A wing assembly, a folding wingtip arrangement in an aircraft wing, and an aircraft

Abstract

The present invention relates to a wing assembly, a folding wingtip arrangement in an aircraft wing, and an aircraft. In one aspect, a wing assembly for an aircraft is provided, the wing assembly comprising a fixed wing and a wingtip device rotatable about a joint assembly. The wing assembly is configurable between a flight configuration for use during flight and a ground configuration for use during ground-based operations. The wing assembly comprises a joint boundary structure positioned adjacent to the joint assembly, the joint boundary structure comprising a rib, an upper cover, and a lower cover. The joint assembly comprises a movable panel. The panel comprises a first hard stop element, and the joint boundary structure comprises a second hard stop element. The first hard stop element is integrally formed in the panel, and the second hard stop element is integrally formed in one of the rib, the upper cover, or the lower cover of the joint boundary structure. The hard stop elements can be configured to self-align.

Description

Technical Field

[0001] This disclosure relates to a wing assembly including a fixed wing and a wingtip device rotatable about a connecting assembly at the tip of the fixed wing. More specifically, this disclosure relates to such a wing assembly including a panel and rigid stops. This disclosure also relates to an aircraft incorporating such a wing assembly. Background Technology

[0002] There is a growing desire to adopt larger wingspans on passenger aircraft of all sizes as a measure to improve fuel efficiency. However, especially for larger aircraft, the maximum aircraft wingspan is actually limited by airport operating rules, which stipulate various clearances required when maneuvering around the airport (such as wingspan and / or ground clearance required to enter the gate and use the safety taxiway).

[0003] Therefore, folding wingtip devices have been incorporated 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 ground configuration, the wingtip devices move away from the flight configuration, reducing the wingspan of the aircraft wing, thereby allowing the use of existing boarding gates and safety taxiways. This arrangement is sometimes referred to as a "folding wingtip." It will be understood that this terminology covers a range of dimensions, and when the hinge is relatively inward, it can also be considered a "folding wing" or "movable wing." WO2019 / 034432 discloses an aircraft having an articulated wingtip device and an actuation unit for actuating the foldable wingtip portion.

[0004] In the area of ​​the folding wingtip connection, available spare space is often relatively limited. When the wingtip assembly moves relative to the fixed wing to a ground configuration, it may be necessary to avoid collisions between the two structures and / or between internal components near the connection. EP3867146 is a second example of a folding wingtip assembly. The arrangement in EP3867146 includes a hinged panel located at the boundary between the wingtip assembly and the fixed wing. In the flight configuration, the panel is closed, making it substantially flush with the upper surface of the wing; while in the ground configuration, the panel is hinged open to a position that avoids collisions between a portion of the wingtip assembly and the tip of the fixed wing.

[0005] In folding wingtip arrangements that include movable panels, ensuring the desired wing geometry (e.g., an airfoil that is aerodynamically efficient with adequate alignment of adjacent surfaces) in the flight configuration can be challenging and / or time-consuming.

[0006] The present invention seeks to mitigate the aforementioned problems. Alternatively or additionally, the present invention seeks to provide an improved wing assembly. Summary of the Invention

[0007] According to a first aspect of the invention, a wing assembly for an aircraft is provided, the wing assembly including a fixed wing and a wingtip device rotatable about a connecting assembly at the tip of the fixed wing. The wing assembly can be configured between two configurations: a flight configuration for use during flight and a ground configuration for use during ground-based operations, in which the wingtip device rotates away from the flight configuration, resulting in a reduced wingspan of the aircraft wing. The wing assembly includes a connecting boundary structure positioned adjacent to the connecting assembly, the connecting boundary structure including ribs, an upper cover, and a lower cover. The connecting assembly includes a movable panel arranged such that when the wing assembly is in the ground configuration, the panel is in an open position to allow relative movement between the fixed wing and the wingtip device. When the wing assembly is in the flight configuration, the panel is in a closed position, in which the panel is substantially flush with the adjacent cover of the connecting boundary structure. The panel includes a first rigid stop element, and the connecting boundary structure includes a second rigid stop element. When the panel is in the closed position, the first hard stop element abuts against the second hard stop element. The first hard stop element is integrally formed in the panel, and the second hard stop element is integrally formed in one of the ribs, upper cover, or lower cover of the connecting boundary structure.

