Aircraft, wing assembly and sleeve

Abstract

The invention relates to an aircraft, a wing assembly and a sleeve. In one aspect of the invention, an aircraft (1) is described having a folding wing tip arrangement and a first wiring harness (15a) and a second wiring harness (15b) extending between a fixed wing (5) and a wing tip arrangement (11). It is desirable to transfer power and / or data into the folding wing tip, which brings challenges such as repeated exposure to potentially harsh environmental conditions, and changes in motion and / or tension load. The wiring harness (15a, 15b) comprises a plurality of conductors and is arranged to transmit power and / or data to the wing tip device (11). The sleeve (25) comprises two channels (31, 33) for receiving the wire harnesses, the positions of the channels (31, 33) being fixed relative to each other such that the wire harnesses remain separate.

Description

Technical Field

[0001] The present disclosure relates to an aircraft including a fixed wing and a movable wingtip device, wherein a wiring harness extends from the fixed wing into the wingtip device, a wing assembly, a protective sleeve for the wiring harness, and a method for repairing the wiring harness. Background Art

[0002] There is a trend toward wings with increasingly higher aspect ratios for large passenger aircraft, thus requiring correspondingly larger wing spans. However, the maximum aircraft wingspan is practically limited by airport operating regulations, which govern the various clearances required when maneuvering around an airport (e.g., wingspan and / or ground clearance required for gate access and taxiway use).

[0003] Consequently, movable wingtip devices have been introduced into passenger aircraft, wherein the wingtip devices are movable between a flight configuration for use during flight and a ground configuration for use during ground-based operations. In the flight configuration, the wingtip devices form an extension of the wing and contribute to the lift generated by the wing. In the ground configuration, the wingtip devices are moved away from the flight configuration, reducing the span of the aircraft's wing and thereby allowing the use of existing gates and taxiways. This arrangement is sometimes referred to as a "folding wingtip."

[0004] It is desirable to transfer power and / or data to a folding wingtip. In most parts of an aircraft, power and data can be readily provided via suitable electrical wiring. This is typically provided in the form of a wiring harness (also known as a cable harness or wiring conduit). However, in the case of a folding wingtip, there are several challenges. Firstly, the wiring harness must extend through the joint and therefore be arranged to cope with repeated exposure to potentially harsh environmental conditions, to cope with movement and / or to cope with changes in tension loads. Secondly, the available volume within the aircraft structure towards the wingtip tends to be relatively small. Therefore, the ability to incorporate a degree of slack in the wiring harness may be limited.

[0005] It has also been recognised that providing a high voltage feed to the folding wing tip may be beneficial. However, the use of a high voltage feed presents several challenges. For example, it is necessary to adequately isolate the high voltage wiring from adjacent structures to ensure that adjacent structures are not damaged in the event of an arcing event. The high voltage wiring also needs to be reliably isolated from other wiring. This can be challenging in the vicinity of a folding wing tip as space tends to be relatively small (a problem exacerbated by the need to provide two independent feeds within that space to ensure redundancy). Movement of the folding wing tip may also cause movement of the wiring harness and therefore additional tolerances may need to be provided to cater for this to ensure that there is no risk of arcing and that there is no possibility of wear and tear, for example with other wiring, if any.

[0006] Aspects of the present disclosure seek to alleviate one or more of the challenges discussed above.Alternatively or additionally, aspects of the present disclosure seek to provide an improved aircraft wing having a movable wingtip arrangement.

[0007] WO2023165963 (Latelec) discloses a fastener for fastening at least one cable to a structure of an aircraft wing, a portion of which is movable between an initial position and a final position. A clamping collar is inserted into a base plate, and the base plate holds the clamping collar in a nominal position when the movable portion of the structure is in the initial position. When one of the cables is biased in one direction by movement of the movable portion of the structure, the clamping collar rotates around a rotation pin. When the cable is released, the collar returns to the nominal position. This arrangement attempts to address some of the challenges mentioned above and is said to allow the cable to move without damaging the cable or adjacent structures.

[0008] US20230242242 (Airbus Operating Ltd.) discloses a folding wingtip arrangement having an inductive coupler arranged to inductively transfer data and / or power between a main wing element and a movable wingtip device. US20230242245 (Airbus Operating Ltd.) discloses a folding wingtip having an accumulator configured to store energy. The accumulator enables energy to be moved slowly between the main wing element and the movable wingtip device while still providing a suitable power source to the device. In an embodiment of US20230242245, an inductive coupler is used to transfer energy. The use of an inductive coupler provides an alternative solution to the challenge of transferring power and data across a folding wingtip joint, i.e., the inductive coupler eliminates the need for wiring through the joint.

[0009] US9455557 (Airbus Operations Ltd.) discloses an electrical cable duct and a protector for protecting wires / cables as they span gaps between sections of the duct. US9455557 discloses a protector arrangement for the cable duct itself, rather than addressing the specific challenges of a folding wingtip. Summary of the Invention

[0010] According to a first aspect of the present disclosure, there is provided an aircraft comprising a wing, the wing comprising a fixed wing and a wingtip device, the wingtip device being movably mounted at a joint at the end of the fixed wing, the wingtip device being capable of moving about the joint between (i) a flight configuration for use during flight and (ii) a ground configuration for use during ground-based operations, in which the wingtip device moves relative to the fixed wing so that the span of the wing is reduced. The aircraft comprises a wiring harness extending between the fixed wing and the wingtip device. The wiring harness comprises a plurality of conductors and is arranged to transmit power and / or data to the wingtip device. The wiring harness is received in a protective sleeve.

