Aircraft spoiler system

Abstract

An aircraft spoiler system comprises a spoiler, a motor (4) arranged to drive the spoiler to move between a retracted position and a deployed position, a power supply connector (12) for connection to an external power supply, and a movement limiting portion (14). The movement limiting portion (14) is selectively engageable. The movement limiting portion is arranged to, when engaged, move the spoiler toward the retracted position and prevent the spoiler from moving toward the deployed position. The movement limiting portion (14) includes a mechanical actuator (32) actuatable to move between a first position and a second position. Actuating the mechanical actuator (32) to the second position disengages the movement limiting portion (14). In the second position, the mechanical actuator (32) obstructs the power supply connector (12) such that if the power supply connector (12) is connected to an external power supply, the mechanical actuator (32) cannot be actuated to the second position, and such that if the mechanical actuator (32) is in the second position, the power supply connector (12) cannot be connected to the external power supply.

Description

Technical Field

[0001] The present disclosure relates to an aircraft spoiler system, a method of placing an aircraft spoiler system into a maintenance operation mode, and a method of placing an aircraft spoiler system out of the maintenance operation mode and into an operational operation mode. Background Art

[0002] It is known to provide spoilers on aircraft wings. The spoilers are movable between a retracted position, in which the spoilers lie flat and aligned with the shape of the wing's airfoil, and a deployed position, in which the spoilers extend upward, away from the aircraft's wing. In the retracted position, the spoilers have little or no effect on the airflow over the wing, and thus have little effect on lift. In the deployed position, the spoilers extend upward into the airflow and disrupt the airflow over the wing, thereby reducing lift.

[0003] Aircraft spoiler systems include components that control the actuation of the spoiler between a retracted position and a deployed position.For example, it is known to use a hydraulic actuation system to control the movement of an aircraft spoiler.

[0004] It is important to provide appropriate safety mechanisms to ensure safe operation of the aircraft even in the event of a spoiler actuation system failure, particularly to prevent the spoilers from accidentally deploying to the deployed position. Even more importantly, such safety mechanisms can be safely engaged and disengaged as needed, for example, during maintenance operations. Summary of the Invention

[0005] According to a first aspect of the present disclosure, there is provided an aircraft spoiler system, comprising:

[0006] spoiler;

[0007] a motor arranged to drive movement of the spoiler between a retracted position and a deployed position;

[0008] a power connector arranged to be connected to an external power source to power the aircraft spoiler system; and

[0009] a movement limiting portion (i.e., a movement limiter), wherein the movement limiting portion is selectively engageable, and wherein the movement limiting portion is arranged to, when engaged, enable movement of the spoiler toward the retracted position (e.g., in a first direction) and prevent movement of the spoiler toward the deployed position (e.g., in a second direction opposite the first direction);

[0010] The movement limiting portion includes a mechanical actuator actuatable to move between a first position and a second position, wherein actuating the mechanical actuator to the second position disengages the movement limiting portion;

[0011] Wherein, in the second position, the mechanical actuator obstructs the power connector so that if the power connector is connected to an external power source, the mechanical actuator cannot be actuated to the second position, and so that if the mechanical actuator is in the second position, the power connector cannot be connected to the external power source.

[0012] By positioning the power connector and mechanical actuator of the movement-limiting portion so that the mechanical actuator blocks connection of the power connector to an external power source when in the second position, connection or disconnection of the power connector of the aircraft spoiler system is functionally linked to disengagement of the movement-limiting portion, thereby improving the safety of the aircraft spoiler system. Specifically, disengaging the movement-limiting portion (required for safe maintenance) by moving the mechanical actuator to the second position is only possible when the external power source has already been disconnected from the power connector, making it impossible for maintenance personnel to begin maintenance without first disconnecting the external power source. Conversely, power cannot be connected without first moving the mechanical actuator to the first position, thereby ensuring that the aircraft system cannot resume operation (connection to power) without reengaging the movement-limiting portion, a critical safety feature. The aircraft spoiler system according to the present disclosure provides this functional link in a particularly compact and safe manner, requiring relatively few mechanical components and therefore being simpler and less costly than other solutions.

[0013] The movement limiting portion is arranged to enable the spoiler to move towards the retracted position when engaged, but prevents (that is, prohibits) the spoiler from moving towards the deployed position, so the movement limiting portion limits the motion of the spoiler so that the spoiler can only move towards the retracted position. It should be understood that under normal circumstances, when the movement limiting portion is not engaged, the spoiler can be driven in two directions by the motor (that is, it can also drive the spoiler towards the deployed position). Once the spoiler has been driven to a given position, the motor can also be kept at this position. This is a key safety feature that can prevent the spoiler from moving towards the deployed position in certain circumstances. For example, if the motor power supply has failed, causing the motor to no longer maintain the spoiler in place, it is important to prevent the spoiler from spontaneously moving towards the deployed position. However, in some cases, it is also important to disengage the movement limiting portion, particularly when the spoiler system needs to be maintained.

[0014] Those skilled in the art will appreciate that the deployed position and the retracted position of spoiler are generally recognized terms in the aircraft spoiler field, and those skilled in the art will appreciate that it has the implication of setting forth in the above-mentioned background technology part.When engaging, the movement restriction portion allows the spoiler to move towards the retracted position, but prevents from moving towards the deployed position (that is, away from the retracted position).It should be understood that the spoiler advances to the deployed position from the retracted position along the first moving path in a first direction, and advances to the retracted position from the deployed position along the second moving path in a second direction, wherein the first moving path and the second moving path can be identical.Therefore, when engaging, the movement restriction portion prevents the spoiler from moving along the first moving path in the first direction." moving towards " deployed position need not be understood to refer to the movement (for example, backward or forward) in a specific direction, but means preventing the spoiler from moving in any way, and the spoiler must move and could arrive at the deployed position (for example, even if the moving path that the spoiler advances is not linear, also prevent it from moving along this moving path in the direction moving to the deployed position completely).

