator to drive the folding wingtip to switch to the folded position and maintain it;

[0031] When the aircraft takes off from the airport, the folding actuator is controlled to drive the folding wing tip to switch to the deployed position and the latch driver is controlled to drive the locking member to lock the deployed position;

[0032] During the flight of the aircraft, controlling the latch driver to drive the locking member to continuously lock the deployed position;

[0033] When the aircraft lands, the unfolded position of the folding wing tip is unlocked, and the folding actuator is controlled to drive the folding wing tip to switch to the folded position and maintain it.

[0034] In addition to or as an alternative to one or more of the features and / or steps disclosed above, when the aircraft needs to determine whether it is in a ground state during landing, at least the following conditions are met:

[0035] Whether the aircraft's wheel-borne signal is on the ground and maintains contact for at least the preset time threshold;

[0036] Whether the aircraft's wheel speed is less than a preset speed threshold and maintains at least a preset taxi time threshold;

[0037] Whether the aircraft's airspeed is less than the preset airspeed threshold and has been maintained for at least the preset low-speed time threshold;

[0038] The aircraft's thrust reversers have been shut down.

[0039] In addition to or instead of one or more of the features and / or steps disclosed above, the contact time threshold is 2 to 4 seconds; the rotation speed threshold is 50 to 80 knots, and the taxi time is 5 to 8 seconds; the airspeed threshold is 50 to 90 knots, and the low-speed time threshold is 3 to 5 seconds.

[0040] In addition to or as an alternative to one or more of the features and / or steps disclosed above, the aircraft determines the position state of the folding wing tips during landing by:

[0041] If the distance between the proximity sensor and the sensing terminal is within a preset distance threshold and at least a preset proximity time threshold is maintained, it is determined that the folding wingtip and the fixed wing are in the deployed position;

[0042] If the proximity sensor is away from the sensing terminal and maintains a distance time threshold of at least a preset distance, it is determined that the folding wing tip and the fixed wing are in the folded position.

[0043] In addition to or as an alternative to one or more features and / or steps disclosed above, if it is determined that the aircraft is in a ground state during landing and the folding wing tips and the fixed wings are in the deployed position, a folding signal can be sent to a folding actuator to drive the folding wing tips to switch to the folded position;

[0044] If it is determined that the aircraft is not on the ground during the landing process and / or the folding wingtips and fixed wings are not in the folded position, the pilot is warned that the folding operation cannot be performed at present.

[0045] One of the above technical solutions has the following advantages or beneficial effects: since it uses a plug-in latch assembly to lock and unlock the folding wingtip in the deployed position, it improves the reliability of the smooth deployment of the folding wingtip during takeoff or flight of the aircraft and the locking and maintenance of the deployed state. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The technical solutions and other beneficial effects of the present invention will be made apparent by describing in detail the specific embodiments of the present invention in conjunction with the accompanying drawings.

[0047] Figure 1 is an axonometric view of an aircraft in which an embodiment of the present invention may be implemented, showing the major components of the aircraft;

[0048] Figure 2 A schematic diagram of the docking of a fixed wing and a folding wingtip provided by an embodiment of the present invention from an upward perspective, showing the folding wingtip in an extended position;

[0049] Figure 3 A structural diagram of a latch assembly provided in an embodiment of the present invention;

[0050] Figure 4 A structural diagram of a locking member provided in an embodiment of the present invention;

[0051] Figure 5 A front view of the inner end surface of a folding wingtip provided in an embodiment of the present invention;

[0052] Figure 6 A schematic diagram of the coordination between the proximity sensor and the sensing terminal provided by an embodiment of the present invention;

[0053] Figure 7 A schematic structural diagram of a position sensor provided by an embodiment of the present invention;

[0054] Figure 8 A schematic structural diagram of a latch brake provided in an embodiment of the present invention;

[0055] Figure 9 A schematic diagram of a universal joint provided in an embodiment of the present invention;

[0056] Figure 10 A schematic diagram of redundant security measures provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0057] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the said features. In the description of the present invention, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0058] Wings with longer, thinner structures can achieve more efficient aerodynamics. Furthermore, the greater the wing's aspect ratio, the greater the wing's lift coefficient and the lower the induced drag. This means wings with higher aspect ratios can achieve more efficient lift, thereby increasing an aircraft's subsonic range, reducing fuel consumption, and improving fuel efficiency. The aspect ratio of a wing is the ratio of its span to its mean geometric chord. The span is the straight-line distance from one wingtip to the other, and the chord is the line connecting the wing's leading and trailing edges. Increasing the wing's aspect ratio can be achieved without changing the chord. Increasing the span is an effective way to increase the wing's aspect ratio, thereby reducing induced drag and increasing the lift coefficient.