[0008] The use of rigid stops allows for a tighter control of the panel's closed position. In previously suggested arrangements, one or more rigid stop elements are mounted as separate components and attached to the connecting boundary structure. This arrangement has been found to have two drawbacks. First, the precise installation of the rigid stops (in place to ensure proper panel alignment) can be time-consuming. Second, tolerance build-up can accumulate within the individual rigid stop components. This is undesirable as it can create unwanted offsets between the panel and the adjacent wing skin surface, thus affecting wing performance. In embodiments of the present invention, a first rigid stop element is integrally formed in the panel, and a second rigid stop element is integrally formed in one of the ribs, upper cover, or lower cover of the connecting boundary structure. This arrangement has been found particularly advantageous because it eliminates the need for separate components to create the rigid stops. This simplifies assembly. For example, this arrangement eliminates the need to install rigid stop elements individually. Integrating the rigid stop elements into corresponding components within the wing assembly also reduces the risk of unwanted tolerance build-up. Strict tolerance control facilitates reliable and high-precision positioning between the panel and the surrounding structure, which is especially important in the case of aerodynamic surfaces of the wing.

[0009] According to an embodiment of the present invention, a first rigid element is integrally formed in the panel, and a second rigid stop element is integrally formed in one of the ribs, upper cover, or lower cover of the connecting boundary structure. Through integral forming, it is possible that the first rigid stop element and the panel are an integral structure. It is also possible that the first rigid stop element is machined into the panel during panel manufacturing. Similarly, through integral forming, it is possible that the second rigid stop element and the corresponding connecting boundary structure are an integral structure. It is also possible that the second rigid stop element is machined into the corresponding connecting boundary structure during the manufacturing of this structure.

[0010] The panel may include a plurality of first hard stop elements. In the closed position, each of the first hard stop elements may abut against a corresponding second hard stop element of the connecting boundary structure. Each of the plurality of first hard stop elements may be integrally formed in the panel. Each of the corresponding second hard stop elements may be integrally formed in a rib, upper cover, or lower cover of the connecting boundary structure.

[0011] The connection boundary structure may include a fixed wing connection boundary structure inside the connection assembly. The connection boundary structure may include a wingtip connection boundary structure outside the connection assembly. The fixed wing connection boundary structure may include a tip rib and a fixed wing upper cover and a fixed wing lower cover. The wingtip connection boundary structure may include a root rib and a wingtip upper cover and a wingtip lower cover. It will be understood that in these embodiments, the ribs of the connection boundary structure include tip ribs and / or root ribs. It will be understood that in these embodiments, the upper and lower covers of the connection boundary structure include a fixed wing upper cover and a fixed wing lower cover, and / or a wingtip upper cover and a wingtip lower cover. In a preferred embodiment, a plurality of second hardstop elements may be integrally formed in one of the wingtip upper cover or the wingtip lower cover (of the wingtip connection boundary structure). In a preferred embodiment, a plurality of second hard stop elements may be integrally formed in either the upper or lower fixed wing cover (of the fixed wing connection boundary structure). It has been found that incorporating all the second hard stop elements into the cover is particularly advantageous in ensuring a high level of alignment. In some embodiments, a plurality of second hard stop elements may be integrally formed in the root rib (of the wingtip connection boundary structure).

[0012] The first rigid stop element, or each first rigid stop element, can be shaped to self-align with the corresponding second rigid stop element when the panel is closed. This arrangement has been found particularly advantageous when the panel is located on the tip of a folding wing, as it facilitates the correct positioning of the panel and the resulting aerodynamic surfaces. It has also been found that this arrangement is surprisingly advantageous in embodiments where the first and second rigid stop elements are integrally formed with their corresponding structures.

[0013] It will be understood that many different arrangements can provide self-alignment functionality. The first and second hard stop elements can be shaped to self-align in two mutually orthogonal directions (e.g., forming point contact). For example, the first hard stop element may include a spherical impact surface, and the second hard stop element may include a corresponding cup-shaped surface.