[0015] The mechanical actuator is capable of being actuated (e.g., manually actuated) to disengage the movement limiting portion. It is thus understood that the movement limiting portion is disengaged by moving the mechanical actuator to the second position, and remains disengaged when the mechanical actuator remains in the second position. It should be understood that this does not mean that the movement limiting portion is engaged when the mechanical actuator is in the first position. On the contrary, when the mechanical actuator is in the first position, the movement limiting portion is engageable (i.e., engageable), and when the mechanical actuator is in the second position, the movement limiting portion is not engageable. In the second position, the movement limiting portion eventually disengages, making it impossible for the movement limiting portion to engage and prevent the movement of the spoiler. In some examples, the aircraft spoiler system also includes a limiter engagement portion, which is arranged to control the engagement of the movement limiting portion. This can be separate from the movement limiting portion (or can be a part of the movement limiting portion, such as the mechanical actuator), and can, for example, control the engagement of the movement limiting portion based on detecting certain types of faults (such as power failure) of the aircraft spoiler system.

[0016] A power connector (e.g., an electronic power harness) is arranged for connection to an external power source. It should be understood that the power source is referred to as external because it is external to the aircraft spoiler system, but it should be understood that it is not external to the aircraft. Therefore, the external power source may also be referred to as the aircraft power source.

[0017] The present disclosure extends to aircraft including such a spoiler system. Thus, according to a second aspect of the present disclosure, an aircraft including the aircraft spoiler system described above is provided. In some examples, the aircraft further includes an aircraft power source and an aircraft power connector (i.e., an external power connector, which may be, for example, an aircraft power harness) connected to the aircraft power source (i.e., an external power source), wherein the aircraft power connector is selectively connectable to the power connector to supply power to the aircraft spoiler system.

[0018] According to a third aspect of the present disclosure, there is provided a method for causing an aircraft spoiler system to enter a maintenance operation mode, comprising:

[0019] Disconnect the external power connector from the aircraft spoiler system power connector; and

[0020] A mechanical actuator of the movement limiting portion is actuated from a first position to a second position, wherein the movement limiting portion is arranged to enable the spoiler to move toward the retracted position and prevent the spoiler from moving toward the deployed position when engaged, and wherein actuating the mechanical actuator to the second position disengages the movement limiting portion, and wherein, in the second position, the mechanical actuator obstructs the power connector such that the mechanical actuator cannot be actuated to the second position if the power connector is connected to an external power source.

[0021] In some examples, the method further includes (i.e., after actuating the mechanical actuator to the second position) performing maintenance on the aircraft spoiler system. In some examples, actuating the mechanical actuator from the first position to the second position includes lifting the mechanical actuator (e.g., along an axis of rotation) and / or rotating (i.e., twisting, rotating) the mechanical actuator.

[0022] According to a fourth aspect of the present disclosure, there is provided a method for causing an aircraft spoiler system to exit a maintenance operation mode and enter an operational operation mode, comprising:

[0023] actuating a mechanical actuator of the movement limiting portion from a second position to a first position, wherein the movement limiting portion is arranged to, when engaged, enable movement of the spoiler toward the retracted position and prevent movement of the spoiler toward the deployed position, and wherein actuating the mechanical actuator to the second position disengages the movement limiting portion, and wherein, in the second position, the power connector cannot be connected to an external power source if the mechanical actuator is in the second position; and

[0024] Connect (eg, reconnect) the external power connector to the aircraft spoiler system's power connector.

[0025] In some examples, the method further includes operating the aircraft (i.e., for normal flight) (e.g., after connecting the external power connector). The operation may include actuating the spoiler toward the deployed position. In some examples, actuating the mechanical actuator from the second position to the first position includes rotating (i.e., twisting, rotating) the mechanical actuator. Also disclosed is a method comprising initially performing the method according to the third aspect and then later performing the method according to the fourth aspect.

[0026] In some examples, the mechanical actuator is actuable between a first position and a second position by rotating the mechanical actuator about an axis of rotation, i.e., the mechanical actuator is arranged to move between the first position and the second position by rotating about the axis of rotation. The second position may be a 90° rotation relative to the first position (i.e., a quarter of a turn). In some examples, actuation is achieved by manual movement, for example, by maintenance personnel.

[0027] In some examples, the mechanical actuator is rotationally asymmetric about the axis of rotation. This is advantageous because, due to the asymmetry, a characteristic of the mechanical actuator in a plane parallel to the axis of rotation changes as the mechanical actuator rotates between the first position and the second position, and this change can be used to provide the obstruction only in the second position and not in the first position.

[0028] In some examples, the mechanical actuator includes an elongated portion (e.g., an extension). The elongated portion can be provided by a handle of the mechanical actuator. Alternatively, the elongated portion can be provided separately from the handle (i.e., separately from the actuated component). The elongated portion extends a first length along a first direction in a plane perpendicular to the rotational axis, and a second length along a second direction in a plane perpendicular to the rotational axis, the first direction being perpendicular to the second direction, and the first length being longer than the second length. Thus, with respect to the plane perpendicular to the rotational axis, the elongated portion extends a longer distance along one direction than along another perpendicular direction. It will be appreciated that this effectively provides a change in the length of the elongated portion in a direction perpendicular to the rotational axis as the elongated portion rotates between the first and second positions. By appropriately positioning the power connector when the mechanical actuator is in the second position, this significant change in length (in one plane) can be used to selectively provide obstruction to the power connector. The first length can be at least twice the second length, and optionally at least three times the second length.