[0059] However, a larger wingspan isn't necessarily better. Excessively long wingspans can pose challenges to existing airport layouts. According to International Civil Aviation Organization (ICAO) regulations, airport airfields impose different levels of restrictions on the wingspan (and main landing gear outer track) of aircraft taking off and landing. These restrictions include six levels: A, B, C, D, E, and F. These regulations establish size limits for wingspan, landing gear, fuselage width, and length. The aircraft in the exemplary embodiments disclosed herein utilizes a foldable wing structure, enabling the aircraft to unfold its wings during flight to achieve a larger wingspan, for example, greater than 65 meters. The wings can then be folded during landing and docking to accommodate airport size restrictions.

[0060] refer to Figure 1 , Figure 1This is an axonometric view of an aircraft 1 in which an embodiment of the present invention may be implemented. The diagram shows the major components of aircraft 1, including a fuselage 10, foldable wings 20, and an empennage 30. Engines 40 are mounted beneath the foldable wings 20. The centerline 11 of fuselage 10 serves as a reference for certain dimensional features of the foldable wings 20.

[0061] The foldable wings 20 of the aircraft 1 are identical in structure and function. Therefore, to save space, only one foldable wing 20 of the aircraft 1 will be discussed in detail below. The foldable wing 20 includes a fixed wing 21 and a foldable wingtip 22. The fixed wing 21 has a fixed end 217 and a free end 218 that are separated from each other in the wingspan direction. The foldable wingtip 22 is the outer section of the foldable wing 20, and the fixed wing 21 is the inner section of the foldable wing 20. Figure 1 In the illustrated embodiment, the fixed wing 21 is fixedly connected to the fuselage 10 via its fixed end. In another embodiment, the fixed wing can also be integrated with the fuselage 10 via its fixed end to form a wing-body fusion aerodynamic layout. The folding wingtip 22 is opposite to the free end 218 in the span direction. The folding wingtip 22 is pivotally connected to the free end 218 of the fixed wing 21 via a hinge assembly 23, so that the folding wingtip 22 can rotate and / or fold relative to the fixed wing 21. The rotation and / or folding of the folding wingtip 22 relative to the fixed wing 21 is achieved around the hinge axis 215 defined by the hinge assembly 23. Figure 1 and Figure 2 The foldable wing 20 has a wing leading edge and a wing trailing edge. The foldable wing 20 is provided with a plurality of control surfaces in the areas near the wing leading edge and the wing trailing edge, including a leading edge slat 211 arranged near the wing leading edge, a flap 212 arranged near the wing trailing edge, an aileron 213 and a spoiler 214, etc.

[0062] Figure 2A partially enlarged schematic diagram of the docking of the fixed wing 21 and the folding wingtip 22 provided in this embodiment, viewed from an upward perspective, shows the folding wingtip 22 in the deployed position. The foldable wing also includes a folding actuator that drives the folding wingtip 22 to pivot back and forth about the hinge axis 215 of the hinge assembly 23, switching the folding wingtip 22 back and forth between the folded and deployed positions. Typically, the loads acting on the folding wingtip 22 include the weight of the folding wingtip 22 itself and the aerodynamic loads (lift, induced drag, etc.) acting on the wing surface of the folding wingtip 22. The folding brake needs to resist the above loads when driving the folding wingtip 22 to pivot back and forth around the hinge axis 215 of the hinge assembly 23. Therefore, in order to reduce the power requirement for operating the folding wingtip 22, the center of gravity of the folding wingtip 22 needs to be redistributed to be as close to the hinge axis 215 as possible. For example, the distance between the hinge axis 215 and the fuselage centerline 11 is between 30 and 32.5 meters, and the distance between the center of gravity of the folding wingtip 22 and the hinge axis 215 is between 0.2 and 0.5 meters.

[0063] In actual use, the distance between the hinge axis 215 and the fuselage centerline 11, as well as the distance between the center of gravity of the folding wingtip 22 and the hinge axis 215, can be adaptively adjusted based on the respective dimensional characteristics of the fixed wing 21 and the folding wingtip 22. This center of gravity adjustment reduces the power required to drive the folding wingtip 22 to pivot about the hinge axis 215, and also reduces the power required to maintain the folding wingtip 22 in the folded position.