[0011] The sleeve is an electrical insulator. According to a first aspect of the present disclosure, the protective sleeve comprises a fluorosilicone polymer.

[0012] This arrangement has been found to be particularly beneficial where the sleeve comprises a fluorosilicone polymer. In particular, it has been found that fluorosilicone polymers possess properties that make them surprisingly useful in the context of folding wing tips. For example, such materials can provide good resistance to the environmental conditions to which the sleeve is exposed, as well as providing the necessary electrical insulation properties.

[0013] Fluorosilicone is an elastomer made from a silicone polymer chain with fluorinated side groups. Fluorosilicone polymers may include silicone polymers having methyl and / or vinyl side groups attached to silicon atoms in the chain, wherein at least some of the side groups are fluorinated. Optionally, the polymer contains fluorinated alkyl side groups, such as trifluoropropyl. Such fluorosilicone polymers may have the general formula (A):

[0014]

[0015] This fluorosilicone polymer may have the general formula (B):

[0016] [-(Si(CH3)2-O) m -(Si(CH3)(C2H4CF3)-O) n -]Structure B.

[0017] Fluorosilicone polymers may be known as FVMQ materials.

[0018] Optionally, the sleeve comprises at least 95% by weight fluorosilicone polymer, optionally at least 96% by weight fluorosilicone polymer, optionally at least 97% by weight fluorosilicone polymer, optionally at least 98% by weight fluorosilicone polymer, and optionally at least 99% by weight fluorosilicone polymer. Optionally, the sleeve is formed of a fluorosilicone polymer.

[0019] The sleeve and optional fluorosilicone polymer may optionally have a hardness of 60 to 80, optionally 62 to 78, optionally 65 to 75, and optionally about 70 as measured on a Shore A durometer. Such hardness may be particularly effective in handling the multiple flexing and unflexing processes to which a folding wing tip is subjected. Shore A hardness may be determined using ISO 7619-1:2010.

[0020] The O-ring and optional fluorosilicone polymer of the protective sleeve optionally have a tensile strength of 2 MPa to 6 MPa, optionally 3 MPa to 5 MPa, and optionally about 4 MPa as determined according to ISO 37 (test sample S2), and an elongation at break of 100% to 150%, optionally 110% to 140%, and optionally 120% to 130%.

[0021] The standard test specimens of the protective sleeve and the optional fluorosilicone polymer optionally have a tensile strength of 4 MPa to 12 MPa, optionally 6 MPa to 10 MPa, and optionally 7 MPa to 9 MPa, determined on standard test specimens according to ISO 37, and an elongation at break of 200% to 500%, optionally 250% to 450%, optionally 300% to 400%, and optionally about 350%.

[0022] The protective sleeve and optional fluorosilicone polymer optionally have a tear strength of 5 N / mm to 40 N / mm, optionally 10 N / mm to 40 N / mm, optionally 10 N / mm to 30 N / mm and optionally about 20 N / mm as determined according to ISO 34-1, Test Method B, Procedure b.

[0023] The sleeve and optionally the FVMQ fluorosilicone polymer have a temperature as determined by TR10 in ISO 2921 relating to low temperature resistance of not more than -20°C, optionally not more than -30°C, optionally not more than -40°C and optionally not more than -50°C.

[0024] The fluorosilicone polymer composition has been found to have the advantageous properties described above, and it has also been found to handle well the repeated flexing that occurs during movement of a wingtip assembly between a ground configuration and a flight configuration.

[0025] The sleeve can be made from a single piece of material. For example, the sleeve can be molded. The sleeve can be extruded.

[0026] The sleeve can have a first end proximate to the fixed wing and a second end proximate to the wingtip device, such that the sleeve extends over the length of the wiring harness across the joint. The aircraft can be arranged so that when the wingtip device is in a ground configuration, the length of the sleeve between the first and second ends is exposed to the external environment. Aspects of the present disclosure have been found to be particularly beneficial in this portion of the aircraft because this portion is often exposed to harsh environmental conditions. In addition, the sleeve and / or wiring harness in this portion of the aircraft is susceptible to movement and / or changes in tension loads.

[0027] The sleeve may be removable from the wiring harness between the first end and the second end. This arrangement has been found to be particularly beneficial because it can allow the sleeve to be installed and / or removed, for example for replacement or repair, without having to remove the harness. Furthermore, it has been found to be particularly beneficial to ensure that a particular length of the sleeve (i.e., the length spanning the joint) is removable because this is the length most likely to be exposed to potential damage or wear. Furthermore, this length is often easily accessible when the wingtip device is in the ground configuration.

[0028] The sleeve may include a slit. The slit may extend along the length of the sleeve. The sleeve is elastically deformable to open the slit so that the sleeve can be removed from the wiring harness by opening the slit around the harness.

[0029] The slit may be located on the underside of the sleeve. This arrangement has been found to be beneficial because it may restrict water ingress and / or it may allow any moisture that accumulates in the sleeve to escape.

[0030] The sleeve may include a pair of closure protrusions located on either side of the slit. The paired closure protrusions may be held together to close the slit. In some embodiments of the present disclosure, the closure protrusions may be held together by a plurality of fasteners.

[0031] The first end of the sleeve can be fixedly held in position relative to the fixed wing. The second end of the sleeve can be fixedly held in position relative to the wingtip device. The length of the sleeve between the first and second ends can be configured to flex during movement of the wingtip device between a flight configuration and a ground configuration, thereby accommodating movement of the harness during movement between these configurations.

