High-lift system and method for an aircraft

Abstract

High lift systems for aircraft and associated methods are provided. A high lift system includes a movable high lift device, an inboard track for guiding an inboard portion of the high lift device, and an outboard track for guiding an outboard portion of the high lift device. An actuator drives the high lift device between a retracted position and a deployed position. The actuator is disposed inboard of the inboard track. An inboard bell crank connects the actuator to the inboard portion of the high lift device. An outboard bell crank connects the actuator to the outboard portion of the high lift device. A connecting link connects the inboard bell crank to the outboard bell crank such that the outboard bell crank driveably connects the actuator to the outboard portion of the high lift device via the connecting link and the inboard bell crank.

Description

Technical Field

[0001] This disclosure relates generally to aircraft, and more specifically to high-lift devices for actuating aircraft. Background Technology

[0002] High-lift devices are typically used to modulate the lift generated by the wings of fixed-wing aircraft. They are commonly used to increase lift during the takeoff and landing phases of flight. The actuators used for high-lift devices can be bulky and occupy a significant amount of space within the aircraft wing. Some actuators may not be able to fit inside the relatively thin cross-sectional area of ​​the wing. Improvements are desired. Summary of the Invention

[0003] In one aspect, this disclosure describes a high-lift system for the wing of an aircraft. The high-lift system includes: A high-lift device, movable between a retracted position and a deployed position, the high-lift device having an inner portion and an outer portion, the inner portion being located inside the outer portion relative to the centerline of the aircraft; Inner track, which is configured to guide the movement of the inner portion of the high-lift device; An outer track is configured to guide the movement of the outer portion of the high-lift device, and an inner track is disposed inside the outer track. An actuator, drivably connected to the high-lift device, is provided to drive the high-lift device between the retracted position and the deployed position, the actuator being disposed inside the inner track or outside the outer track. An inner bell-shaped crank drives the actuator to the inner portion of the high-lift device; An outer bell-shaped crank, which drivesly connects the actuator to the outer portion of the high-lift device; and A connecting rod, which drivesly connects the inner bell-shaped crank to the outer bell-shaped crank, such that: When the actuator is positioned inside the inner rail, the outer bell-shaped crank drives the actuator to the outer portion of the high-lift device via the connecting rod and the inner bell-shaped crank; and When the actuator is positioned outside the outer track, the inner bell crank drives the actuator to the inner portion of the high-lift device via the connecting rod and the outer bell crank.

[0004] The actuator can be positioned outside the outer track.

[0005] The actuator can be located inside the inner track.

[0006] The connecting rod may be a first connecting rod, which is part of a linkage assembly between the inner bell crank and the outer bell crank. The linkage assembly may include a second connecting rod and an idler gear interconnecting the first connecting rod and the second connecting rod.

[0007] High-lift devices can be leading-edge slats.

[0008] The actuator can be located inside the inner rail. The inner bell-shaped crank can be configured to amplify the driving motion of the actuator.

[0009] The actuator can be positioned outside the outer track. The outer bell-shaped crank can be configured to amplify the actuator's driving motion.

[0010] The actuator is operable to produce linear drive motion. The orientation of the linear drive motion can be: perpendicular to the actuation direction of the high-lift device; or closer to being perpendicular to the actuation direction of the high-lift device, rather than parallel to it.

[0011] The actuator can be positioned inside the inner rail. The inner bell-shaped crank can be configured to redirect the linear drive motion of the actuator toward the actuation direction of the high-lift device.

[0012] The actuator can be positioned outside the outer track. The outer bell crank can be configured to redirect the linear drive motion of the actuator toward the actuation direction of the high-lift device.

[0013] The actuator can be located inside the inner rail. The outer bell-shaped crank can be configured to amplify the actuation motion of the connecting rod.

[0014] The actuator can be positioned outside the outer track. The inner bell-shaped crank can be configured to amplify the actuation motion of the connecting rod.

[0015] The high-lift system may have another actuator that is connected to the high-lift device without a drive to drive the high-lift device between the retracted and deployed positions.

[0016] Implementation examples may include combinations of the features described above.

[0017] On the other hand, this disclosure describes an aircraft that includes a high-lift system.

[0018] In another aspect, this disclosure describes the wing of a fixed-wing aircraft. The wing includes: structure; A skin, which is mounted to the structure and defines the inner cavity of the wing; A high-lift device is movably mounted to the structure and is deployable to increase the lift generated by the wing, the high-lift device having an inner portion and an outer portion relative to the centerline of the fixed-wing aircraft; An inner track, configured to guide the inner portion of the high-lift device during deployment; An outer track, configured to guide the outer portion of the high-lift device during deployment; An actuator, drivably connected to the high-lift device to drive the deployment of the high-lift device, the actuator being disposed inside the cavity of the wing; An inner bell-shaped crank drives the actuator to the inner portion of the high-lift device; An outer bell-shaped crank, which drivesly connects the actuator to the outer portion of the high-lift device; and A linkage mechanism that drivesly connects the inner bell crank to the outer bell crank, the linkage mechanism including a first connecting rod, a second connecting rod, and an idler wheel interconnecting the first connecting rod and the second connecting rod.