[0014] In a preferred embodiment, the first hard stop element, or each first hard stop element, is shaped to self-align with a corresponding second hard stop element along the contact line. In embodiments including multiple first hard stop elements, the first hard stop elements may be oriented such that the contact lines are not parallel to each other. In a preferred embodiment, the panel may include three first hard stop elements, and preferably only three first hard stop elements, which abut against three corresponding second hard stop elements on one of the fixed wing connection boundary structures or the wingtip connection boundary structures. This arrangement has been found particularly advantageous because it allows the panel to be correctly positioned in all six degrees of freedom while achieving a structurally relatively stable arrangement.

[0015] The panel can be actuated to an open position. For example, a wing may include a panel actuator arranged to move the panel to the open position.

[0016] In some embodiments of the invention, the panel can be biased toward a closed position (e.g., by a biasing member). This arrangement can help keep the panel in the correct position when aerodynamic (suction) loads are present during flight. Furthermore, this arrangement can facilitate proper alignment at the self-aligning hard stop joint, as the biasing force can push the first hard stop element against the corresponding second hard stop element.

[0017] When the panel is in the open position, relative movement between the fixed wing and the wingtip assembly is permitted. This relative movement can occur between the structures of the fixed wing and the wingtip assembly. Alternatively or additionally, relative movement can occur between components associated with the fixed wing and / or the wingtip assembly. For example, in the open position, the panel may permit movement of an actuator relative to the fixed wing or the wingtip assembly. The panel may permit movement of a wiring harness relative to the fixed wing or the wingtip assembly.

[0018] When the panel is in the closed position, the panel (preferably the outer surface of the panel) is substantially flush with the adjacent cover (preferably the outer surface of the cover) of the connecting boundary structure. The adjacent cover may be the lower cover. The adjacent cover may be the upper cover.

[0019] According to an embodiment of the present invention, the wing assembly includes a first rigid stop element and a second rigid stop element. The first and second rigid stop elements may together form a rigid stop member. The rigid stop member may include an impact surface (e.g., on the first rigid stop element) and a stationary surface (e.g., on the second rigid stop element). In a typical embodiment of the invention, the rigid stop impact surface refers to the moving portion of the rigid stop assembly, while the stationary surface refers to the portion that is generally fixed relative to its surrounding structure and receives the impact surface.

[0020] In embodiments of the invention, the wingtip device can be configured between two configurations: (a) a flight configuration for use during flight and (b) a ground configuration for use during ground-based operations, in which the wingtip device moves away from the flight configuration, causing a reduction in the aircraft's wingspan. In the flight configuration, the wingspan can exceed airport adaptability limits. In the ground configuration, the wingspan can be reduced such that the wingspan (when the wingtip device is in the ground configuration) is less than or substantially equal to the airport adaptability limits. Airport adaptability limits are wingspan limits (e.g., related to spacing restrictions of buildings, signage, and other aircraft). Adaptability limits are preferably gate restrictions.

[0021] The wingtip device can be a wingtip extension; for example, the wingtip device can be a flat wingtip extension. In other embodiments, the wingtip device can include non-flat devices, such as winglets, or be composed of non-flat devices, such as winglets. The wingtip device can include another wing segment having another movable wingtip device at its distal end. Those skilled in the art will recognize other devices suitable for movable placement 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 drooping nose device. It will be understood that the term "wingtip device" does not limit the size of the structure. For example, the wingtip device can be a large wing extension, or it can also be considered an auxiliary or outer wing. The length of the wingtip device can be greater than 3 m, preferably greater than 4 m, and more preferably greater than 5 m.

[0022] In the flight configuration, the trailing edge of the wingtip assembly is preferably a continuation of the trailing edge of the fixed wing. The leading edge of the wingtip assembly is preferably a continuation of the leading edge of the fixed wing. A smooth transition from the fixed wing to the wingtip assembly is preferred. It will be understood that a smooth transition may exist even if the sweep or twist changes at the junction between the fixed wing and the wingtip assembly. However, there is preferably no discontinuity at the junction between the fixed wing and the wingtip assembly. The upper and lower surfaces of the wingtip assembly can be continuations of the upper and lower surfaces of the fixed wing. The wingspan ratio of the fixed wing to the wingtip assembly can be at least 50%, 60%, 70%, 80%, or more of the total wingspan of the fixed wing, including the aircraft wing.