[0064] exist Figure 2 In the illustrated embodiment, the hinge assembly 23 is a plurality of hinges arranged along a hinge axis 215. To prevent the folding wing tip 22 from rotating relative to the fixed wing 21 in the deployed position, the fixed wing 21 is provided with at least one set of latch assemblies 24 at its free end 218. The latch assemblies 24 act on the folding wing tip 22 to maintain the folding wing tip 22 in the deployed position. Specifically, the latch assemblies 24 include:

[0065] a guide member 241 fixedly mounted in the free end 218;

[0066] a locking member 242 movably connected to the guide member 241 ; and

[0067] A latch driver drives the locking member 242 to reciprocate along the guide member 241 so that the locking member 242 is completely received in the free end or partially extended from the free end. When the locking member 242 extends from the free end 218, the extended end is inserted into the folding wing tip 22, and the unextended portion is retained in the fixed wing 21, so that the folding wing tip 22 is selectively fixed to the fixed wing 21 by partially inserting the locking member 242 into the folding wing tip 22, thereby maintaining the folding wing tip 22 in the deployed position.

[0068] Figure 2 It is further shown that: at least one fixed accommodating compartment 216 is provided in the free end 218, and each of the fixed accommodating compartment 216 accommodates a corresponding group of the latch assemblies 24; at least one latch docking compartment 221 is provided in the folding wing tip 22, and when the folding wing tip 22 is switched to the unfolded position, each of the latch docking compartments 221 is docked with a corresponding fixed accommodating compartment 216, and at this time, the latch driver drives the locking member 242 to be partially inserted into the latch docking compartment 221. Figure 2 Three groups of latch assemblies 24 are shown as an example, as well as three fixed accommodating compartments 216 and three latch docking compartments 221 that match the number of latch assemblies 24. Although not shown here, technicians in this field can arrange the number of latch assemblies 24 according to the actual size of the wing.

[0069] Figure 2 2 also shows an arrangement in which the movement direction of the locking member 242 is substantially perpendicular to the hinge axis 215. Of course, the movement direction of the locking member 242 can also be arranged in a manner consistent with the inclination direction of the sweep angle or the forward sweep angle of the foldable wing 20. As used herein, substantially perpendicular means completely perpendicular or almost completely perpendicular (for example, within an angle range of 10° of completely perpendicular).

[0070] In a preferred embodiment, the fixed wing 21 has a spanwise centerline H, and the latch assembly 24 is arranged near this centerline H. The latch assembly 24 is installed as close to the centerline H as possible. This arrangement ensures that the locking members 242 have the same length. Because of this same length, the guide members can also have the same length. Under the condition of consistent movement time, that is, the same model of latch actuator can be used, this configuration significantly reduces the time required to adjust the latch assembly 24, thereby reducing procurement and maintenance costs.

[0071] Reference Figure 7 and Figure 8, which shows one implementation of a latch actuator: a ball screw electromechanical actuator 25 with dual load paths. When the actuator 25 is operating normally, the primary load path (the screw assembly, i.e., the guide 241) bears 100% of the normal operating load, while the secondary load path (the safety rod 252) bears no load due to a fixed gap. If the primary load path fails, the actuator 25 mechanically eliminates the gap in the secondary load path, causing the secondary load path to bear the load, and the actuator 25 will then stop operating. The ball screw is composed of a dual no-back mechanism (dual-channel non-parallel rollers). This dual no-back mechanism is driven by a motor.

[0072] When actuator 25 is operating normally, one channel is in the active state and the other in the standby state. After each calendar day, the controller selects the active and standby channels. Upon detecting a fault, the channels are automatically reconfigured. If a fault is detected in the active channel, the active channel will transition to the fault state, and the standby channel will become the active channel.

[0073] 1) No-brush DC motor

[0074] Actuator 25 is equipped with two independent 270V brushless DC motors, each equipped with a brushless sensor. Actuator 25 uses voltage feedback from the motor sensors to control the brushless DC motors. Actuator 25 can also control acceleration and deceleration by controlling the motor current, as well as limiting the actuator's output force in the event of a jam.