[0019] The inner track, outer track, first connecting rod, and second connecting rod can be located inside the wing cavity.

[0020] The high-lift device can be an outer high-lift device. The wing can include an inner high-lift device, which is movably mounted to the structure and can be deployed to increase the lift generated by the wing. The outer high-lift device can be positioned along the wing outside the inner high-lift device.

[0021] In some embodiments, at least a portion of the actuator may be disposed inside the inner track.

[0022] In some embodiments, at least a portion of the actuator may be disposed outside the outer track.

[0023] High-lift devices can be leading-edge slats.

[0024] During the deployment of the high-lift device, the inner and outer tracks can move relative to the structure.

[0025] The high-lift device can be a leading-edge slat. An actuator is operable to generate a linear drive motion. The orientation of the linear drive motion can be: perpendicular to the actuation direction of the leading-edge slat; or closer to being perpendicular to the actuation direction of the leading-edge slat, rather than parallel to it. The actuator can be positioned inside the inner rail. An inner bell crank can be configured to amplify the linear drive motion of the actuator. An outer bell crank can be configured to amplify the drive motion of the second connecting rod.

[0026] Implementation examples may include combinations of the features described above.

[0027] In another aspect, this disclosure describes a method for deploying a high-lift device for the wings of an aircraft. The method includes: The driving motion is generated along a driving direction different from the deployment direction of the high-lift device; The driving motion is converted into a first deployment motion for the first part of the high-lift device; The first deployment motion is applied to the first portion of the high-lift device; The driving motion is transmitted to the second part of the high-lift device via a linkage device including a first connecting rod, a second connecting rod, and an idler wheel interconnecting the first connecting rod and the second connecting rod; The motion from the linkage is converted into a second deployment motion for the second part of the high-lift device; and The second deployment motion is applied to the second part of the high-lift device.

[0028] The high-lift device can be a leading-edge slat. The driving motion can be generated by a linear actuator located inside the wing cavity.

[0029] Implementation examples may include combinations of the features described above.

[0030] Further details of these and other aspects of the subject matter of this application will become apparent from the detailed description and accompanying drawings included below. Attached Figure Description

[0031] Now refer to the attached diagram, in which:

[0032] Figure 1 This is a top plan view of an exemplary aircraft having a high-lift system as described herein;

[0033] Figure 2 It is along Figure 1 The line 2-2 in the middle is cut off Figure 1 A perspective cross-sectional view of a portion of the wing of an aircraft;

[0034] Figure 3A yes Figure 1 A schematic top-view plan view of an exemplary high-lift system for an aircraft;

[0035] Figure 3B yes Figure 1 A schematic top-down plan view of another exemplary high-lift system for an aircraft;

[0036] Figure 4A yes Figure 3A An enlarged top view of a portion of the high-lift system, showing the outer bell-shaped crank;

[0037] Figure 4B yes Figure 3A An enlarged perspective view of a part of the high-lift system, showing the outer bell-shaped crank;

[0038] Figure 4C yes Figure 3A An enlarged top view of a portion of a high-lift system, showing an exemplary idler wheel;

[0039] Figure 4D This is an enlarged top view of another exemplary idler wheel;

[0040] Figures 5A to 5C yes Figure 3A A top-view plan view of a portion of the high-lift system, showing the leading-edge slats in the retracted, intermediate, and deployed positions; and

[0041] Figure 6 This is a flowchart of a method for deploying a high-lift device for an aircraft's wings. Detailed Implementation

[0042] This disclosure relates to systems and methods for actuating high-lift devices or other movable flight control surfaces of aircraft. In some embodiments, the systems described herein can be relatively compact for mounting inside a wing with a relatively small thickness (i.e., a thin cross-sectional profile). For example, the systems and methods described herein can facilitate the mounting of deployable leading-edge slats on relatively thin wings that typically do not include leading-edge slats. In various embodiments, the systems and methods described herein can also facilitate relatively efficient encapsulation within the aircraft wing.

[0043] Various aspects of the various embodiments are described with reference to the accompanying drawings. The term "connection" can include both a direct connection (where two elements connected to each other are in contact with each other) and an indirect connection (where at least one additional element is located between the two elements). As used herein, the term "substantially" can be applied to modify any quantitative representation, which can be permissibly varied without causing a change in its associated essential function.

[0044] Figure 1This is a top plan view of an exemplary aircraft 100 including the high-lift system 300 and / or high-lift system 1300 as described herein. Aircraft 100 can be any type of manned or unmanned aircraft (e.g., drone), such as corporate, private, commercial aircraft, and passenger planes. In various embodiments, aircraft 100 can be, for example (e.g., a long-range) commercial jet or a hybrid wing-body (BWB) aircraft. Aircraft 100 can be a fixed-wing aircraft.