[0023] When the wingtip assembly is in a ground configuration, the aircraft, including the wing, may be unsuitable for flight. For example, the wingtip assembly may be aerodynamically and / or structurally unsuitable for flight in a ground configuration. The aircraft is preferably configured such that the wingtip assembly cannot move to a ground configuration during flight. The aircraft may include sensors for sensing when the aircraft is in flight. When the sensors detect that the aircraft is in flight, the control system is preferably arranged to prevent the possibility of the wingtip assembly moving to a ground configuration.

[0024] In the ground configuration, the wingtip devices can remain in place. For example, the wingtip devices can be latched or locked in place to prevent movement back toward the flight configuration.

[0025] The wing linkage assembly may include an actuation mechanism for moving the wing assembly from a flight configuration to a ground configuration. In some embodiments, the actuation mechanism may include a linear actuator. In some embodiments, the actuation mechanism may include a rotary actuator. The rotary actuator may be configured to have a rotation axis parallel to the linkage axis. The rotary drive mechanism may be configured to have a rotation axis parallel to and coincident with the linkage axis. The rotary actuator may include a geared rotary actuator (GRA). WO2019 / 034432 discloses an actuation unit having some of the features described above in the actuation mechanism.

[0026] According to another aspect of the invention, a folding wingtip arrangement structure is provided in an aircraft wing, the arrangement structure including a fixed wing and a wingtip device rotatable about a hinge at the tip of the fixed wing, wherein the wing can be configured between a flight configuration for flight and a ground configuration for ground-based operations, in which the wingtip device rotates away from the flight configuration, reducing the wingspan of the aircraft wing. The arrangement structure includes a movable panel arranged such that when the wing is in the ground configuration, the panel is in an open position to allow relative movement between the fixed wing and the wingtip device, and when the wing is in the flight configuration, the panel is in a closed position, in which the panel is substantially flush with adjacent covers on the fixed wing and adjacent covers on the wingtip device. The panel includes a plurality of rigid impact-resistant surfaces integrally formed therein. Multiple rigid stop elements are integrally formed in the ribs at the tip of the fixed wing, and multiple rigid stop elements are integrally formed in the cover at the root of the wingtip assembly. The wing assembly is arranged such that when the panel is in the closed position, each rigid stop impact surface abuts against its corresponding rigid stop element. Each rigid stop impact surface and each corresponding rigid stop element can be shaped such that the rigid stop impact surface self-aligns with its corresponding rigid stop element when the panel is closed.

[0027] According to another aspect of the invention, an aircraft is provided, which includes a wing assembly of the first aspect or a folding wingtip arrangement structure of the second aspect.

[0028] The aircraft is preferably a passenger aircraft. The passenger aircraft preferably includes a passenger cabin comprising multiple rows and columns of seat units for accommodating multiple passengers. The aircraft may have a capacity of at least 20 passengers, more preferably at least 50 passengers, and even more preferably more than 50 passengers. The aircraft is preferably a powered aircraft. The aircraft preferably includes an engine for propelling the aircraft. The aircraft may include an engine mounted to the wing, and preferably mounted under the wing.

[0029] It will be understood that features described with reference to one aspect of the invention can be incorporated into other aspects of the invention. For example, the method of the invention may include any of the features described with reference to the device of the invention, and the device of the invention may include any of the features described with reference to the method of the invention. Attached Figure Description

[0030] Embodiments of the invention will now be described by way of example only with reference to the accompanying illustrative drawings, in which:

[0031] Figure 1aA schematic diagram of an aircraft wing assembly according to a first embodiment of the present invention is shown;

[0032] Figure 1b It shows according to Figure 1a A schematic diagram of an aircraft that combines an organic wing;