[0032] The first and second ends of the sleeve may be fixedly held in place by a clamp. The clamp may be releasable. This arrangement has been found to be particularly useful in facilitating efficient removal of the sleeve.

[0033] In some embodiments of the present disclosure, an aircraft may include a second wiring harness extending between the fixed wing and the wingtip device, the second wiring harness including a plurality of conductors and arranged to transmit power and / or data to the wingtip device. It will be understood that when a second wiring harness is present, aspects of the present disclosure referring to a "wiring harness" or "the wiring harness" may also be considered to refer to a "first wiring harness" or "the first wiring harness." In this case, the terms "wiring harness" and "first wiring harness" may be interchangeable.

[0034] The first wiring harness and the second wiring harness can be received in a protective sleeve. The sleeve may include a first channel in which the first wiring harness is received. The sleeve may include a second channel in which the second wiring harness is received. The position of the first channel relative to the second channel can be fixed so that the first wiring harness and the second wiring harness remain separate. It has been found that this arrangement is particularly beneficial because it ensures that the two harnesses do not interfere with each other (thereby causing, for example, wear or abrasion) during the movement of the wing tip between the flight configuration and the ground configuration. This arrangement can also ensure that the wiring harnesses can both be kept in a relatively compact arrangement, which has been found to be particularly important for the tip of an aircraft wing.

[0035] The first wiring harness may include high-voltage conductors arranged to transmit a high-voltage supply. The high-voltage supply may be at least 240V DC. The high-voltage supply may be up to 270V DC. The high-voltage supply may be up to 300V DC. The high-voltage supply may be 270V DC. Because the presence of high voltage creates specific safety requirements, the aspects of the present disclosure may be particularly beneficial when the wiring harness is used for a high-voltage supply. For example, to minimize the risk of arcing, the high-voltage supply must maintain a minimum distance from other electrical wiring and also from adjacent aircraft structures. The use of the protective sleeve of the present disclosure can allow the high-voltage wiring harness to be placed closer to other wiring. In particular, when the second wiring harness is received in the second channel of the sleeve and the first and second channels remain separate, the sleeve ensures that the two harnesses do not come into contact. By providing the high-voltage wiring harness in a protective sleeve, the risk of arcing to adjacent structures is also reduced, thereby allowing the wiring harness to be used within the limited volume of the wingtip.

[0036] In an arrangement comprising a second wiring harness, the second wiring harness may comprise a low voltage conductor arranged to carry a low voltage supply. The low voltage supply may be less than 40V DC. The low voltage supply may be 28V or less.

[0037] The sleeve may include a banded region. The banded region may extend between the first channel and the second channel and may be arranged to hold the channels in a fixed position relative to each other. The banded region may provide an air gap between the first channel and the second channel.

[0038] The sleeve may be arranged such that the first wiring harness is spaced less than 75mm from the second wiring harness, and more preferably less than 50mm.The sleeve may be arranged such that the first wiring harness is spaced 25mm or less from the second wiring harness.

[0039] The sleeve may include a wall that substantially surrounds the wiring harness or each wiring harness. The wall may have a wall thickness of at least 0.79 mm. It has been found that when the sleeve comprises FVMQ material, this wall thickness is the minimum thickness required to ensure arc protection. The wall thickness may be at least 1 mm, and more preferably at least 2 mm. The wall may have a wall thickness of less than 5 mm. In embodiments of the present disclosure comprising a channel for receiving (one or more) wiring harnesses, the channel may be defined by a wall.

[0040] In an embodiment including a first channel and a second channel, the sleeve may include a first slit extending along the length of the first channel and a second slit extending along the length of the second channel. The sleeve is elastically deformable to open the first and second slits, such that the sleeve can be removed from the first and second wiring harnesses by opening the first and second slits around the respective first and second wiring harnesses.

[0041] The aircraft may include a sleeve guide. The sleeve guide may be positioned above the sleeve. The sleeve guide may be configured to constrain movement of the sleeve, causing the sleeve to bend about the sleeve guide during movement of the wingtip assembly from the flight configuration to the ground configuration. This arrangement may be beneficial because it tends to ensure a predictable movement trajectory for the sleeve during movement of the wingtip assembly from the flight configuration to the ground configuration. This reduces the risk of routing wiring harnesses too close to adjacent structures.

[0042] When the wing tip device is in the flight configuration, the sleeve may be in contact with the sleeve guide, and the sleeve is more preferably urged against the sleeve guide. The sleeve may be biased against the sleeve guide. This arrangement may be beneficial because it reduces vibratory movement of the sleeve (which would otherwise risk excessive wear of the sleeve).

[0043] The aircraft may include a second sleeve guide. The second sleeve guide may be located below the sleeve. The second sleeve guide may be configured to constrain movement of the sleeve such that the sleeve bends about the sleeve guide during movement of the wingtip assembly from the ground configuration to the flight configuration. This arrangement may be beneficial because it tends to ensure a predictable movement trajectory of the sleeve during movement of the wingtip assembly from the ground configuration to the flight configuration.

[0044] In the flight configuration, the sleeve may be in contact with the sleeve guide and more preferably urged against the second sleeve guide.This arrangement may be beneficial because it reduces vibratory movement of the sleeve.

[0045] The combination of the first sleeve guide and the second sleeve guide has been found to be particularly beneficial as it allows for a predictable trajectory of movement of the sleeve during movement of the wingtip in both directions between the ground configuration and the flight configuration.