[0075] 2) Position sensor 255

[0076] In the foldable wing 20, two independent brushless sensors are used to determine the position of the latch assembly 24. Each sensor is composed of a resolver 255 and a gear reduction mechanism 251. The gear reduction mechanism 251 of one sensor is connected to a gear box of the screw assembly, so that the resolver 255 can detect the displacement change of the screw assembly; the gear reduction mechanism of the other sensor is connected to a gear box of the safety bar, so that the resolver can detect the displacement change of the safety bar assembly. The installation location of the position sensor 255 is shown in FIG. Figure 7 .

[0077] Each sensor is connected to a different channel to ensure electronic redundancy. Preflight checks require comparing the outputs of the two sensors to confirm that their signals are consistent. Because one sensor is connected to the screw and the other to the safety rod, this arrangement eliminates the potential for common-mode failures between the same type of sensors, resulting in identical feedback signals and thus incorrect latch position indication.

[0078] 3) Screw assembly and mechanical stop block 2533

[0079] The actuator 25 uses a single screw and nut assembly to drive the extension and retraction of the latch assembly 24. The screw and nut assembly is part of the main load path that connects the latch to the structure of the fixed section of the wing through the actuator.

[0080] Ball bearings are mounted on the outwardly extending trunnions 2534 on either side of the nut. The ball bearings connect the primary load path between the screw and the nut. In the event of a ball bearing failure, the load will be transferred to the counter-threading of the nut.

[0081] Overtravel stops 2533 are installed at both ends of the lead screw. These limit the actuator's travel and protect the wing structure in the event of an overtravel failure. They are designed to offset the impact loads generated during maximum system speed operation. The overtravel stops 2533 and the lead screw are integrally formed. They are unaffected by wear, loosening, and windup adjustments.

[0082] The structure of the screw assembly and the mechanical stop block 2533 is as shown in the attached Figure 8 shown.

[0083] 4) Anti-reversal mechanism

[0084] The motor transmits torque and rotational motion to the turbine and worm mechanism through the transmission shaft, and drives the screw with the help of the torque limiter / irreversible mechanism 27.

[0085] Each actuator has a torque limiter / no-back mechanism 27 (Torque Limiter / No-back, TL / NB) to protect the wing structure in the event of a jam and to prevent the actuator from back-driving the latch device when the transmission mechanism is disengaged.

[0086] The TL / NB mechanism holds the latch in its last commanded position and prevents the latch from back-driving under pneumatic loads. Two TL / NB mechanisms are located at either end of the thin screw flange 2535, one of which maintains the screw under compression, while the other maintains the screw under tension. The TL / NB mechanism is directly driven by the screw load, generating a braking friction torque that is generally greater than the screw back-driving torque.

[0087] The TL / NB mechanism includes redundant safety measures, such as Figure 10 For example

[0088] a)Multi-roller 272

[0089] Multiple anti-reverse rollers are positioned on both sides of the thin screw flange 2535. Each roller is capable of supporting loads parallel to the path between the thin screw flange 2535 and the anti-reverse mechanism ratchet 271. If one or more rollers 272 fail, the remaining rollers 272 can still support the load and provide the required frictional braking force. If all rollers 272 fail, the roller 272 frame can still provide the required frictional braking force.

[0090] b) Multiple pawls 273 and ratchet wheels 271

[0091] The TL / NB can be equipped with multiple redundant ratchets 271. The ratchets 271 are staggered and divided into two parts to reduce the position tolerance of the anti-reverse mechanism. Multiple safety pins are used between adjacent wheels to transmit the reaction torque from the inner ratchet 271 to the outer ratchet 271.

[0092] c) Compression spring 274

[0093] The TL / NB assembly is equipped with a preloaded spring, which can effectively prevent the TL / NB from creeping when the latch device is in a low load and vibration environment.

[0094] 5) Structural connection

[0095] The actuator is connected to the latch assembly via a primary / backup load path universal joint assembly 26. The primary load path of the actuator is the universal joint connection from the primary nut 261 to the latch primary load path structural support. The secondary load path is the universal joint connection from the backup nut 262 to the latch secondary load path structural support, as shown in the attached figure. Figure 9 shown.

[0096] a) Controller

[0097] The controller has two channels, each with its own sensor, electrical connector and connecting cable. The two channels work in active-standby mode.

[0098] Each channel has a control branch (COM) and a monitoring branch (MON), controlling a motor. The control-monitoring branch has independent command processing logic. The control branch drives the actuator based on input commands and closes the speed loop, including the motor, to adjust the extension and retraction speeds.