[0045] Aircraft 100 may include one or more wings 12, a fuselage 14, one or more engines 16, and a tail 18. One or more engines 16 for propelling aircraft 100 may be mounted to the fuselage 14. Alternatively or additionally, one or more of the engines 16 may be mounted to the wings 12. In some embodiments, the wings 12 may have a relatively small thickness and may each include one or more high-lift systems 300, 1300. Each wing 12 may include a wing skin 22 defining an outer surface of the wing 12 that interacts with ambient air outside the aircraft 100 during flight. The wing skin 22 may include an upper wing skin defining an upper outer surface of the wing 12 and a lower wing skin defining a lower outer surface of the wing 12. The term "thickness" as used herein with respect to the wing 12 refers to the distance between the upper and lower surfaces of the wing 12, which may have an airfoil-shaped cross-sectional profile. In some embodiments, systems 300, 1300 may be adapted for mounting on relatively thin wings, for example, having an average thickness between 5% and 12% of the wing's chord length. In some embodiments, systems 300, 1300 may also be adapted for mounting on thicker wings.

[0046] The fuselage 14 may have a centerline CL that is centered and extends axially along the fuselage 14. The centerline CL may lie in a vertical plane of symmetry between the port and starboard sides of the aircraft 100. The aircraft 100 may include primary and / or secondary flight control surfaces. For example, the aircraft 100 may include high-lift devices, such as leading-edge slats 20A and / or trailing-edge flaps 20B movably mounted to the wing 12, for increasing the lift generated by the wing 12 during certain phases of flight. For example, the leading-edge slats 20A and / or trailing-edge flaps 20B may deploy (i.e., extend) during landing, takeoff, and / or any other situation requiring increased lift. The high-lift devices 20A, 20B may be located at any suitable wingspan position along the wing 12 and may define at least a portion of the wing 12. In some embodiments, each wing 12 may include one or more high-lift devices 20A, 20B. The aircraft 100 may include primary flight control surfaces such as elevator 20C, rudder 20D, tail 18 (including vertical and horizontal stabilizers) and aileron 20E, which are configured to control the pitch, yaw and roll of the aircraft 100 respectively during flight.

[0047] The references to "inner side" and "outer side" in this document are used to indicate the relative positioning of the wingspan along wing 12 with respect to the centerline CL of fuselage 14, such as... Figure 1 As shown. "Inner side" is understood to be closer to and / or towards the centerline CL, and "outer side" is understood to be further away from and / or away from the centerline CL. For example, the root 30 of the wing 12 is located inside the tip 32 of the wing 12.

[0048] Figure 2 It is along Figure 1 The image shows a perspective cross-sectional view of a portion of the port wing 12 (hereinafter referred to as "wing 12") of the aircraft 100, taken by line 2-2. In some embodiments of the aircraft 100, the starboard wing 12 may have a similar or identical (i.e., symmetrical) configuration. Although the high-lift system 300 is described herein with respect to the leading-edge slat 20A (hereinafter referred to as "slat 20A"), the high-lift system 300 may alternatively include the trailing-edge flap 20B. In some embodiments, aspects of the high-lift system 300 may be used to actuate other types of flight control surfaces of the aircraft 100.

[0049] The wing 12 may include an internal structure 31 for supporting the wing skin 22 and other components of the wing 12. Components of the high-lift system 300 may be connected and supported by the structure 31. The structure 31 may be disposed within the cavity defined by the wing skin 22. The structure 31 may define the skeleton or frame of the wing 12 that bears flight loads during flight, as well as the weight of the wing 12 when the aircraft 100 is on the ground. In some embodiments, the structure 31 may include one or more structural members, such as wing spars extending substantially in the spanwise direction, ribs attached to the wing spars and defining the skeleton shape of the wing 12, and stringers extending along the spanwise direction of the wing 12.

[0050] Slat 20A can be movably mounted to structure 31 and can define a portion of the leading edge of wing 12 (e.g., a portion of the wingspan). Slat 20A can deploy generally forward and downward to increase the lift generated by wing 12. The trajectory of slat 20A during deployment and retraction can be defined and guided by one or more tracks, such as inner track 33 (shown in FIG. 3) and outer track 34. Inner track 33 can have a similar or identical configuration to outer track 34. Figure 2 As shown, the outer track 34 can be deployed together with the slat 20A. The outer track 34 can be movably engaged with one or more rollers 35, which are supported by the structure 31 and can be stationary relative to the structure 31 when the outer track 34 is deployed and retracted relative to the structure 31. In some embodiments, the rollers 35 can be arranged to have one or more rollers 35 on opposite (vertical and / or transverse) sides of the outer track 34. For example, the rollers 35 may include an upper roller 35 engaged with the upper side of the outer track 34 and a lower roller 35 engaged with the lower side of the outer track 34.

[0051] The outer track 34 may have a height 38, which may be less than the thickness 36 of the spar of structure 31. The outer track 34 may extend through an opening defined in the spar of structure 31. Depending on the desired deployment movement of slat 20A, the outer track 34 may be curved or straight. In various embodiments, the shape and configuration of the outer track 34 may be the same as or different from that of the inner track 33. For example, in some embodiments, the inner portion 46 and the outer portion 48 of slat 20A may deploy and retract at the same rate and follow the same trajectory. However, in some embodiments, the inner portion 46 and the outer portion 48 of slat 20A may deploy and retract at different rates, by different amounts, and / or follow different trajectories.