[0029] In particular, the power connector can be located in a position occupied by the additional length of the elongated portion when rotated to the second position, or positioned so that an electrical device connected to the power connector is located in a position occupied by the additional length in the second position. The mechanical actuator can be arranged so that in the second position the first length extends toward the power connector. In some examples, the power connector can be located at a distance from the axis of rotation of the mechanical actuator, wherein the distance is less than half of the first distance (i.e., less than half of the longer dimension of the elongated portion). Thus, once the mechanical actuator (and therefore the elongated portion) is rotated to the second position, the elongated portion interferes with the power connector, thereby causing an obstruction.

[0030] In some examples, the mechanical actuator includes a handle (ie, the portion contacted by a user's hand for actuation). As described above, the handle can provide an elongated portion.

[0031] Preferably, once actuated to the second position, the mechanical actuator remains in the second position, thereby disengaging the movement-restricting portion, unless actively actuated back to the first position. Therefore, in some examples, the aircraft spoiler system further comprises at least one retaining part (e.g., a retainer or retaining part) that is arranged to retain the mechanical actuator in the second position. The aircraft spoiler system may comprise at least two (optionally two) retaining portions. The movement-restricting portion may comprise a housing. The at least one retaining portion may be disposed on the housing or may be formed by the housing.

[0032] In some examples, (optionally each) retaining portion includes a protrusion, optionally including an elongated ridge. This provides a retaining mechanism that effectively secures the mechanical actuator in place and is easy to manufacture. The retaining portion may include a first elongated ridge and a second elongated ridge, which may extend parallel to each other. When the mechanical actuator is in the first position, the first direction of the elongated portion may extend parallel to the elongated ridge (and similarly, the second direction may extend perpendicularly). When the mechanical actuator is in the second position, the second direction of the elongated portion may extend parallel to the elongated ridge (and similarly, the first direction may extend perpendicularly).

[0033] In some examples, the mechanical actuator includes a base portion. The base portion can be connected to the handle portion (e.g., such that the handle portion and the base portion rotate together). Although referred to as separate portions, it should be understood that the handle portion and the base portion can actually be formed as a single, integral piece. The base portion can contact the retaining portion (e.g., when the mechanical actuator is in the second position).

[0034] In some examples, the base portion extends a first length (i.e., a first base portion length) along a first direction in a plane perpendicular to the rotational axis and extends a second length (i.e., a second base portion length) along a second direction in a plane perpendicular to the rotational axis, the first direction being perpendicular to the second direction, and the first length being longer than the second length. These references to the first and second directions can be the same as the first and second directions referenced with respect to the dimensions of the elongated portion (i.e., such that both are elongated along the same direction).

[0035] In some examples, the aircraft spoiler system includes a first retaining part and a second retaining part, the first retaining part and the second retaining part are separated by a separation distance along a separation direction (i.e., in a plane perpendicular to the axis of rotation), wherein the separation distance is longer than the second length, and wherein the separation distance is shorter than the first length. As a result of such an arrangement, the base portion has an orientation (wherein the second direction extends substantially parallel to the separation direction) in which the base portion is assembled between the two retaining parts. This is the first position. There is another orientation (i.e., the second position) in which the base portion does not fit between the two retaining parts (the first direction extends substantially parallel to the separation direction because the first distance is longer than the separation distance), and the base portion is therefore raised to the top of the two retaining parts (i.e., upward relative to the axis of rotation).

[0036] The first length of the elongated portion and the first length of the base portion can refer to the same length, for example, if both are formed as a single piece. Thus, a single shape can provide both the blocking and retaining functions described above. Alternatively, however, as shown in the following figures, the elongated portion and base portion can be shaped separately to achieve each respective function. This allows the elongated portion to be made longer to provide power blocking, while the base portion may only need to be slightly longer in the first direction to achieve the retaining function.

[0037] In some examples, where the retaining portion includes an elongated ridge, the length of the elongated ridge perpendicular to the separation distance (in a plane perpendicular to the axis of rotation) is less than the first length of the base portion. Thus, the length of the ridge is shorter than the longer length of the base portion. This helps prevent the movement restriction system from remaining disengaged even if the mechanical actuator moves away from the second position. In particular, when the mechanical actuator begins to return toward the first position, because the retaining portion is relatively short, the underside of the base portion quickly stops contacting the retaining portion, and the mechanical actuator thus moves backward downward (i.e., downward along the axis of rotation). This also helps ensure that if the mechanical actuator only partially moves to the second position, it will return to the first position.

[0038] In some examples, the mechanical actuator is biased downward along the axis of rotation (e.g., toward the housing of the movement limiting portion). In the second position, the mechanical actuator can be positioned further up along the axis of rotation than in the first position (e.g., in addition to being rotated). Thus, the retaining portion described above acts against the biasing action to raise the mechanical actuator relative to the axis of rotation (i.e., to lift the mechanical actuator upward). Therefore, in some examples, the mechanical actuator further includes a biasing member that is arranged to bias the mechanical actuator downward along the axis of rotation. This biasing can help bias the mechanical actuator toward the first position so that if the mechanical actuator is not fully moved to the second position (e.g., if actuation is incomplete), the mechanical actuator can return to the first position.