[0046] The sleeve guide can be offset in the vertical direction from the line connecting each end of the sleeve. In this way, the sleeve can be fed between the two sleeve guides so that the sleeve is naturally pressed against the two sleeve guides, thereby constraining the vibratory movement.

[0047] At least one sleeve guide and preferably two sleeve guides are associated with the fixed wing.The or each sleeve guide may be mounted on and fixed relative to the fixed wing.

[0048] According to another aspect of the present invention, a sleeve is provided for receiving a first wiring harness comprising a plurality of high-voltage cables and a second wiring harness comprising a plurality of low-voltage cables. The sleeve may be formed from a fluorosilicone polymer. The wiring harness extends between a fixed wing and a movable wingtip arrangement on an aircraft. The sleeve includes a first circular channel for receiving the first wiring harness and a second circular channel for receiving the second wiring harness. The two channels are coupled so as to substantially prevent each wiring harness from moving toward or away from an adjacent wiring harness. The sleeve includes a slit along each channel so that the sleeve can be removed from the harness.

[0049] Each of the plurality of conductors in the wiring harness is preferably a sheathed conductor. Each of the conductors can take a variety of forms depending on its intended use. The conductor can be a wire, but more preferably a cable. For example, the conductor can be a single-core cable or a multi-core cable. The first wiring harness and / or the second wiring harness can each include a plurality of conductors.

[0050] The sleeve is arranged to protect the wiring harness. The sleeve may substantially surround the wiring harness.

[0051] An aircraft may include: a first assembly comprising a sleeve and a wiring harness as described with reference to any of the above aspects; and a second assembly comprising a sleeve and a wiring harness as described with reference to any of the above aspects. The second assembly may be arranged as a backup assembly in the event that the first assembly fails. One of the assemblies may be positioned toward the leading edge of a wing. Another of the assemblies may be positioned toward the trailing edge of the wing.

[0052] The fixed wing may have an upper surface and a lower surface. The wingtip device may have an upper surface and a lower surface. In the flight configuration, the upper and lower surfaces of the wingtip device may be continuations of the upper and lower surfaces of the fixed wing. In the flight configuration, the trailing edge of the wingtip device may be a continuation of the trailing edge of the fixed wing. The leading edge of the wingtip device may be a continuation of the leading edge of the fixed wing. There may be a smooth transition from the fixed wing to the wingtip device. It will be understood that a smooth transition may be achieved even when the shape of the wing is such that there is a change in sweep or twist at the connection between the fixed wing and the wingtip device. There may be no discontinuity at the connection between the fixed wing and the wingtip device.

[0053] Rotation of the wingtip device from the flight configuration to the ground configuration may include an upward rotation of the wingtip device relative to the fixed wing. In this way, the wing may comply with airport compatibility gate restrictions while also maintaining reasonable ground clearance.

[0054] In the flight configuration, the wingspan of the wing may exceed the airport compatibility gate limit. In the ground configuration, the wingspan is reduced so that the wingspan (with the wingtip device in the ground configuration) is less than or substantially equal to the airport compatibility gate limit. In the ground configuration, the wingtip device may be positioned so that the wing has its shortest wingspan. In the ground configuration, the wingtip device may be oriented substantially vertically.

[0055] The wingtip device may be rotatable in a first direction from the ground configuration to the flight configuration.The wingtip device may be rotatable in a second direction opposite to the first direction from the flight configuration to the ground configuration.

[0056] The wingtip device can be a wingtip extension, for example a generally planar tip extension. In other embodiments, the wingtip device can include or be composed of a non-planar device, such as a winglet. The wingtip device can include another wing section having another movable wingtip device at its terminal end. A person of ordinary skill will be aware of other devices suitable for being movably placed at the wingtip. The wingtip device can include, for example, a trailing edge movable device (aileron) for control or a leading edge device for stall protection, such as a slat or a droop nose device.

[0057] The span ratio of the fixed wing relative to the wingtip device may be such that the fixed wing comprises at least 60%, 70%, 80%, 90% or more of the total span of the wing.

[0058] When the wingtip device is in the ground configuration, the aircraft may be unsuitable for flight. For example, the wingtip device may be aerodynamically and / or structurally unsuitable for flight in the ground configuration. The aircraft is preferably configured so that the wingtip device cannot be moved to the ground configuration during flight. The aircraft may include a sensor for sensing when the aircraft is in flight. When the sensor senses that the aircraft is in flight, the control system is preferably arranged to inhibit the possibility of moving the wingtip device to the ground configuration. In the ground configuration, the wingtip device may remain in place. For example, the wingtip device may be latched or locked in place to prevent movement back to the flight configuration.

[0059] The aircraft may comprise an actuator for moving the wingtip arrangement between a flight configuration and a ground configuration.

[0060] The wingtip device is movably mounted at a joint at the end of a fixed wing. The joint may be an articulated joint. The joint may include a plurality of lugs. An articulation axis may pass through the plurality of lugs, about which the wingtip device is capable of rotating between a flight configuration and a ground configuration.