[0052] In some embodiments of system 300, the outer track 34 and inner track 33 may alternatively be securely fixed to structure 31 to remain stationary relative to structure 31; and roller 35 may be mounted to two movable brackets that can be deployed with slat 20A and can move along tracks defined by their respective stationary inner track 33 and outer track 34. In some embodiments, slat 20A may have three or more movable brackets that move along tracks defined by three or more corresponding tracks positioned along the wingspan of slat 20A.

[0053] Figure 3A This is a schematic top plan view of an exemplary high-lift system 300 of aircraft 100 (referred to herein as "system 300"). System 300 may include slats 20A, which, when viewed from above, are generally deployable and retractable along an actuation (i.e., deployment and / or retraction) direction B. In some embodiments, the actuation direction B may be substantially parallel to the centerline CL of aircraft 100, but this may not be the case. In some embodiments, the actuation direction B may be oriented closer to the centerline CL rather than closer to a transverse axis intersecting the centerline CL.

[0054] Slat 20A may have an inner portion 46 and an outer portion 48, wherein the inner portion 46 is closer to the centerline CL of the aircraft 100 than the outer portion 48. An inner track 33 may guide the movement of the inner portion 46 of slat 20A during deployment and retraction. An outer track 34 may guide the movement of the outer portion 48 of slat 20A during deployment and retraction. The inner track 33 may be positioned inside the outer track 34 relative to the centerline CL.

[0055] System 300 may include one or more actuators 40 (hereinafter referred to as the singular) to drive movement of slat 20A. In some embodiments, actuator 40 may be the only actuator for actuating slat 20A. In other words, system 300 may not have any additional actuators for actuating slat 20A. Actuator 40 may be drivably connected to slat 20A to drive slat 20A between a retracted position and an deployed position. In some embodiments, actuator 40 may include an electric motor, and (e.g., linear) drive motion may be generated by, for example, a ball screw or rack and pinion driver drivably connected to the electric motor. In some embodiments, actuator 40 may include a hydraulic cylinder, and (e.g., linear) drive motion may be generated by a piston of the hydraulic cylinder. Actuator 40 may generate linear drive motion along a drive direction A, which may be different from (e.g., not parallel to, but transverse to) the actuation direction B of slat 20A.

[0056] The actuator 40 may be entirely disposed within the cavity of the wing 12 defined by the skin 22 of the wing 12. In some embodiments, the actuator 40 may be entirely disposed inside the inner side of the inner track 33. In some embodiments, at least a portion of the actuator 40 may be disposed inside the inner side of the inner track 33. In some embodiments, at least a portion of the actuator 40 may be disposed outside the inner end 41 of the slat 20A. In some embodiments, at least a portion of the actuator 40 may be disposed inside the inner end 41 of the slat 20A. The location of the actuator 40 inside the inner track 33 allows the actuator 40 to be disposed within a portion of the wing 12 whose thickness is greater than the thickness of the outer portion of the wing 12 used to house other components of the system 300.

[0057] The actuator 40 can be driven to the slat 20A via a mechanical linkage. The actuator 40 can be driven to both the inner track 33 and the outer track 34, such that both the inner portion 46 and the outer portion 48 of the slat 20A can be driven simultaneously by the same actuator 40.

[0058] For example, actuator 40 may be drivenly connected to inner rail 33 via inner bell crank 42 to actuate inner portion 46 of slat 20A. Inner bell crank 42 may be configured to convert linear drive motion of actuator 40 along drive direction A into inward actuation motion of slat 20A approximately along actuation direction B. In other words, inner bell crank 42 may be used to change the angle of motion. In some embodiments, actuator 40 may be (e.g., directly or indirectly) connected to input arm 50 of inner bell crank 42. Inner rail 33 may be directly connected to first output arm 52 of inner bell crank 42, or may be indirectly connected to first output arm 52 of inner bell crank 42 via link 53. In some embodiments, input arm 50 and first output arm 52 may be substantially perpendicular, but in some installation cases, other angular spacing may be suitable.

[0059] In some embodiments, the inner bell crank 42 can amplify the linear actuation of the actuator 40 to achieve a larger displacement of the inner track 33 relative to the actuation distance generated by the actuator 40. Amplification can be achieved by making the input arm 50 shorter than the first output arm 52. Different lengths of the input arm 50 and the first output arm 52 can be selected to achieve the desired amplification.

[0060] The outer track 34 can also be actuated by the actuator 40 via the inner bell crank 42. For example, the inner bell crank 42 may include a second output arm 54, which can be used to apply an actuating displacement toward the outer bell crank 44 via one or more connecting rods 58, 62. In some embodiments, the second output arm 54 of the inner bell crank 42 may be longer than the input arm 50 to amplify linear actuation of the actuator 40. In another embodiment, the first output arm 52 and / or the second output arm 54 of the inner bell crank 42 may be shorter than the input arm 50 to reduce linear actuation of the actuator 40. In some embodiments, the second output arm 54 and the input arm 50 may be radially opposite each other relative to the pivot axis of the inner bell crank 42.