[0039] In some examples, the movement limiting portion includes a housing. In some examples, the movement limiting portion includes a mechanical actuator biasing spring, wherein the mechanical actuator biasing spring is positioned between the housing and the mechanical actuator to bias the mechanical actuator (e.g., along the rotational axis) toward the housing.

[0040] In some examples, the movement limiting portion further comprises a wheel having a toothed outer periphery, and a pin that is movable between an engaged position (in which the pin contacts the toothed outer periphery) and a disengaged position (in which the pin is withdrawn from the toothed outer periphery). This provides a particularly simple and effective mechanism by which movement in one direction (corresponding to a first rotational direction of the wheel) can be achieved while preventing movement in the opposite direction (corresponding to the opposite rotational direction of the wheel). In some examples, a mechanical actuator is connected to the pin. This allows the mechanical actuator to disengage the movement limiting portion by moving the pin so that the movement limiting portion can no longer contact the toothed outer periphery. The mechanical actuator may comprise a pin, for example, which may be located within the mechanical actuator.

[0041] In some examples, the movement limiting portion further includes a pin biasing spring that is arranged to bias the pin toward the toothed periphery of the wheel. This helps ensure that the pin remains in contact with the toothed periphery, even if the shape of the periphery changes. The mechanical actuator may include a pin biasing spring, for example, the pin biasing spring may be located within the mechanical actuator (e.g., within the handle and / or base portion).

[0042] In some examples, the pin extends in the axial direction of the wheel (i.e., perpendicular to the outer circumference of the wheel). In some examples, the pin extends along the rotational axis of the mechanical actuator. References to directions (axially) outward from the wheel will be understood to mean directions upward along the rotational axis, and vice versa.

[0043] It will be appreciated that the teeth on the periphery of the wheel provide directionality to the wheel's movement, with the teeth contacting the pin in one rotational direction, thereby allowing rotation, but in the other rotational direction, such contact would prevent rotation. Thus, in some examples, the teeth of the toothed periphery are asymmetric (i.e., relative to an axis extending in an axial direction). In some examples, the teeth (e.g., each tooth) of the toothed periphery include a first inclined surface and a second inclined surface, wherein the second inclined surface has a steeper inclination angle than the first inclined surface. Thus, the pin is able to slide along the first inclined surface to allow rotation in the corresponding direction because the first inclined surface has a gentle slope, whereas the sharp angle of the second inclined surface adheres to the pin, resulting in non-sliding contact and stopping motion.

[0044] In some examples, the aircraft spoiler system further includes a control unit, wherein the control unit is configured to control the motor. In some examples, the control unit is configured to receive power from a power connector. Thus, by controlling the motor, the control unit is configured to control the operation of the spoiler. It should be understood that the motor is an electric motor.

[0045] In some examples, the aircraft spoiler system also includes the shaft that motor is connected to spoiler.The aircraft spoiler system can also include gear, and wherein shaft is connected to spoiler via gear.In some examples, movement restriction part comprises shaft (making movement restriction part can directly limit the movement of spoiler by the movement of control shaft).Alternatively, movement restriction part can indirectly (for example, via clutch) control shaft (and therefore spoiler) movement.Such indirect connection can be controlled by independent limiter engagement part, and this limiter engagement part can monitor fault (for example, power failure), and when detecting fault (for example, by engaging clutch) engage movement restriction part.

[0046] It should be understood that where an aircraft spoiler system (or aircraft) is described as being configured to have certain features or perform certain steps, these methods may also include corresponding steps. Similarly, the aircraft spoiler system may be configured to perform any one of the above method steps. DETAILED DESCRIPTION

[0047] Certain preferred examples of the present disclosure will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0048] Figure 1 is a schematic diagram illustrating an aircraft spoiler system according to the present disclosure;

[0049] Figure 2 It shows Figure 1 a cross-sectional view of a portion of a movement limiting portion of an aircraft spoiler system, wherein the mechanical actuator is in a first position;

[0050] Figure 3 It shows Figure 1 A perspective view of a portion of an aircraft spoiler system;

[0051] Figure 4 It shows Figure 1 a cross-sectional view of a portion of a movement limiting portion of an aircraft spoiler system, wherein the mechanical actuator is in a second position;

[0052] Figure 5 It shows Figure 1 a top perspective view of a portion of an aircraft spoiler system, wherein the mechanical actuator is in a first position;

[0053] Figure 6 It shows Figure 1 a top perspective view of a portion of an aircraft spoiler system, wherein the mechanical actuator is in a second position;

[0054] Figure 7 is a flow chart illustrating a method of placing an aircraft spoiler system in a maintenance operation mode according to the present disclosure; and

[0055] Figure 8 is a flow chart illustrating a method of taking an aircraft spoiler system out of a maintenance mode of operation and into an operational mode of operation according to the present disclosure.

[0056] Figure 1 is a schematic diagram illustrating an aircraft spoiler system 1 according to the present disclosure. The aircraft spoiler system 1 comprises a spoiler 2 and a plurality of associated components, described further below, which collectively operate the spoiler 2 .

[0057] Figure 1 is a schematic cross-sectional view of an aircraft spoiler system 1, showing only the top portion as indicated by the dashed line. The figure shows a spoiler 2, however it should be understood that for the purpose of explanation this may only show a portion of the spoiler 2 or a portion connected to the aircraft spoiler 2 to actuate it. Therefore, the entire spoiler 2 does not need to be in Figure 1 shown in the view of .