[0061] The aircraft may be a passenger aircraft. The passenger aircraft preferably includes a passenger cabin comprising multiple rows and columns of seating units for accommodating a plurality of passengers. The aircraft may have a capacity of at least 20 passengers, more preferably at least 50 passengers, and optionally more than 75 passengers. The aircraft may be a commercial aircraft, such as a commercial passenger aircraft, such as a single-aisle or double-aisle aircraft. The aircraft need not be configured to carry passengers, but may, for example, be an aircraft of equal size configured to carry cargo and / or for non-commercial use. The aircraft may have a maximum take-off weight (MTOW) of at least 20 tons, optionally at least 40 tons, and possibly 50 tons or more. The aircraft may have an operating empty weight of at least 20 tons, optionally at least 30 tons, and possibly about 40 tons or more.

[0062] Of course, it will be understood that features described with respect to one aspect of the present disclosure may be incorporated into any and all other aspects of the present disclosure. For example, features described with respect to an embodiment having a first wiring harness and a second wiring harness may also be applicable to an embodiment describing only the first wiring harness, and vice versa. Furthermore, the method of the present disclosure may be incorporated with any features described with reference to the apparatus of the present disclosure, and vice versa. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] Embodiments of the present disclosure will now be described, by way of example only, with reference to the accompanying schematic drawings, in which:

[0064] Figure 1A and Figure 1B shows a plan view and a front view, respectively, of an aircraft according to a first embodiment of the present invention;

[0065] Figure 2A and Figure 2B shows a cutaway view of the leading edge of the wing at the junction between the fixed wing and the wingtip device in the first embodiment, when the wingtip device is in the flight configuration and the ground configuration respectively;

[0066] Figure 3 is an isolated perspective view of a wiring harness and a sleeve at a trailing edge in an aircraft of the first embodiment, with the internal layout of the sleeve shown in cross section;

[0067] Figure 4A and Figure 4B Shown in Figure 3 The arrangement of the closing protrusion on the sleeve;

[0068] Figure 5 is a perspective cutaway view of the trailing edge at the joint in the aircraft of the first embodiment; and

[0069] Figure 6A and Figure 6B It is an enlarged view of the two ends of the sleeve;

[0070] 7A to 7D is an isolated perspective view of the sleeve of the first embodiment during the stage of removing and replacing a damaged sleeve; and

[0071] Figure 8 Is through the sleeve at the leading edge (such as Figure 2A and Figure 2B sectional view shown). DETAILED DESCRIPTION

[0072] First refer to Figure 1A and Figure 1B , which show a plan view and a front view of an aircraft 1 according to a first embodiment. The aircraft 1 comprises two main wings 3 extending outwards from the fuselage (one wing at Figure 1B(not fully visible in the figure). Each wing 3 includes a fixed wing 5 extending from a root 7 to a tip 9. At the tip 9 of the fixed wing 5, the wing 3 also includes a movable wingtip device 11. In this embodiment, the wingtip device 11 comprises a planar wingtip extension. The wingtip device 11 is rotatably mounted on an articulated joint 13 having an articulation axis. Thus, the wingtip device 11 can rotate relative to the fixed wing 5 about the articulated joint 13.

[0073] The aircraft 1 further comprises an actuator assembly (not shown) operable to rotate the wingtip device 7 about the articulated joint 13. Figure 1B , the wingtip device 11 is able to rotate about the articulated joint 13 between a flight configuration and a ground configuration. Figure 1B The wing tip device 11 is also shown while partially moved between these two configurations.

[0074] In the flight configuration, the wing tip device 11 is an extension of the fixed wing 5. Therefore, the upper and lower surfaces of the fixed wing 5 are continuous with the upper and lower surfaces of the wing tip device 11. The leading edge and the trailing edge of the fixed wing 5 are also continuous with the corresponding leading edge and trailing edge of the wing tip device 11 (see Figure 1A ). This arrangement is beneficial because it provides a relatively large wing span during flight, thereby providing an aerodynamically efficient aircraft.

[0075] The wingtip device 11 is capable of rotating upwards from a flight configuration to a ground configuration in which the wingtip device 11 is rotated to a substantially upright position (at Figure 1B (shown in FIG). The wingtip device 11 can be moved to this configuration when the aircraft 1 is on the ground. Once rotated to this position, the wingspan of the aircraft 1 is sufficient to meet airport compatibility gate restrictions. Thus, the aircraft 1 of the first embodiment can have a large wingspan (exceeding the gate restrictions) during flight, but still meet the gate restrictions when on the ground.

[0076] Aspects of the present disclosure relate to wiring harnesses extending from the fixed wing 5 into the wingtip device 11. This will now be referred to Figure 2A and Figure 2B Describe in more detail.

[0077] Figure 2A1 is a view of the leading edge of the wing at the hinged joint 13, but for clarity, some wing structure (i.e., the wing skin around the leading edge) has been removed. Two wiring harnesses 15a and 15b are located inside the fixed wing and each extends from the fuselage to the tip 9 of the fixed wing 5. The routes of the wiring harnesses 15a / 15b are schematically illustrated using dotted lines because the harnesses themselves are mostly obscured by the surrounding structure and are aligned so that one is behind the other in the illustrated view. As is known in the art in terms of wiring harnesses themselves, the wiring harnesses 15a and 15b each contain a plurality of sheathed electrical cables (not shown separately in the figure). Each of the electrical cables performs a different function (e.g., supplying power to different devices in the aircraft, or transmitting data signals to / from sensors and devices in the aircraft). The cables are collected together in an assembly to form each harness, and then each harness is routed in an appropriate manner to pass through the wing. The two harnesses 15a, 15b extend substantially parallel to each other.