[0033] Figure 2a It shows Figure 1a A close-up view of the connecting components and connecting boundary structures of the wing assembly, in which the wing assembly is in flight configuration;

[0034] Figure 2b It shows Figure 1a A close-up view of the connecting components and connecting boundary structure of the wing assembly, in which the wing assembly is in a ground configuration;

[0035] Figure 3 Is it through Figure 2a Cross-sectional view of AA;

[0036] Figure 4 It shows Figure 2a , Figure 2b and Figure 3 The lower part of the panel shown in the diagram;

[0037] Figure 5 yes Figure 2a and Figure 2b A view of the adjacent connecting assembly of the upper cover of the wingtip device in the aircraft;

[0038] Figure 6 Is with Figure 3 The cross-sectional view corresponding to the cross-sectional view, but used for the wing assembly according to the second embodiment of the present invention;

[0039] Figures 7a to 7d This is a schematic diagram showing the self-alignment of the first hard stop element and the second hard stop element in the second embodiment of the present invention;

[0040] Figure 8 The arrangement of three rigid stop elements on the panel in the second embodiment of the present invention is shown. Detailed Implementation

[0041] Figure 1a A wing assembly 10, including a wingtip device 12 and a fixed wing 18, is shown. The wingtip device 12 can be configured between two configurations: (i) as... Figure 1b The flight configuration shown is for use during flight, and (ii) as shown in the diagram. Figure 1a The ground configuration shown is for ground-based operations, in which the wingtip device 12 moves away from the flight configuration, thereby reducing the wingspan of the aircraft wing 10.

[0042] Figure 2a and Figure 2b A portion of the wing assembly 10 according to a first embodiment of the invention is shown, and reference will now be made to these figures.

[0043] Figure 2a and Figure 2b A close-up view of the connecting assembly 16, the wingtip assembly, and the connecting boundary structure of the fixed wing is shown. For clarity, some components of the leading and trailing edge structures have been removed. It will be understood that the other leading and trailing edge structures are along... Figure 2a and Figure 2b The wing components shown are extensions, but these are not relevant to any aspect of the invention.

[0044] First refer to Figure 2a The wing assembly 10 includes a wingtip device 12 (in Figure 2a (on the right side) and fixed wing 18 (in Figure 2a (On the left side). The wingtip assembly 12 is hinged to the fixed wing 18 around the connecting assembly 16, which includes a hinge member 20 having a hinge axis 22. The hinge member 20 includes a series of staggered lugs 24 located at the root of the wingtip assembly 12 and the tip of the fixed wing 18. The lugs 24 have openings (in... Figure 2a (Not visible in the image) A hinge pin (not shown) extends through these openings (the hinge pin is coaxial with the hinge axis 22). The exact nature of the hinge and the associated locking arrangement for holding the wingtip device in the flight configuration is not critical to the present invention and therefore will not be described in further detail herein.

[0045] The wingtip assembly 12 includes an upper cover 26 connected to the wingtip root rib (not visible). The upper cover 26 forms an outer skin on the upper surface of the wingtip assembly 12.

[0046] Fixed wing 18 includes an upper cover 30 connected to the tip rib (see...) Figure 3 The upper cover 30 forms an outer skin on the upper surface of the fixed wing 18.

[0047] The connecting assembly 16 includes a leading-edge hinged panel 32 that spans the hinge axis 22 and is located between the fixed wing upper cover 30 and the wingtip upper cover 26. The connecting assembly 16 also includes a trailing-edge hinged panel 33 that spans the same structure but faces the trailing edge of the connecting portion. For ease of reference, the features of the leading-edge hinged panel are described below, but it will be understood that these features also apply to the trailing-edge panel.

[0048] In the flight configuration, the hinged panel 32 is closed, and the panel is substantially flush with the upper surface of the surrounding covers 26, 30.

[0049] Figure 2b The wingtip is shown when the wing assembly moves from the flight configuration to the ground configuration.