[0061] Actuator 40 can be drivenly connected to outer rail 34 via outer bell crank 44 to actuate the outer portion 48 of slat 20A. Outer bell crank 44 can be configured to convert actuation of connecting rods 58, 62 along their longitudinal axes into actuation motion of slat 20A generally along actuation direction B. In other words, outer bell crank 44 can be used to change the angle of motion. In some embodiments, second connecting rod 62 can be (e.g., directly or indirectly) connected to input arm 56 of outer bell crank 44. Outer rail 34 can be directly connected to output arm 64 of outer bell crank 44, or indirectly connected via connecting rod 65. In some embodiments, input arm 56 and output arm 64 of outer bell crank 44 can be substantially perpendicular, but in some installations, other angular spacing may be suitable.

[0062] In some embodiments, the outer bell crank 44 can amplify the linear actuation motion of the second connecting rod 62 to achieve a larger displacement of the outer track 34 relative to the second connecting rod 62. Amplification can be achieved by making the input arm 56 shorter than the output arm 64. Different lengths of the input arm 56 and the output arm 64 can be selected to achieve the desired amplification. In some embodiments, the input arm 56 and the output arm 64 can be substantially perpendicular. In some embodiments, the amplification provided by the inner bell crank 42 and the outer bell crank 44 can promote the compactness of the system 300. For example, the system 300 can facilitate the ability to achieve a larger deployment (e.g., angle) of the slat 20A with a smaller drive motion of the actuator 40.

[0063] In some embodiments, the inner bell crank 42 and the outer bell crank 44 may be driven together via a single connecting rod interconnecting the second output arm 54 of the inner bell crank 42 and the input arm 56 of the outer bell crank 44. However, in some embodiments, the second output arm 54 of the inner bell crank 42 and the input arm 56 of the outer bell crank 44 may be driven together via a first connecting rod 58, a double-arm idler wheel 60, and a second connecting rod 62. The idler wheel 60 may be operatively disposed between the first connecting rod 58 and the second connecting rod 62. In some embodiments, the idler wheel 60 may be configured as a bell crank without enlargement. For example, the idler wheel 60 may include an input arm 66 connected to the first connecting rod 58 and an output arm 68 connected to the second connecting rod 62. In some embodiments, the input arm 66 and the output arm 68 of the idler wheel 60 may be relative to the pivot axis 72 of the idler wheel 60. Figure 4C The idler wheel 160 (as shown) has substantially the same length. In some embodiments, the input arm 66 and the output arm 68 of the idler wheel 60 may be configured to form an acute angle with respect to the pivot axis 72 of the idler wheel 60. In some embodiments, the single-arm idler wheel 160 ( Figure 4D (As shown) can be used alternatively in system 300.

[0064] In some installation configurations, using two connecting rods (e.g., first connecting rod 58 and second connecting rod 62) and an idler wheel 60 between them, instead of a single, longer, and relatively rigid connecting rod, to cover the distance between the inner bell crank 42 and the outer bell crank 44, may be advantageous during wing 12 bending due to normal flight loads and / or turbulence. For example, using the first connecting rod 58, the second connecting rod 62, and the idler wheel 60 can accommodate more bending of the wing 12 compared to a single, longer connecting rod, and is less susceptible to induced creep displacement of the inner track 33 and / or the outer track 34 due to deflection of components of system 300 (caused by wing 12 bending).

[0065] When mounted within the wing 12, the components of system 300 can be laid relatively flat and therefore can have a relatively low profile. The configuration of the system 300's mechanism, and the associated drive and actuation directions, allow system 300 to be mounted on a wing with a relatively small thickness, and also allow components of system 300, except for slat 20A, to be completely contained within the cavity defined by the skin 22 of the wing 12. In other words, components of system 300, except for slat 20A, can be completely contained within the outer mold line of the wing 12. For example, inner rail 33, outer rail 34, and connecting rods 58, 62 can be disposed within the cavity of the wing 12. In some embodiments, system 300 may not require the use of a fairing protruding from the wing 12 to house one or more components of system 300. In other words, the wing 12 may not have a fairing housing portion of system 300.

[0066] In some embodiments, system 300 may be used with the outermost slat 20A, which is furthest from the centerline CL and may be movably attached to a portion of wing 12 having a relatively small thickness (i.e., a thin cross-sectional profile). In embodiments where aircraft 100 includes multiple slats 20A, the slats 20A of system 300 may be located outside one or more other slats 20A on the same wing 12. In such embodiments, actuator 40 may also be located outside one or more other slats 20A. Alternatively, the slats 20A of system 300 may be located inside one or more other slats 20A on the same wing 12. Components of system 300 may be made of suitable (e.g., metallic, composite) structural materials suitable for aircraft applications, such as deployment mechanisms for flight control surfaces.