[0099] The monitoring branch monitors the input commands from the control branch and verifies that the control branch is operating normally. The outputs of the COM branch and the MON branch must be consistent before a motion command can be issued to the actuator. If not, the monitoring branch disconnects the relay between the motor drive circuit and the motor itself.

[0100] The control branch provides excitation and demodulation for the position sensor 255 of the latch device, and the monitoring branch provides excitation and demodulation for the motor sensor.

[0101] The rectifier transformer converts the three-phase 115V (or 230V) input DC voltage into the 270V (or 500V) DC voltage required by the motor drive link.

[0102] 1. Control logic

[0103] a) Determine the validity of the control instructions;

[0104] When the control device switches from the "floating" position to the "sinking" position, the control device and the controller generate a low-level signal. The controller detects that the control device signal switches from the "high level" to the "low level" and the duration of the "low level" exceeds the preset threshold. The controller confirms that the control signal is valid and generates a retraction command for the folding wingtip latch device.

[0105] When the control device changes from the "sinking" position to the "floating" position, the control device is disconnected from the controller, and the controller generates a high-level signal. The controller detects that the control device signal changes from "low level" to "high level" and the duration of the "high level" exceeds the preset threshold. The controller confirms that the control signal is valid and generates an instruction to extend the folding wingtip latch device.

[0106] Table 1 Correspondence between control device signals and system commands and responses

[0107] Serial number Manipulating signals System Commands System response 1 High level N / A No response 2 High level->Low level Latch retracted Latch retracted 3 Low level -> high level Latch extended Latch extended 4 Low level N / A No response

[0108] Reference Figure 5 As shown in FIG, the foldable wing 20 further includes a folding state sensing component and a controller. Figure 6 As shown, the folding state sensing component includes:

[0109] at least one proximity sensor 2221 mounted on the outer end surface of the free end 218 or the inner end surface of the folding wing tip 22; and

[0110] At least one sensing terminal 2222 , which is mounted on the inner end surface of the folding wing tip 22 or the outer end surface of the free end 218 ;

[0111] The proximity sensor 2221 is electrically connected to the controller. When the folding wing tip 22 is switched to the deployed position, each proximity sensor 2221 is aligned with a corresponding sensing terminal 2222. At this time, if the distance between the proximity sensor 2221 and the sensing terminal 2222 is within a preset threshold range, a deployment position signal is generated and sent to the controller. The controller then sends a locking signal to the latch driver. After receiving the locking signal, the latch driver drives the locking member 242 to be partially inserted into the latch docking compartment 221. Figure 5 As can be seen from the figure, the folding wingtip 22 is arranged with multiple wing box structures 222 in the direction of its wingspan. While providing anti-torsion and anti-shear force, the wing box structure 222 can also reduce the weight of the folding wingtip 22, further reducing the power required to drive the folding wingtip 22 to pivot.

[0112] Reference Figure 3 and Figure 4 The locking member 242 includes a guide section 2241, a docking section 2422 and a limiting section 2423 which are sequentially connected along the retraction direction.

[0113] The outer diameter of the guide section 2241 gradually increases in the retracting direction, and its maximum outer diameter is no larger than the outer diameter of the docking section 2422. The outer diameter of the limiting section 2423 is larger than the outer diameter of the docking section 2422. Therefore, when the locking member 242 is about to slip off the free end 218, the limiting section 2423 can prevent the locking member 242 from leaving the free end 218 due to its suddenly increased outer diameter.

[0114] Furthermore, the guide member 241 includes an anti-slip section 2411, a guide section 2412 and a fixing section 2413 sequentially connected along the retraction direction, the locking member 242 is movably connected to the guide member 241 through the guide section 2412, and the guide member 241 is fixedly installed in the free end 218 through the fixing section 2413. Figure 4 In the embodiment shown, the guide member 241 is fixedly mounted on the fixed wing box panel within the free end 218 via the fixing section 2413. Figure 3 In the illustrated embodiment, the locking member 242 is a hollow sleeve-like structure that is sleeved onto the guide member 241. Specifically, the anti-slip section 2411 has an outer diameter larger than that of the guide section 2412. Therefore, when the locking member 242 is about to slip off the guide member 241, the anti-slip section 2411 can prevent the locking member 242 from slipping off due to its increased outer diameter.