[0058] The aircraft spoiler system 1 further comprises a motor 4, a shaft 6 and a gear 8. It also comprises a control unit 10, a power supply connector 12 and a movement limiting portion 14, for which Figures 2 to 4 . It should be understood that although the controller 10 is shown in this schematic diagram and indicated by the block arrows as controlling the motor 4, it need not actually be located at or even near the other components shown. Rather, the diagram is intended to illustrate the functional connections of the control unit 10 when controlling the motor 4.

[0059] As is known, spoilers are used on aircraft wings to reduce the lift of the wing in a controlled manner (e.g., to reduce the speed of the aircraft, to descend, or to assist in the rolling motion of the aircraft). In its intermediate retracted position, the spoiler lies flat in line with the airfoil shape of the main aircraft wing, so that it has little or no effect on the airfoil. In the deployed position, the spoiler extends upward away from the aircraft wing, so that it extends into the airflow above the wing and "disrupts" the streamlined airflow. This reduces the lift generated by the portion of the wing where the spoiler is deployed.

[0060] The spoiler actuation system of an aircraft controls the movement of such a spoiler (or spoilers) to control their movement between a deployed position and a retracted position. In particular, a control unit 10 controls the movement of the spoiler 2 by controlling the movement of a motor 4. The motor 4 in turn drives the movement of a shaft 6 connected to a gear 8. The gear 8 is connected to the spoiler 2 so that the movement of the motor ultimately causes the movement of the spoiler 2.

[0061] The control unit 10 controls the motor 4 by controlling the power supply to the motor 4, i.e., since the motor is an electric motor. The control unit 10 (and the other powered components of the aircraft spoiler system 1) is powered via a power connector 12, which is connected to an external power source via an external power connector 16, such as Figure 5 and Figure 6 As shown. Since the power supply is located outside the aircraft spoiler system 1, it is referred to as an external power supply, but it should be understood that the power supply is not located outside the aircraft. The external power supply may also be referred to as the aircraft power supply. The power connectors 12, 16 are located at Figure 3 is not visible in the perspective view, but the reference Figure 5 and Figure 6 It will be appreciated that these power connectors 12, 16 are located Figure 3 The perspective view is outside the lower right field of view.

[0062] During normal operation, the motor 4 fully controls the spoiler 2. The motor 4 drives the spoiler 2 to any desired position and also maintains it in that desired position. However, in some cases, there may be a failure in the power supply to the motor 4. In this case, the motor 4 loses control of the spoiler 2.

[0063] When the spoiler is in the retracted position, the air load acting on the aircraft's wing exerts a force on it, thereby pushing the spoiler upward (relative to its normal flight direction). Therefore, in the absence of any counterbalancing force, if the motor 4 fails and is unable to hold the spoiler 2 in the retracted position, the spoiler will be pushed upward by the air load to the deployed position. This is very dangerous because it may lead to an unexpected reduction in the aircraft's lift. To prevent this from happening, a movement limiter 14 is provided. This movement limiter can also be called an anti-extension device because it prevents (under certain circumstances) the spoiler 2 from extending to the deployed position.

[0064] Figure 2 1 shows a cross section of the movement limiting portion 14. The movement limiting portion includes a wheel 20 having teeth 22 arranged along its outer edge (i.e., its periphery). The movement limiting portion also includes a pin 24 and a pin biasing spring 26. The pin 24 extends in the axial direction of the wheel 20 (i.e., in the plane of the wheel 20) and is biased toward the outer edge of the wheel 20 by the pin biasing spring 26.

[0065] The wheel 20 may be connected to the shaft 6 (ie when the movement limiting portion is engaged) in any suitable manner so that when the shaft 6 is rotated to move the spoiler 2 to the retracted position, the wheel 20 is rotated as shown in FIG. Figure 2 The wheel 20 rotates in a clockwise direction as indicated by the outer arrow 28 shown in the figure, and when the shaft 6 is rotated to move the spoiler 2 to the deployed position, the wheel 20 rotates in a counterclockwise direction as indicated by the inner arrow 30. Such a connection can be achieved directly, i.e. by providing the shaft with the wheel 20, or by connecting the wheel 20 directly to the shaft 6, or can be achieved through an intermediate connection element (e.g. a clutch connection).

[0066] Each tooth 22 has a first inclined surface 21 and a second inclined surface 23, wherein the first inclined surface has a gentle slope and the second inclined surface has an acute angle, or may even extend axially relative to the wheel 20. Thus, each tooth 22 is asymmetrical (relative to an axis extending in the axial direction).

[0067] It can be seen that when engaged, the wheel 20 can rotate clockwise because the pin 24 can slide upward along the gently sloped tooth 21 and then fall into the groove formed by the next tooth, thereby enabling the wheel 20 to rotate clockwise and thus enabling the wheel 20 to move (and therefore the spoiler 2 to the retracted position). Conversely, after a short counterclockwise rotation, the protruding portion of the pin 24 will contact the steeply sloped surface 23 of the tooth 22 and get stuck on the steeply sloped surface, thereby preventing further counterclockwise movement of the wheel 20 (and therefore preventing movement of the spoiler 2 to the deployed position).

[0068] The movement limiting portion 14 is selectively engageable. As described above, the movement limiting portion 14 is not engaged during normal operation of the aircraft, but is engaged if there is a fault in the motor power supply. This selective engagement based on the fault condition may be achieved directly or indirectly by controlling the pin 24 (i.e., thereby preventing the movement of the wheel 20 from being blocked), or by controlling the connection of the movement limiting portion 14 to the shaft 6 based on the detection of the fault condition.