[0078] Figure 2A The aircraft is shown with the wing tip device 11 in a flight configuration. The wiring harness 15a / 15b emerges from the fixed wing at a first end 17 and then passes through the hinged joint 13 (described in further detail below) via a bend between two sleeve guides 19 and 21. The harness 15a / 15b enters the wing tip device 11 at a second end 23 and then continues into the wing tip device 11 where the cables are then connected to various devices and sensors.

[0079] Figure 2B The aircraft is shown with the wingtip device 11 in the ground configuration. Figure 2A As can be seen from the comparison of the first end 17 and the second end 23, the first end 17 remains fixed relative to the fixed wing 5 and the second end 23 remains fixed relative to the wing tip device 11. Passing through the joint 13, the wiring harness is bent into an upward bend, but remains between the sleeve guides 19 and 21.

[0080] Figure 2A and Figure 2B The leading edge of the wing is shown. However, another pair of wire harnesses and corresponding sleeves are also present at the trailing edge. These are Figure 5 and Figure 6A / Figure 6B As shown. The arrangement of the wiring harness at both the leading and trailing edges ensures redundancy in the event that one of these arrangements fails. The arrangement at the leading edge is substantially the same as that described for the trailing edge (except for any differences discussed herein). For clarity, various aspects of the invention will be described below with reference to one of the sleeves, but these aspects are equally applicable to the other sleeve unless otherwise noted.

[0081] In general, placing wiring harnesses through such a joint 13 between the fixed wing 5 and the movable wingtip device 11 presents a number of challenges. The arrangement in the aircraft of the first embodiment attempts to address these challenges. In this regard, the aircraft includes protective sleeves 25 at both the leading and trailing edges that surround the respective wiring harnesses 15a / 15b as they extend through the joint. Sleeves 25 and their features will now be described in more detail.

[0082] The sleeve 25 at the leading edge (see Figure 2A and Figure 2B ) extends from a first end 17 (where the harness 15a / 15b emerges from the fixed wing 5) to a second end 23 (where the harness 15a / 15b enters the wingtip device 11). It has been found that the area between these two end locations is particularly exposed to potentially harsh environmental conditions (e.g., extreme temperatures, potentially aggressive substances such as grease, oil, de-icing fluids, etc.). Furthermore, as the wingtip device moves between the flight configuration and the ground configuration, the sleeve flexes to accommodate this movement and, therefore, may be susceptible to fatigue wear.

[0083] In a first embodiment of the present invention, the sleeve is made of a fluorosilicone polymer known as FVMQ. Fluorosilicone polymer has a hardness of approximately 70, as measured on the Shore A durometer. This hardness may be particularly effective in handling the numerous bending and unbending processes experienced by a folding wing tip. Furthermore, FVMQ has been found to be particularly robust against the harsh environmental conditions to which it may be exposed at the wing tip.

[0084] Another synergistic advantage of using a sleeve made of FVMQ is that it allows the sleeve to accommodate two longitudinally extending slits 27, 29, so that the sleeve can be easily installed and removed. Figure 3 and Figure 4A / Figure 4B These slits are shown in FIG. Figure 3 and Figure 4A / Figure 4B .

[0085] First refer to Figure 3 , Figure 3 Shown at the rear edge, the sleeve 25 includes a first channel 31 in which the first wiring harness 15a is received, and a second channel 33 in which the second wiring harness 15b is received. A first slit 27 extends along the side of the sleeve 25 and extends the entire length of the first channel 31. A corresponding slit 29 is located on the opposite side of the second channel 33 and also extends the entire length of the sleeve.

[0086] The flexibility of the FVMQ material allows the sleeve to deform elastically to open each slit. Thus, each wire bundle 15a / 15b can be removed from its corresponding channel by peeling the slit apart and pulling the sleeve away from the wire bundle. The reverse action can also be performed to install the sleeve. Figures 5 to 7D , provides more details regarding the installation and removal of the sleeve.

[0087] To ensure that the sleeve maintains its protective function, the sleeve includes a pair of closing tabs 35 extending on either side of each slit. The closing tabs 35 are held together by a series of releasable fasteners 37. Figure 4A and Figure 4B is shown in the figure, Figure 4A and Figure 4B A pair of closure protrusions 35 ( Figure 4A ) and a pair of closed protrusions 35 ( Figure 4B One of the protrusions in each pair has a series of integrally molded fasteners 37 along its length (at Figure 4A and Figure 4B Only one fastener 37 can be seen in the figure). These fasteners 37 comprise mushroom heads which can be inserted into corresponding openings 39 on the opposing closure protrusions (see Figure 4B Once inserted through the opening, the fasteners 37 firmly hold the closure protrusions 35 together. Nevertheless, due to the elastic deformation properties of the sleeve material, each fastener 37 can be withdrawn from the opening 39 when necessary, for example to open the slit.

[0088] As described above, the sleeve 25 can be removed from the harness 15a / 15b through the slits 27, 29. Importantly, the sleeve 25 is also of relatively short length and extends only across the joint between the two ends. Figure 5 and an enlarged view of either end of the sleeve ( Figure 6A and Figure 6B), the first end 17 of the sleeve 25 is fixedly held in place by a first clamp 39. The first clamp 39 includes: a base portion 39a, which is mounted on the fixed wing 5; and a clamping portion 39b, which is arranged to securely hold the end of the sleeve in place. The clamping portion 39b is held in place by two threaded fasteners 41. The second end 23 of the sleeve 25 is securely held in place by a second clamp 43. This clamp 43 also includes a base portion 43a, but the base portion 43a is instead mounted on the wing tip device 11. The second clamp 43 also includes a clamping portion 43b, but instead of a screw head fastener, it is held together by a snap fit and can be removed using a suitable tool. In other embodiments, each end can be held in place by two clamps of identical design. In the above embodiment, the clamping portion and the base portion are formed from a plastic material.