[0050] In the ground configuration, some wing components (in this embodiment, the wiring harness extending from the fixed wing to the wingtip assembly) protrude beyond the wing envelope due to the bending of the harness during movement of the wingtip assembly. To accommodate this bending, hinged panels 32 and 33 have been moved to their open positions. This arrangement prevents the wiring harness from becoming entangled in the surrounding structure, which would otherwise occur when the wiring harness is within the wing volume. This allows the wing assembly to be moved efficiently into the ground configuration.

[0051] The use of movable panels to facilitate movement of the folding wingtips is known in itself. However, the first embodiment of the invention presents a rigid stop arrangement associated with each panel 32, 33, which attempts to ensure high-precision alignment between the panel and its corresponding surrounding structure. Reference will now be made to... Figures 3 to 5 Describe the arrangement structure of the rigid stops.

[0052] Figure 3 It shows crossing Figure 2a A cross-sectional view of AA. More specifically, Figure 3 The diagram shows the engagement between the leading-edge hinged panel 32 and the root rib 34 of the wingtip assembly 12 when the panel 32 is closed (and the wing assembly 10 is in flight configuration). The hard stop impact surface 36a of the first hard stop element 38a on the panel 32 abuts against the corresponding hard stop element 40 on the root rib 34.

[0053] The lower part of panel 32 is as follows Figure 4 The diagram shows and includes a pair of truncated conical hard stop elements 38a, each of the hard stop elements 38a including a flat rectangular hard stop impact surface 36a. Figure 3 Only one hard stop element 38a is visible in the panel. The hard stop element 38a is integrally formed in the panel. The hard stop element 38a is machined into the integral panel structure during the manufacturing of the panel 32.

[0054] Two corresponding rigid stop elements 40a are also formed in the root rib 34 at the wingtip. Each of these rigid stop elements 40a includes a protrusion on the root rib 34 having a corresponding flat surface for receiving the rigid stop impact surface 36a of the rigid stop element 38a of the panel 32. Importantly, the rigid stop elements 40a are integrally formed in the root rib 34. The rigid stop elements are machined as part of an integral rib structure during the manufacture of the root rib 34.

[0055] This arrangement has been found particularly advantageous because it eliminates the need for separate components to create the rigid stops. This simplifies assembly. For example, this arrangement eliminates the need to individually mount the rigid stop elements onto the panels and / or wing structure. Integrating the rigid stop elements into corresponding components within the wing assembly also reduces the risk of undesirable tolerance accumulation. Tight control of tolerances facilitates reliable and high-precision positioning between the panels and surrounding structures, which is especially important in the case of aerodynamic surfaces of the wing.

[0056] In the first embodiment of the present invention, a novel arrangement of rigid stops is also present at the joint between the panel 32 and the connecting boundary structure of the fixed wing 18. (Return to Reference) Figure 4 The opposite edge of panel 32 also includes an additional pair of rigid stop elements 38b. These rigid stop elements 38b are also truncated cones and include corresponding flat impact surfaces 36b. Similar to the first pair of elements 38a, the rigid stop elements 38b are integrally formed with panel 32 and are machined as part of the monolithic panel structure during manufacturing.

[0057] The rigid stop element 38b is arranged to abut against the corresponding rigid stop element 40b on the wing cover 30 of the fixed wing 18. Figure 5 This is a close-up view of the wingtip cover 30 near panel 32. Cover 30 includes a machined sealing receiving lip configured to extend below panel 32. The lip includes a pair of rigid stop elements 40b.

[0058] When panel 32 is closed (and wing assembly 10 is in flight configuration), the hard stop impact surface 36b of the inner hard stop element 38b on panel 32 abuts against the corresponding hard stop element 40b on the upper cover 30 of the fixed wing.

[0059] It has been found that incorporating integrated rigid stop elements in the panels and fixed wing covers is particularly beneficial for ensuring reliable and high-precision positioning between the panels and covers.

[0060] exist Figures 6 to 8 Another implementation is shown in the figure. Figure 6 Is with Figure 3 The cross-sectional view shown corresponds to the cross-sectional view in the first embodiment, but instead shows the second embodiment of the invention. Similar features common to the first embodiment are shown using the same reference numerals, but with an addition of 100. Apart from the differences described below, this arrangement in the second embodiment is substantially similar to that in the first embodiment.