[0069] The fact that the movement limiting portion 14 is arranged to automatically engage in the event of a power failure to the motor 4 is problematic for maintenance purposes. During maintenance on the aircraft on the ground, no power is supplied to the aircraft spoiler system 1 and, therefore, by default, the movement limiting portion 14 will engage and will prevent the spoiler 2 from moving to the deployed position. This prevents the proper performance of maintenance operations.

[0070] Therefore, the movement limiting portion 14 is provided with a mechanical actuator 32 capable of disengaging the movement limiting portion 14. In the particular example of the drawings, such disengagement is achieved by retracting the pin 24 axially away from the wheel 20, as described in further detail below.

[0071] The mechanical actuator 32 includes a handle 34 and a base portion 36. The base portion 36 contacts the housing 38 of the travel limiting portion 14. As described above, the pin 24 is housed in a coaxial central cavity within the handle 34, the base portion 36, and the housing 38. As described above, the pin biasing spring 26 is located within the handle 34.

[0072] Figure 2 The mechanical actuator 32 is shown in a first position in which it is capable of engaging the movement limiting portion 14. As mentioned above, in practice, the mechanical actuator 32 may still be disabled when in this position because it may be disabled by some other mechanism since the power failure is not detected. In the case of controlling engagement in a fault condition separately (not via the pin 24), Figure 2 The states of the mechanical actuator 32 during a normal operating mode of the aircraft spoiler system 1 and during a power failure operating mode of the aircraft spoiler system 1 are shown. Figure 3 is shown in a perspective view.

[0073] Discussed below Figure 4 is a cross-sectional view showing the mechanical actuator 32 in a second position, wherein the movement limiting portion 14 (and specifically, in this example, the pin 24 ) is disengaged.

[0074] The operation of the pin 24 has been described. The handle 34, operating in conjunction with the connector 40, the spring engaging portion 42, and the mechanical actuator biasing spring 44, can selectively lift the pin 24 upwardly far enough (i.e., axially outwardly to the position of the wheel 20) that the inner end of the pin 24 can no longer engage the teeth 22 of the wheel 20.

[0075] A mechanical actuator biasing spring 44 is positioned within the central bore of the housing 38, specifically within the larger diameter portion of the bore. The lower end of the spring 44 (i.e., axially inward relative to the wheel 20) abuts against a lip 41 extending outward (perpendicular to the axial direction) from the spring engaging portion 42. The upper end (axially outward end) of the spring engaging portion 42 is connected to the handle 34 via a connector 40 engaged between the upper end and the handle 34. Thus, when the handle 34 is pulled upward (axially outward), the connector 40 moves upward, moving the spring engaging portion 42 along with it and, consequently, lifting the pin 24 disposed within the spring engaging portion 42.

[0076] Lifting the spring engaging portion 42 (by lifting the handle 34) also compresses the spring 44. Therefore, if the handle 34 is simply lifted without taking other action, the maintenance personnel must hold the handle 34 in that position to keep the travel limiting portion 14 disengaged because the handle 34 will move back to the axially inward position once released.

[0077] Instead, the handle is arranged to rotate to a second position and, in the rotated second position, engage with a first retaining portion 46 and a second retaining portion 48 disposed on the housing 38. In this example, the retaining portions 46, 48 are integrally formed with the housing 38. The retaining portions 46, 48 retain the mechanical actuator 32 in the second position (e.g., Figure 4 and Figure 6 ), thereby disengaging the retaining pin 24. The operation of these retaining portions 46, 48 will be described in more detail below.

[0078] In addition to disengaging the movement limiting portion 14 before performing maintenance operations, it is also crucial for safety purposes to disconnect the power supply to the aircraft spoiler system 1 (eg, to the control unit 10 ) before performing maintenance operations.

[0079] An important insight of the applicant is that a mechanical actuator operated in the manner described above, which moves between a first position and a second position disengaged for maintenance, can advantageously be designed and positioned to be functionally linked to the disconnection of the power supply, i.e., the mechanical actuator can only be moved to the second position when the power supply to the aircraft spoiler system is disconnected, and the power supply cannot be reconnected to the mechanical actuator in the second position. This advantageous feature is Figure 5 and Figure 6, each showing a view from above, including the handle 34 of the movement limiting portion 14 and the power connector 12.

[0080] As further described below, shank 34 rotates about an axis of rotation, referred to as axis of rotation 5, which extends in the axial direction of pin 24. In a plane perpendicular to axis of rotation 5, shank 34 has a first length 50 along a first direction and a second length 52 along a second direction.

[0081] exist Figure 5 , the handle 34 is in the first position ( Figure 2 and Figure 3 ), and the power connector 12 is connected to the external power connector 16 of the external power source. Therefore, since the power source is connected and the movement limiting portion 14 is engaged, maintenance cannot be performed safely. In the first position, the first length 50 (longer than the second length 52) extends along the first direction 60.