[0067] Figure 3A The driving direction A of the actuator 40 of system 300 relative to the actuation direction B of the slat 20A of aircraft 100 is shown, as in... Figure 3A As projected in the horizontal plane shown. In some embodiments, the drive direction A of actuator 40 may be substantially linear. Drive direction A may be substantially perpendicular to the actuation direction B of slat 20A. For example, in some embodiments, the drive direction A of the actuation motion of actuator 40 may have an orientation closer to perpendicular to the actuation direction B of slat 20A, rather than parallel to the actuation direction B of slat 20A. In some embodiments, the drive direction A of actuator 40 may be oriented closer to a transverse axis intersecting the centerline CL, rather than closer to the centerline CL. In some embodiments, the drive direction A of actuator 40 may be substantially along the sweep angle of wing 12 relative to the transverse axis. In some embodiments, the drive direction A of actuator 40 may be substantially parallel to the sweep angle of wing 12. In some embodiments, the drive direction A of actuator 40 may be substantially parallel to the leading edge of wing 12.

[0068] Figure 3BThis is a schematic top plan view of another exemplary high-lift system 1300 (referred to herein as "System 1300") of the aircraft 100. System 1300 may have a similar operating principle to System 300, wherein an actuating motion of actuator 40 along a driving direction A can cause an actuating motion of slat 20A along an actuating direction B. System 1300 may include elements of System 300 previously described above, and similar elements are indicated by similar reference numerals. In some embodiments, System 1300 may be substantially the same as System 300, except that at least a portion of actuator 40 may be disposed outside the outer track 34. In some embodiments, actuator 40 may be disposed entirely outside the outer track 34. In some embodiments, at least a portion of actuator 40 may be disposed inside the outer end 49 of slat 20A. In some embodiments, at least a portion of actuator 40 may be disposed outside the outer end 49 of slat 20A. Due to the potential space constraint between the inner end 41 of the slat 20A and the fuselage 14, the position of the actuator 40 outside the outer track 34 can be adapted to a high-lift surface located near the fuselage 14 (i.e., closer to the wing root 30). In other embodiments, at least a portion of the actuator 40 may be disposed between the inner track 33 and the outer track 34.

[0069] Actuator 40 can be drivenly connected to outer rail 34 via input arm 50 of outer bell crank 44 to actuate outer portion 48 of slat 20A. In this configuration, inner bell crank 42 may not require input arm 50. Inner bell crank 42 can drive actuator 40 to inner rail 33 and inner portion 46 of slat 20A via one or more connecting rods 58, 62, outer bell crank 44, and optional idler wheel 60. In another embodiment, as previously described, actuator 40 can be disposed between inner rail 33 and outer rail 34 and drivenly connected to idler wheel 60 to actuate slat 20A via one or more connecting rods 58, 62.

[0070] Figure 4A and Figure 4B A portion of the system 300 is shown, which includes an outer bell crank 44 mounted within the wing 12 for actuating an outer track 34 connected to the slat 20A. Figure 4A This is an enlarged top view showing the outer bell-shaped crank 44 and the outer track 34. Figure 4B This is an enlarged perspective view showing the outer bell crank 44 and the outer track 34. The inner bell crank 42 may have a similar operating principle to the outer bell crank 44, therefore the explanation of the outer bell crank 44 can also be applied to the inner bell crank 42.

[0071] The outer bell-shaped crank 44 can be actuated by a second connecting rod 62 connected to the input arm 56, and causes rotation about the pivot axis 70. Figure 4A (As shown) Rotation. The outer bell crank 44 can be pivotally connected to the inner structure 31 at the pivot axis 70. Rotation of the outer bell crank 44 can cause rotation of the output arm 64. Rotation of the output arm 64 can then cause displacement (e.g., translation) of the outer track 34 and the slat 20A via the connecting rod 65. Since the output arm 64 is longer than the input arm 56, the outer bell crank 44 can also perform an amplification function.

[0072] One or more pivoting connections between actuator 40 and inner track 33, and one or more pivoting connections between actuator 40 and outer track 34, may include ball bearings. Ball bearings allow rotation about a central point in two orthogonal directions. Ball bearings can also accommodate out-of-plane displacement of components during operation and / or bending of wing 22. For example, ball bearings can help system 300 accommodate component misalignment caused by bending of wing 12.

[0073] Figure 4C This is an enlarged top plan view of an idler wheel 60 operably disposed between a first connecting rod 58 and a second connecting rod 62. In some embodiments, the position of the idler wheel 60 may optionally be selected such that the lengths of the first connecting rod 58 and the second connecting rod 62 may be the same or approximately equal. The idler wheel 60 may include an input arm 66 connected to the end of the first connecting rod 58 via a ball bearing, and an output arm 68 connected to the end of the second connecting rod 62 via another ball bearing. The presence of the idler wheel 60 allows for relative changes in the orientation of the first connecting rod 58 and the second connecting rod 62 during the bending of the wing 12. In some embodiments, the input arm 66 and the output arm 68 of the idler wheel 60 may be relative to the pivot axis 72 of the idler wheel 60. Figure 4C (As shown) have substantially the same length. In some embodiments, the input arm 66 and output arm 68 of the idler wheel 60 may have different lengths to provide amplification and / or reduction of motion transmission from the first connecting rod 58 to the second connecting rod 62. In some embodiments, the input arm 66 and output arm 68 of the idler wheel 60 may be arranged at an acute angle to each other relative to the pivot axis 72 of the idler wheel 60. The idler wheel 60 may be pivotally connected to the internal structure 31 at the pivot axis 72.