[0061] The rigid stop element 138a on panel 132 is in the form of a triangular prism, integrally formed in the panel and having two inclined impact surfaces 136a. The two inclined impact surfaces are lined with a low-friction PTFE layer. When panel 132 is closed, the impact surfaces 136a contact the corresponding triangular grooves on the rigid stop element 140a of the root rib 134. Therefore, the rigid stop elements 138a and 140a are shaped such that they self-align when they contact each other. More specifically, they self-align along the contact line at the vertices of the triangles.

[0062] exist Figures 7a to 7d This self-alignment is schematically illustrated in the figures. Figure 6 A schematic diagram of the self-alignment of the two hard stop elements 138a and 140a. Figure 7a The diagram illustrates an idealized scenario, with panel hard stop element 138a positioned directly above rib hard stop element 140a. Figure 7b The illustration depicts a more realistic scenario where the hard stop 138a initially deviates slightly (e.g., due to misalignment, floating deflection). In this scenario, when the panel is facing the closed position ( Figure 7c During movement, the inclined impact surface 136a abuts against the fixed surface of the rigid stop element 140a. The angle of the inclined surface is chosen to be large enough to form a wide opening for receiving the panel rigid stop element 138a within the range of possible offset positions, and also low enough to ensure that the panel rigid stop element will slide along the inclined surface when the two elements 138a and 140a are pulled together.

[0063] By means of the inclined surface, the movement of panel 132 toward the closed position ensures that the panel hard stop element 138a is pulled down to the alignment state, thereby forming a contact line 139 along the vertex of the common triangle (see Figure 8 ).

[0064] In a second embodiment of the invention, panel 132 includes three rigid stop elements 138a, arranged to contact three corresponding rigid stop elements 140a on the wing and wingtip assembly. These are structurally identical (i.e., all are triangular prisms with corresponding triangular recesses). However, each pair of rigid stop mating members is oriented 120 degrees to each other. This is in... Figure 8 The image in the middle shows...

[0065] This arrangement has been found to be particularly advantageous because it allows the panel to be positioned with six degrees of freedom. Furthermore, the use of three rigid stops creates a relatively stable arrangement for the panel.

[0066] In a second embodiment of the invention, panel 134 is biased by a spring (not shown) that pulls and biases the panel to a closed position. This arrangement, combined with a self-aligning hard stop, is advantageous because it ensures that panel 132 is pulled down to the aligned closed position.

[0067] Although only the arrangement between panel 132 and rib 134 is described with reference to the second embodiment, the rigid stop between the panel and the fixed wing cover also includes a corresponding self-aligning arrangement structure.

[0068] Although the invention has been described and illustrated with reference to specific embodiments, those skilled in the art will understand that the invention itself is applicable to many different variations not specifically described herein. For example, in some arrangements, other self-aligning rigid stops, such as spherical and cup-shaped arrangements, can be envisioned. In some embodiments, the rigid stop elements may be integrally formed with another portion of the connecting boundary structure (e.g., on a cover fixing the wing or on a rib of the wingtip assembly). In some embodiments, all rigid stops may be integrated into the cover, but not necessarily into the rib. This arrangement has been found particularly advantageous in ensuring a high level of alignment, as it is often the cover that defines the ultimately desired aerodynamic profile.

[0069] In the foregoing description, where references are made to an element or component having a known, obvious, or foreseeable equivalent, such equivalents are incorporated herein as if separately stated. The true scope of the invention should be determined with reference to the claims, and should be interpreted to include any such equivalents. The reader will also understand that elements or features of the invention described as preferred, advantageous, convenient, etc., are optional and do not limit the scope of the independent claims. Furthermore, it should be understood that such optional elements or features, while potentially beneficial in some embodiments of the invention, may be undesirable in others and therefore may not be present.

[0070] Unless the context otherwise requires, the word "or" should be interpreted as "and / or".