[0089] To remove the sleeve, each clamp 39, 43 is released and the sleeve 25 is then pulled through the slit away from each harness in the manner described above.

[0090] It has been found that having a removable sleeve is particularly beneficial because it allows the sleeve to be installed and / or removed, for example for replacement or repair, without having to remove the wiring harness. Furthermore, it has been found that ensuring that a certain length of the sleeve (i.e., the length spanning the joint) can be removed is particularly beneficial because this is the length most likely to be exposed to potential damage or wear. Furthermore, this length is often easily accessible when the wingtip device is in the ground configuration.

[0091] exist 7A to 7D The method of removing the sleeve is schematically illustrated in FIG. Figure 7A The sleeve 25 is shown mounted on both harnesses 15a, 15b and fixedly held in place by clamps 39, 43. For a variety of reasons, the sleeve may need to be replaced or repaired, in which case it may be beneficial to remove the sleeve from the harness. Although the movement of the wingtip device is not shown, the initial step in servicing the harness is to move the wingtip device to a ground configuration, such as by 7A to 7D This allows for easier access to the sleeve and / or clamp compared to when the wingtip device is in the flight configuration.

[0092] Reference Figure 7B The next step in removing the sleeve is to loosen the ends of the sleeve by separating the clamping portions 39b, 43b from their respective base portions 39a, 43a. Loosening the ends of the sleeve allows the sleeve to be removed by removing each wire from its respective channel by peeling the slits apart and pulling the sleeve away from each wire. This removal results in the wires 15a, 15b being exposed and resting on the base portions 39a, 43a, as shown in FIG. Figure 7C As shown. The original sleeve can then be repaired or replaced with a new sleeve. To fit the replacement / repaired protective sleeve, the process is essentially reversed. The slits of the new / repaired sleeve are stripped and pushed around each harness. With the sleeve 25 installed on the harnesses 15a, 15b, then as shown Figure 7D As shown, the ends are re-clamped by rejoining the clamping portions 39b, 43b with the base portions 39a, 43a.

[0093] Return to reference Figure 2A and Figure 2B , the aircraft comprises (at both the leading and trailing edges) an upper sleeve guide 19 and a lower sleeve guide 21. Both guides are mounted on the fixed wing and are offset in the vertical direction from the line joining each end 17, 23 of the sleeve (when the wingtip device is in the flight configuration). In this way, the sleeve is fed between the two sleeve guides 19, 21 and the natural resilience of the sleeve causes the sleeve to be forced against the two sleeve guides. This constrains vibratory movements and therefore minimizes the risk of damage due to vibrations / movements of the sleeve. The sleeve guides 19, 21 also serve to constrain the movement of the sleeve 25 when it flexes during movement of the wingtip device 11 between the flight configuration and the ground configuration. As Figure 2A and Figure 2B As shown, the upper sleeve guide 19 fixes the position about which the sleeve 25 bends upward during movement to the ground configuration. Likewise, the lower sleeve guide 21 fixes the position about which the sleeve 25 bends downward during movement to the flight configuration.

[0094] Figure 8 Shown is a sleeve positioned at the leading edge of the wing (ie, as Figure 2A and Figure 2B Where appropriate, the same reference numerals are used to describe corresponding features of the sleeve located at the trailing edge. Figure 8 In the arrangement shown, the sleeve 25 includes a first channel 31 in which the first wire harness 15a is received, and a second channel 33 in which the second wire harness 15b is received. A first slit 27 extends along the base of the first channel 31 and extends the entire length of the sleeve 25. A corresponding slit 29 is located along the base of the second channel 33 and also extends the entire length of the sleeve 25.

[0095] Unlike the arrangement at the trailing edge, the slits are all located on the underside of the sleeve (rather than on the sides). This arrangement has been found to be beneficial because it ensures that any moisture that may accumulate inside the sleeve can escape through the slits.

[0096] The cross section of the sleeve 25 at the leading edge and the cross section of the sleeve 25 at the trailing edge both have similar profile shapes and this will now be referred to. Figure 8 The leading edge sleeve 25 is shown for description.

[0097] In a first embodiment, the first wiring harness 15a includes a high-voltage cable for transmitting a high-voltage (270V) supply, while the second wiring harness 15b only includes a low-voltage cable arranged to transmit a low-voltage (28V) supply and data signals. The presence of high-voltage conductors presents some special challenges. In particular, it is necessary to minimize the risk of arcing and minimize the risk of situations that may create a risk of arcing. The sleeve in this embodiment has several features for addressing these challenges. First, each channel 31 / 33 has a circular profile. This minimizes the electrical footprint and maximizes the clearance with the surrounding structure (and corresponding other channels). Second, the sleeve 25 is a single-piece construction, in which the position of the first channel 31 relative to the second channel 33 is fixed (by the strip portions 16, 18). This ensures that the first wiring harness 15a and the second wiring harness 15b are always kept separate, thereby preventing contact between the two harnesses and also minimizing the risk of the two harnesses rubbing against each other in a manner that could cause wear and tear (which would also create a potential risk of arcing). By using the sleeve 25 in this way, the wire bundles 15a / 15b can be positioned significantly closer to each other than if they were held in separate, independent sleeves. This is particularly beneficial in the area of ​​the wing tip where space is at a premium.