[0074] Figure 4DThis is an enlarged top plan view of another idler wheel 160 operably disposed between the first connecting rod 58 and the second connecting rod 62. As an alternative to the idler wheel 60, the idler wheel 160 may have only one arm 66 with a connection point 63. The single arm 66 may be connected at the connection point 63 to the ends of the two connecting rods 58, 62 via a ball bearing. The connection point 63 may be spaced apart from the pivot axis 72. The idler wheel 160 may be pivotally connected to the internal structure 31 at the pivot axis 72.

[0075] Figures 5A to 5C This is a top plan view of part of system 300, showing the slat 20A in a retracted (i.e., stowed) position, a mid-position, and an extended (i.e., extended) position. The slat 20A can be driven toward the extended position by an actuator 40 generating a linear drive motion along the drive direction A. Actuation of the actuator 40 causes rotation of the inner bell crank 42. Rotation of the inner bell crank 42 pushes the inner track 33 outward (e.g., forward and optionally downward) from structure 31 and drives its inner portion 46 toward the extended position of the slat 20A. Rotation of the inner bell crank 42 also simultaneously actuates the first connecting rod 58, the idler wheel 60, and the second connecting rod 62, thereby rotating the outer bell crank 44. Rotation of the outer bell crank 44 pushes the outer track 34 outward (e.g., forward and optionally downward) from structure 31 and drives its outer portion 48 toward the extended position of the slat 20A.

[0076] When the aircraft 100 is in transport, the movement of the slat 20A toward its fully deployed position can gradually increase the lift generated by the wing 12. From the deployed position of the slat 20A, the actuation motion of the actuator 40 in the opposite direction can cause the inner bell crank 42 and the outer bell crank 44 to rotate in opposite directions, thereby causing the slat 20A to move toward its retracted position.

[0077] Figure 6 This is a flowchart of a method 600 for deploying the high-lift device of the wing 12 of an aircraft 100. Method 600 can be used to deploy (i.e., extend) slats 20A, trailing-edge flaps 20B, and / or another flight control surface of the aircraft 100. Method 600 can be used to induce the deployment of slats 20A, such as... Figures 5A to 5C As shown. Method 600 can be initiated by a command input by the pilot of aircraft 100 into the flight control system of aircraft 100 or by the automatic flight system of aircraft 100. Method 600 can be executed using system 300 or system 1300, and components of systems 300 and 1300 can be incorporated into method 600. Method 600 can be combined with other actions or components disclosed herein. In various embodiments, method 600 may include: Driven motion is generated along a drive direction A that is different from the deployment direction B of the high-lift device (e.g., slat 20A or trailing edge flap 20B) (box 602); The first part 46 or 48 of the high-lift device is converted into a first deployment motion (box 604) relative to the centerline CL of the aircraft 100; The first deployment motion is applied to the first part 46 or 48 (frame 606) of the high-lift device; The drive motion is transmitted to the second part (frame 608) of the high-lift device via a linkage device including a first connecting rod 58, a second connecting rod 62 and an idler wheel 60 that interconnects the first connecting rod 58 and the second connecting rod 62. The motion from the linkage is converted into a second deployment motion (box 610) of the second part 46 or 48 of the high-lift device relative to the centerline CL of the aircraft 100; and The second deployment motion is applied to the second part 46 or 48 (frame 612) of the high-lift device.

[0078] In some embodiments, the high-lift surface may be a slat 20A positioned along the wing 12 of the aircraft 100. In some embodiments, the slat 20A may be the outermost slat 20A of a wing 12 comprising a plurality of slats 20A. For example, the outermost slat 20A may be closer to the wingtip 32 than closer to the wing root 30. In some embodiments, the slat 20A may be the innermost slat 20A of a wing 12 comprising a plurality of slats 20A. In some embodiments, the high-lift surface may be a trailing edge flap 20B or other flight control surface.

[0079] The driving motion can be generated by an actuator 40 located inside an inner cavity of the wing 12, which is defined by the skin 22 of the wing 12 (e.g., the upper wing skin and the lower wing skin). The actuator 40 can be located inside the inner track 33 or outside the outer track 34. The actuator 40 can be the only actuator for driving both the inner portion 46 and the outer portion 48 of the high-lift surface.

[0080] Therefore, it can be seen that the examples above and shown are intended to be exemplary only. The scope is indicated by the appended claims.

Claims

1. A high-lift system for an aircraft wing, the high-lift system comprising: A high-lift device, movable between a retracted position and a deployed position, the high-lift device having an inner portion and an outer portion, the inner portion being located inside the outer portion relative to the centerline of the aircraft; Inner track, which is configured to guide the movement of the inner portion of the high-lift device; An outer track is configured to guide the movement of the outer portion of the high-lift device, and an inner track is disposed inside the outer track. An actuator, drivably connected to the high-lift device, is provided to drive the high-lift device between the retracted position and the deployed position, the actuator being disposed inside the inner track or outside the outer track. An inner bell-shaped crank drives the actuator to the inner portion of the high-lift device; An outer bell-shaped crank, which drivesly connects the actuator to the outer portion of the high-lift device; and A connecting rod, which drivesly connects the inner bell-shaped crank to the outer bell-shaped crank, such that: When the actuator is positioned inside the inner rail, the outer bell-shaped crank drives the actuator to the outer portion of the high-lift device via the connecting rod and the inner bell-shaped crank; and When the actuator is positioned outside the outer track, the inner bell crank drives the actuator to the inner portion of the high-lift device via the connecting rod and the outer bell crank.