Claims

1. A wing assembly for an aircraft, the wing assembly comprising a fixed wing and a wingtip device rotatable at the tip of the fixed wing about a connecting assembly. in, The wing assembly can be configured between the following two configurations: (i) Flight configuration used during flight, and (ii) A ground configuration for use during ground-based operations, in which the wingtip device rotates away from the flight configuration, thereby reducing the wingspan of the aircraft wing. The wing assembly includes a connection boundary structure positioned adjacent to the connection assembly, the connection boundary structure including ribs, an upper cover, and a lower cover. The connecting assembly includes a movable panel arranged such that, when the wing assembly is in the ground configuration, the panel is in an open position to allow relative movement between the fixed wing and the wingtip assembly, and when the wing assembly is in the flight configuration, the panel is in a closed position, in which the panel is substantially flush with the adjacent cover of the connecting boundary structure. The panel includes a first hard stop element, and the connecting boundary structure includes a second hard stop element. When the panel is in the closed position, the first hard stop element abuts against the second hard stop element, and The first hard stop element is integrally formed in the panel, and the second hard stop element is integrally formed in one of the rib, the upper cover, or the lower cover of the connecting boundary structure.

2. The wing assembly according to claim 1, wherein, The panel includes a plurality of first hard stop elements, and in the closed position, each of the first hard stop elements abuts against a corresponding second hard stop element of the connecting boundary structure. Each of the first hard stop elements is integrally formed in the panel, and each of the corresponding second hard stop elements is integrally formed in the rib, the upper cover, or the lower cover of the connecting boundary structure.

3. The wing assembly according to claim 2, wherein, The connection boundary structure includes a fixed wing connection boundary structure inside the connection assembly and a wingtip connection boundary structure outside the connection assembly. The fixed wing connection boundary structure includes a tip rib, an upper fixed wing cover, and a lower fixed wing cover; the wing tip connection boundary structure includes a root rib, an upper wing tip cover, and a lower wing tip cover. Furthermore, a plurality of second hard stop elements are integrally formed in the root rib of the wing tip connecting boundary structure, and a plurality of second hard stop elements are integrally formed in the fixed wing upper cover of the fixed wing connecting boundary structure.

4. The wing assembly according to claim 2 or 3, wherein, Each of the first hard stop elements is shaped to self-align with the corresponding second hard stop element when the panel is closed.

5. The wing assembly according to claim 4, wherein, Each of the first hard stop elements is shaped to self-align with a corresponding second hard stop element along a contact line, wherein the first hard stop elements are oriented such that the contact lines are not parallel to each other.

6. The wing assembly according to claim 5, wherein, The panel includes three first hard stop elements, which are used to abut against three corresponding second hard stop elements on either the fixed wing connection boundary structure or the wingtip connection boundary structure.

7. The wing assembly according to any one of claims 4 to 6, wherein, The panel is biased into the closed position by a biasing force.

8. A folding wingtip arrangement structure for an aircraft wing, the arrangement structure comprising a fixed wing and a wingtip device capable of rotating about a hinge at the tip of the fixed wing. in, The wing can be configured in one of the following configurations: (i) Flight configuration used during flight, and (ii) A ground configuration for use during ground-based operations, in which the wingtip device rotates away from the flight configuration, thereby reducing the wingspan of the aircraft wing. The arrangement includes a movable panel arranged such that when the wing is in the ground configuration, the panel is in an open position to allow relative movement between the fixed wing and the wingtip assembly, and when the wing is in the flight configuration, the panel is in a closed position, in which the panel is substantially flush with adjacent covers on the fixed wing and adjacent covers on the wingtip assembly. The panel includes a plurality of rigid impact-stopping surfaces integrally formed therein. Furthermore, multiple rigid stop elements are integrally formed in the ribs at the tip of the fixed wing, and multiple rigid stop elements are integrally formed in the cover at the root of the wing tip device. The wing assembly is arranged such that when the panel is in the closed position, each of the rigid stop impact surfaces abuts against the corresponding rigid stop element. Furthermore, each hard stop impact surface and each corresponding hard stop element are shaped such that the hard stop impact surface self-aligns with the corresponding hard stop element when the panel is closed.

9. An aircraft comprising a wing assembly according to any one of claims 1 to 7, or comprising a folding wingtip arrangement structure according to claim 8.

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