[0115] Furthermore, the locking member 242 is movably connected to the guide member 241 via the guide section 2412 , and the guide member 241 is fixedly installed in the free end 218 via the fixing section 2413 .

[0116] Furthermore, the foldable wing 20 also includes a control device, which can be in the form of a switch, button, or knob. Because the latch assembly 24 has only two states: extended and retracted, the control device should have at least two positions, that is, generate two different signals. In this embodiment, the signal state transition is preferably performed, and the duration of the last state signal is determined to exceed a threshold to be used as a valid control signal. For example, the control device has at least two positions: "up" and "down." The control device is connected to the controller via a wiring harness. When the control device is normally in the "up" position, the control device and the controller are "disconnected," so the controller detects the control device signal as "high." When the control device is in the "down" position, the control device and the controller are "connected," so the controller detects the control device signal as "low." The device is preferably installed on the cockpit ceiling panel, above the pilot's or co-pilot's head, for ease of operation.

[0117] Furthermore, this embodiment also discloses a folding control method for controlling any of the above-mentioned foldable wings 20, comprising the following steps:

[0118] When the aircraft is parked at an airport or hangar, the folding actuator is controlled to drive the folding wing tip 22 to switch to the folded position and maintain it;

[0119] When the aircraft takes off from the airport, the folding actuator is controlled to drive the folding wing tip 22 to switch to the deployed position and the latch driver is controlled to drive the locking member 242 to lock the deployed position;

[0120] During the flight of the aircraft, controlling the latch driver to drive the locking member 242 to continuously lock the deployed position;

[0121] When the aircraft lands, the unfolded position of the folding wing tip 22 is unlocked, and the folding actuator is controlled to drive the folding wing tip 22 to switch to the folded position and maintain it.

[0122] Furthermore, when the aircraft needs to determine whether it is on the ground during landing, at least the following conditions must be met:

[0123] Whether the aircraft's wheel-borne signal is on the ground and maintains contact for at least the preset time threshold;

[0124] Whether the aircraft's wheel speed is less than a preset speed threshold and maintains at least a preset taxi time threshold;

[0125] Whether the aircraft's airspeed is less than the preset airspeed threshold and has been maintained for at least the preset low-speed time threshold;

[0126] The aircraft's thrust reversers have been shut down.

[0127] Furthermore, the contact time threshold is 2 to 4 seconds; the rotation speed threshold is 50 to 80 knots, and the taxiing time is 5 to 8 seconds; the airspeed threshold is 50 to 90 knots, and the low-speed time threshold is 3 to 5 seconds.

[0128] Furthermore, during the landing process, the aircraft determines the position of the folding wingtip 22 by the following steps:

[0129] If the distance between the proximity sensor 2221 and the sensing terminal 2222 is within a preset distance threshold and at least a preset proximity time threshold is maintained, it is determined that the folding wing tip 22 and the fixed wing 21 are in the deployed position;

[0130] If the proximity sensor 2221 is away from the sensing terminal 2222 and maintains a preset distance time threshold at least, it is determined that the folding wing tip 22 and the fixed wing 21 are in the folded position.

[0131] Furthermore, if it is determined that the aircraft is already on the ground during the landing process and the folding wing tips 22 and the fixed wings 21 are in the deployed position, a folding signal can be sent to the folding actuator to drive the folding wing tips 22 to switch to the folded position;

[0132] If it is determined that the aircraft is not on the ground during the landing process and / or the folding wing tips 22 and the fixed wings 21 are in the folded positions, the pilot is warned that the folding operation cannot be performed.

[0133] The above is a detailed introduction to a foldable wing, an aircraft having the same, and a folding control method provided in an embodiment of the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the technical solutions and core ideas of the present invention. Those skilled in the art should understand that it is still possible to modify the technical solutions described in the aforementioned embodiments, or to replace some of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A foldable wing, characterized in that: include: A fixed wing having a fixed end and a free end that are separated from each other in a wingspan direction; a folding wingtip, which is opposite to the free end in the span direction; The position state of the folding wing tip is determined based on a preset distance threshold and a preset proximity time threshold; a hinge assembly pivotally connecting the folding wingtip to the free end of the fixed wing; a folding actuator driving the folding wing tip to pivot back and forth about the hinge axis of the hinge assembly so that the folding wing tip switches back and forth between a folded position and an unfolded position; as well as at least one latch assembly acting on the folding wing tip to retain the folding wing tip in the deployed position; the latch assembly comprising: a guide member fixedly mounted in the free end; a locking member movably connected to the guide member; and a latch driver that drives the locking member to reciprocate along the guide member so that the locking member is completely received in the free end or partially extended from the free end; A folding state sensing component and a controller, wherein the folding state sensing component includes: at least one proximity sensor mounted on the outer end surface of the free end or the inner end surface of the folding wing tip; and at least one sensing terminal mounted on the inner end surface of the folding wing tip or the outer end surface of the free end; The proximity sensor is electrically connected to the controller, and when the folding wingtip is switched to the unfolded position, each of the proximity sensors is aligned with a corresponding sensing terminal.