[0082] exist Figure 6 In the second position, the handle 34 has been moved to the second position to disengage the movement-restricting portion 14 and allow maintenance on the spoiler 2. Specifically, the handle 34 has been rotated 90° about the rotation axis 5 (which can be clockwise or counterclockwise, depending on the specific example), so that the longer first length 50 now extends along a second direction 62 that is perpendicular to the first direction 60. Therefore, in this orientation, the handle 34 extends further along the second direction 62 than when it was in the first position. To create space for the handle 34 to move (i.e., the additional length compared to the length of the handle in this orientation), the external power connector 16 has been removed from the power connector 12. As can be seen, in the second position, due to the increased length of the handle 34 along the second direction, the handle obstructs the power connector 12 (i.e., the power connector is located in front of the portion that connects to another power connector), making it impossible to connect to an external power source when the handle 34 remains in the second position. This advantageously helps improve safety for maintenance personnel because it is not possible to disable the movement limiting portion 14 and forget to disconnect the power supply, nor is it possible to reconnect the power supply before the movement limiting portion 14 has been reengaged.

[0083] This can be further understood by considering the separation distance 65 that the power connector 12 is spaced from the axis of rotation 5 of the mechanical actuator 32. Figure 5 and Figure 6 As can be understood from the perspective of FIG, the axis of rotation 5 extends into the page at the center point of the handle 34. Figure 5 and Figure 6, the power connector 12 (or more specifically, the area in front of the power connector 12 where the connector must be located in order to connect to the power connector) is spaced apart from the rotational axis 5 by a spacing distance 65. The spacing distance 65 is less than half the first distance 50. Half the first distance 50 is the distance that the handle 34 extends toward the power connector 12 when in the second position, and thus this length relationship ensures that the handle 34, when in the second position, blocks the connection of an external power source to the power connector 12.

[0084] It is further advantageous to provide retaining portions 46, 48 to retain the travel limiting portion 14 in the second position until the travel limiting portion is intentionally actuated to move back to the first position (ie, rotated back manually).

[0085] The base portion 36 of the mechanical actuator 32 has a first length 64 along a first direction and a second length 66 along a second direction perpendicular to the first direction. Figure 3 As shown, the first length 64 extends along the first direction 60, and the second length 66 extends along the second direction 62. The base portion 36 rotates with the handle 34. In this example, the base 36 and the handle 34 extend in the same direction. The first length 64 is greater than the second length 66.

[0086] In this example, each retaining portion 46 , 48 is an elongated ridge extending along a first direction (ie, the ridge is elongated along the first direction). Each ridge 46 , 48 protrudes above the remainder of the housing 38 .

[0087] like Figure 5 As shown, the ridges 46, 48 are separated along the second direction 62 by a separation distance 68. The separation distance 68 is less than the first length 64 of the base portion (ie, its major dimension), but greater than the second length 66 of the base portion (ie, its minor dimension).

[0088] Therefore, when the mechanical actuator 32 is in ( Figure 2 、 Figure 3 and Figure 5 In the first position (i.e., the first position), the base portion 36 fits between the two elongated ridges 46, 48 because its length along the second direction (the second length 66) is less than the separation distance 68 between the ridges 46, 48. The mechanical actuator is biased toward the housing 38 by the action of the mechanical actuator biasing spring 44 and thus rests against the top of the housing 38 and is located between the ridges 46, 48. This brings the pin 24 axially close enough to the wheel 20 to engage with the teeth 22 of the wheel 20, as shown. Figure 2 As shown and described above.

[0089] When the mechanical actuator 32 is actuated to the second position ( Figure 4 and Figure 6 ), this will also rotate the base portion 36 so that the base portion 36 now extends in the second direction by a first length 64. This first length 64 is greater than the separation distance 68, and therefore the base portion 36 in this orientation does not fit between the ridges 46, 48, but rather rests on top of the ridges 46, 48. This holds the handle 34, and therefore the pin 24, axially outward of the wheel 20, and therefore disengages the pin 24 as described above.

[0090] Figure 7 is a flow chart illustrating a method according to an example of the present disclosure. The illustrated method is a method for placing an aircraft spoiler system in a maintenance operation mode.

[0091] In the first step 70 of the method, the operator (i.e., maintenance personnel) disconnects the external power connector 16 from the aircraft spoiler system power connector 12. Then, after disconnecting the power, the maintenance personnel then actuates the mechanical actuator 32 (i.e., lifts and rotates the handle 34) from the first position to the second position so as to disengage the movement limiting portion 14. After performing these two steps, the maintenance personnel can safely perform maintenance on the aircraft spoiler system, as shown in step 74 (i.e., in maintenance mode). As described above, due to the specific layout of the aircraft spoiler system components, it is impossible to perform step 72 without first performing step 70, thereby improving the safety of the maintenance personnel by ensuring that step 70 is not missed before performing maintenance.

[0092] Figure 8 is a flow chart illustrating a method according to an example of the present disclosure. The illustrated method is a method for taking an aircraft spoiler system out of a maintenance mode of operation and into an operational mode of operation.

[0093] In the first step 80 of the method, the maintenance personnel actuates the mechanical actuator 32 from the second position (i.e., rotates the handle 34) to the first position to engage the movement-limiting portion 14. As described above, this may not actually result in the movement of the spoiler being restricted, because the movement-limiting portion 14 or its connection to the spoiler can also be independently controlled by the fault detection system, thereby causing the movement-limiting portion to engage only in the event of a suitable fault. However, the movement-limiting portion 14 is ensured not to be disengaged by the mechanical actuator 32, and therefore engagement of the movement-limiting portion is possible.

[0094] After rotating the handle 34 to the first position, the maintenance personnel then connects the external power connector 16 to the aircraft spoiler system power connector 12 at step 82 .

[0095] After these two steps have been performed, the aircraft spoiler system is fully operational (ie, in operational mode) and the aircraft is ready for normal use (ie, flight), including actuating the spoilers between the retracted and deployed positions, as shown in step 84 .