[0098] Each channel 31 / 33 includes a small tolerance between the outer diameter of the wire harness and the inner diameter of the channel. This minimizes galling between the wire harness and the sleeve 25.

[0099] The sleeve surrounding the circular channels 31 / 33 is 3 mm thick, which is much higher than the thickness required to ensure arc flash protection. It has been found that a thickness of FVMQ material of at least 0.79 mm is required to ensure arc protection.

[0100] While the present invention has been described and illustrated with reference to specific embodiments, those skilled in the art will appreciate that the invention lends itself to many different variations not specifically illustrated herein.

[0101] Where the foregoing description mentions an entirety or element that has a known, obvious or foreseeable equivalent, such equivalents are incorporated herein as if set forth separately. Reference should be made to the claims to determine the true scope of the invention, which should be interpreted as including any such equivalents. The reader will also understand that entireties or features of the invention that are described as preferred, advantageous, convenient, etc. are optional and do not limit the scope of the independent claims. Furthermore, it should be understood that although such optional entireties or features may be beneficial in some embodiments of the invention, they may not be desirable in other embodiments and therefore may not exist.

Claims

1. An aircraft comprising a wing, the wing comprising a fixed wing and a wingtip device, the wingtip device being movably mounted at a joint at an end of the fixed wing, the wingtip device being movable about the joint between (i) a flight configuration for use during flight and (ii) a ground configuration for use during ground-based operations, wherein in the ground configuration the wingtip device moves relative to the fixed wing such that the span of the wing is reduced. in, The aircraft comprises a first wiring harness and a second wiring harness, the first wiring harness and the second wiring harness extending between the fixed wing and the wing tip device, and each of the first wiring harness and the second wiring harness comprising a plurality of conductors and arranged to transmit power and / or data to the wing tip device, And wherein, the first wiring harness and the second wiring harness are received in a protective sleeve, the sleeve including a first channel and a second channel, the first wiring harness is received in the first channel, the second wiring harness is received in the second channel, the position of the first channel relative to the second channel is fixed so that the first wiring harness and the second wiring harness remain separated.

2. The aircraft according to claim 1, wherein: The sleeve is formed from a single piece of material, and the first and second passages are integrally formed within the sleeve.

3. An aircraft according to any preceding claim, wherein: Each channel is substantially circular in cross-section.

4. An aircraft according to any preceding claim, wherein: The sleeve includes a banded region extending between the first and second channels and arranged to hold the channels in a fixed position relative to each other.

5. An aircraft according to any preceding claim, wherein: The sleeves are arranged such that the first wiring harness is spaced less than 75 mm from the second wiring harness.

6. An aircraft according to any preceding claim, wherein: The first wiring harness comprises high voltage conductors arranged to carry a high voltage supply.

7. An aircraft according to any preceding claim, the second wiring harness comprising low voltage conductors arranged to carry a low voltage supply.

8. An aircraft according to any preceding claim, wherein: Each channel is defined by walls surrounding a respective wiring harness, the walls having a wall thickness of at least 2 mm.

9. An aircraft according to any preceding claim, wherein: The sleeve includes a first slit extending along the length of the first channel and a second slit extending along the length of the second channel, and the sleeve is capable of elastically deforming to open the slits so that the sleeve can be removed from the first wiring harness and the second wiring harness by opening the first slit and the second slit around the respective first wiring harness and the second wiring harness.

10. The aircraft according to claim 9, wherein: The slit is located on the lower side of the sleeve.

11. An aircraft according to claim 9 or claim 10, wherein: The sleeve includes a first pair of closing protrusions located on both sides of the first slit and a second pair of closing protrusions located on both sides of the second slit, and each pair of closing protrusions is held together to close the corresponding slit.

12. An aircraft according to any preceding claim, wherein: The aircraft includes a sleeve guide located above the sleeve, and wherein the sleeve guide is configured to constrain movement of the sleeve such that the sleeve bends about the sleeve guide during movement of the wingtip device from the flight configuration to the ground configuration.

13. The aircraft according to claim 12, wherein: When the wingtip device is in the flight configuration, the sleeve is urged against the sleeve guide.

14. An aircraft according to claim 12 or claim 13, wherein: The vehicle includes a second sleeve guide located below the sleeve, and wherein, in the flight configuration, the sleeve is urged against the second sleeve guide.

15. A wing assembly for an aircraft according to any preceding claim, the wing assembly comprising a fixed wing and a wingtip device, the wingtip device being movably mounted at a joint at the end of the fixed wing, the wingtip device being movable about the joint between the flight configuration and the ground configuration. in, The wing assembly comprises a first wiring harness and a second wiring harness, the first wiring harness and the second wiring harness extending between the fixed wing and the wing tip device, and each of the first wiring harness and the second wiring harness comprising a plurality of conductors and arranged to transmit power and / or data to the wing tip device, And wherein, the first wiring harness and the second wiring harness are received in a protective sleeve, the sleeve including a first channel and a second channel, the first wiring harness is received in the first channel, the second wiring harness is received in the second channel, the position of the first channel relative to the second channel is fixed so that the first wiring harness and the second wiring harness remain separated.

16. A sleeve for use as a sleeve in an aircraft according to any one of claims 1 to 14, the sleeve comprising a first channel and a second channel, the first wiring harness being receivable in the first channel and the second wiring harness being receivable in the second channel, the position of the first channel relative to the second channel being fixed such that the first wiring harness and the second wiring harness remain separated when received in the channels.

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