2. The foldable wing according to claim 1, wherein: At least one fixed accommodating compartment is provided in the free end, and each of the fixed accommodating compartment accommodates a corresponding group of the latch assemblies; at least one latch docking compartment is provided in the folding wingtip, and when the folding wingtip is switched to the unfolded position, each of the latch docking compartments is docked with a corresponding one of the fixed accommodating compartments, and at this time, the latch driver drives the locking member to be partially inserted into the latch docking compartment.

3. The foldable wing according to any one of claims 1 to 2, characterized in that: The fixed wing has a centerline in a span direction, and the latch assembly is arranged near the centerline.

4. The foldable wing according to any one of claims 1 to 2, characterized in that: The locking member includes a guide section, a docking section and a limiting section which are sequentially connected along the retraction direction thereof. The outer diameter of the guiding section gradually expands in the retracting direction, and its maximum outer diameter is not greater than the outer diameter of the docking section; the outer diameter of the limiting section is greater than the outer diameter of the docking section.

5. The foldable wing according to claim 4, characterized in that: The guide member includes an anti-slip section, a guide section and a fixing section which are sequentially connected along the retraction direction; the locking member is movably connected to the guide member through the guide section; and the guide member is fixedly installed in the free end through the fixing section.

6. An aircraft, characterized in that: The invention comprises the foldable wing according to any one of claims 1 to 5.

7. A folding control method for controlling the foldable wing according to any one of claims 1 to 5, characterized in that: The following steps are involved: When the aircraft is parked at an airport or hangar, controlling the folding actuator to drive the folding wingtip to switch to the folded position and maintain it; When the aircraft takes off from the airport, the folding actuator is controlled to drive the folding wing tip to switch to the deployed position and the latch driver is controlled to drive the locking member to lock the deployed position; During the flight of the aircraft, controlling the latch driver to drive the locking member to continuously lock the deployed position; When the aircraft lands, the unfolded position of the folding wing tip is unlocked, and the folding actuator is controlled to drive the folding wing tip to switch to the folded position and maintain it.

8. The folding control method according to claim 7, wherein: When an aircraft needs to determine whether it is on the ground during landing, at least the following conditions must be met: Whether the aircraft's wheel-borne signal is on the ground and maintains contact for at least the preset time threshold; Whether the aircraft's wheel speed is less than a preset speed threshold and maintains at least a preset taxi time threshold; Whether the aircraft's airspeed is less than the preset airspeed threshold and has been maintained for at least the preset low-speed time threshold; The aircraft's thrust reversers have been shut down.

9. The folding control method according to claim 8, wherein: The contact time threshold is 2 to 4 seconds; the rotation speed threshold is 50 to 80 knots, and the taxiing time is 5 to 8 seconds; the airspeed threshold is 50 to 90 knots, and the low-speed time threshold is 3 to 5 seconds.

10. The folding control method according to claim 8, wherein: During landing, the aircraft determines the position of the folding wingtips through the following steps: If the distance between the proximity sensor and the sensing terminal is within a preset distance threshold and at least a preset proximity time threshold is maintained, it is determined that the folding wingtip and the fixed wing are in the deployed position; If the proximity sensor is away from the sensing terminal and maintains a distance time threshold of at least a preset distance, it is determined that the folding wing tip and the fixed wing are in the folded position.

11. The folding control method according to claim 10, wherein: If it is determined that the aircraft is on the ground during landing and the folding wingtips and fixed wings are in the deployed position, a folding signal can be sent to the folding actuator to drive the folding wingtips to switch to the folded position; If it is determined that the aircraft is not on the ground during the landing process and / or the folding wingtips and fixed wings are not in the folded position, the pilot is warned that the folding operation cannot be performed at present.

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