[0096] As described above, due to the particular layout of the aircraft spoiler system components, it is not possible to perform step 82 without first performing step 80 , thereby improving the safety of the aircraft spoiler system by ensuring that power cannot be reconnected without reengaging the movement limiting portion 14 .

[0097] It will be appreciated by those skilled in the art that the present disclosure has been illustrated by describing one or more particular aspects thereof, but the present disclosure is not limited to these aspects; many variations and modifications are possible within the scope of the appended claims.

Claims

1. An aircraft spoiler system comprising: spoiler; a motor arranged to drive movement of the spoiler between a retracted position and a deployed position; a power connector arranged to be connected to an external power source to power the aircraft spoiler system; as well as a movement limiting portion, wherein the movement limiting portion is selectively engageable, and wherein the movement limiting portion is arranged to, when engaged, enable movement of the spoiler toward the retracted position and prevent movement of the spoiler toward the deployed position; the movement limiting portion comprising a mechanical actuator actuatable to move between a first position and a second position, wherein actuating the mechanical actuator to the second position disengages the movement limiting portion; wherein, in the second position, the mechanical actuator obstructs the power connector such that if the power connector is connected to the external power source, the mechanical actuator cannot be actuated to the second position, and such that if the mechanical actuator is in the second position, the power connector cannot be connected to the external power source. 2 . The aircraft spoiler system of claim 1 , wherein the mechanical actuator is actuatable between the first position and the second position by rotation of the mechanical actuator about a rotation axis.

3. The aircraft spoiler system of claim 2, wherein the mechanical actuator is rotationally asymmetric about the rotation axis.

4. The aircraft spoiler system of claim 2 , wherein the mechanical actuator comprises an elongated portion, wherein the elongated portion extends for a first length along a first direction in a plane perpendicular to the rotational axis and extends for a second length along a second direction in the plane perpendicular to the rotational axis, the first direction being perpendicular to the second direction, and the first length being longer than the second length.

5. An aircraft spoiler system according to any preceding claim, further comprising a retaining portion arranged to retain the mechanical actuator in the second position.

6. The aircraft spoiler system of claim 5, wherein the retaining portion comprises an elongated ridge.

7. An aircraft spoiler system according to claim 5 or 6, wherein the mechanical actuator is actuatable between the first position and the second position by rotation of the mechanical actuator about a rotation axis; and wherein the mechanical actuator includes a base portion extending a first length in a first direction in a plane perpendicular to the rotation axis and extending a second length in a second direction in the plane perpendicular to the rotation axis, the first direction being perpendicular to the second direction, and the first length being longer than the second length; and The aircraft spoiler system further includes a first retaining feature and a second retaining feature, the first retaining feature and the second retaining feature being separated by a separation distance along a separation direction in the plane perpendicular to the rotation axis, wherein the separation distance is longer than the second length, and wherein the separation distance is shorter than the first length.

8. The aircraft spoiler system of claim 7, wherein the retaining portion comprises an elongated ridge, and wherein a length of the elongated ridge perpendicular to the separation distance is shorter than the first length of the base portion.

9. An aircraft spoiler system according to any preceding claim, wherein the mechanical actuator is actuatable between the first position and the second position by rotation of the mechanical actuator about an axis of rotation, and wherein the mechanical actuator is biased downwardly along the axis of rotation.

10. An aircraft spoiler system according to any preceding claim, wherein the movement limiting portion comprises: a wheel having a toothed outer periphery; as well as A pin is movable between an engaged position in which the pin contacts the outer periphery of the toothed belt and a disengaged position in which the pin is withdrawn from the outer periphery of the toothed belt, wherein the mechanical actuator is connected to the pin.

11. The aircraft spoiler system of claim 10, wherein the mechanical actuator is actuatable between the first position and the second position by rotation of the mechanical actuator about an axis of rotation, wherein the pin extends along the axis of rotation of the mechanical actuator.

12. An aircraft spoiler system according to claim 10 or 11, wherein the movement limiting portion further comprises a pin biasing spring arranged to bias the pin towards the toothed periphery of the wheel, and wherein the pin biasing spring is located within the mechanical actuator.

13. An aircraft spoiler system according to any preceding claim, wherein the movement limiting portion comprises a housing and a mechanical actuator biasing spring, wherein the mechanical actuator biasing spring is positioned between the housing and the mechanical actuator to bias the mechanical actuator toward the housing.

14. A method for placing an aircraft spoiler system in a maintenance operation mode, comprising: disconnecting the external power connector from the power connector of the aircraft spoiler system; as well as A mechanical actuator of the movement limiting portion is actuated from a first position to a second position, wherein the movement limiting portion is arranged to enable the spoiler to move toward the retracted position and prevent the spoiler from moving toward the deployed position when engaged, and wherein actuating the mechanical actuator to the second position disengages the movement limiting portion, and wherein, in the second position, the mechanical actuator obstructs the power connector such that the mechanical actuator cannot be actuated to the second position if the power connector is connected to the external power source.

15. A method for exiting a maintenance mode of operation and entering an operational mode of operation for an aircraft spoiler system, comprising: actuating a mechanical actuator of the movement limiting portion from a second position to a first position, wherein the movement limiting portion is arranged to, when engaged, enable movement of the spoiler toward the retracted position and prevent movement of the spoiler toward the deployed position, and wherein actuating the mechanical actuator to the second position disengages the movement limiting portion, and wherein, in the second position, the power connector cannot be connected to the external power source if the mechanical actuator is in the second position; and Connect the external power connector to the aircraft spoiler system's power connector.

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