2. The high-lift system according to claim 1, wherein, The actuator is located outside the outer track.

3. The high-lift system according to claim 1, wherein, The actuator is located inside the inner track.

4. The high-lift system according to claim 1, wherein: The connecting rod is a first connecting rod, which is part of the connecting rod assembly between the inner bell-shaped crank and the outer bell-shaped crank; and The linkage device includes a second connecting rod and an idler wheel that interconnects the first connecting rod and the second connecting rod.

5. The high-lift system according to any one of claims 1-4, wherein, The high-lift device is a leading-edge slat.

6. The high-lift system according to any one of claims 1-5, wherein: The actuator is disposed inside the inner side of the inner track; and The inner bell-shaped crank is configured to amplify the driving motion of the actuator.

7. The high-lift system according to any one of claims 1-5, wherein: The actuator is disposed outside the outer track; and The outer bell-shaped crank is configured to amplify the driving motion of the actuator.

8. The high-lift system according to any one of claims 1-5, wherein: The actuator is operable to generate linear driven motion; and The orientation of the linearly driven motion is: Perpendicular to the actuation direction of the high-lift device; or It is closer to the actuation direction perpendicular to the actuation direction of the high-lift device, rather than parallel to the actuation direction of the high-lift device.

9. The high-lift system according to claim 8, wherein: The actuator is disposed inside the inner side of the inner track; and The inner bell-shaped crank is configured to redirect the linear drive motion of the actuator toward the actuation direction of the high-lift device.

10. The high-lift system according to claim 8, wherein: The actuator is disposed outside the outer track; and The outer bell-shaped crank is configured to redirect the linear drive motion of the actuator toward the actuation direction of the high-lift device.

11. The high-lift system according to any one of claims 1-10, wherein: The actuator is disposed inside the inner side of the inner track; and The outer bell-shaped crank is configured to amplify the actuation motion of the connecting rod.

12. The high-lift system according to any one of claims 1-10, wherein: The actuator is disposed outside the outer track; and The inner bell-shaped crank is configured to amplify the actuation motion of the connecting rod.

13. The high-lift system according to any one of claims 1-12, wherein, The high-lift system does not have another actuator that is drivenly connected to the high-lift device to drive the high-lift device between the retracted position and the deployed position.

14. An aircraft comprising a high-lift system according to any one of claims 1 to 13.

15. A wing of a fixed-wing aircraft, the wing comprising: structure; A skin, which is mounted to the structure and defines the inner cavity of the wing; A high-lift device is movably mounted to the structure and is deployable to increase the lift generated by the wing, the high-lift device having an inner portion and an outer portion relative to the centerline of the fixed-wing aircraft; An inner track, configured to guide the inner portion of the high-lift device during deployment; An outer track, configured to guide the outer portion of the high-lift device during deployment; An actuator, drivably connected to the high-lift device to drive the deployment of the high-lift device, the actuator being disposed inside the cavity of the wing; An inner bell-shaped crank drives the actuator to the inner portion of the high-lift device; An outer bell-shaped crank drives the actuator to the outer portion of the high-lift device; as well as A linkage mechanism that drivesly connects the inner bell crank to the outer bell crank, the linkage mechanism including a first connecting rod, a second connecting rod, and an idler wheel interconnecting the first connecting rod and the second connecting rod.

16. The wing according to claim 15, wherein, The inner track, the outer track, the first connecting rod, and the second connecting rod are disposed inside the cavity of the wing.

17. The wing according to claim 15 or 16, wherein: The high-lift device is an outer high-lift device; The wing includes an inward high-lift device, which is movably mounted to the structure and deployable to increase the lift generated by the wing; and The outer high-lift device is positioned along the wing outside the inner high-lift device.

18. The wing according to any one of claims 15-17, wherein, At least a portion of the actuator is disposed inside the inner side of the inner track.

19. The wing according to any one of claims 15-17, wherein, At least a portion of the actuator is disposed outside the outer track.

20. The wing according to any one of claims 15-19, wherein, The high-lift device is a leading-edge slat.

21. The wing according to any one of claims 15-20, wherein, During the deployment of the high-lift device, the inner and outer tracks are able to move relative to the structure.

22. The wing according to claim 15, wherein: The high-lift device is a leading-edge slat; The actuator is operable to generate linear driven motion; The orientation of the linearly driven motion is: The actuation direction is perpendicular to the leading edge slat; or It is closer to the actuation direction perpendicular to the leading edge slat, rather than parallel to the actuation direction of the leading edge slat; The actuator is disposed inside the inner side of the inner track; The inner bell-shaped crank is configured to amplify the linear drive motion of the actuator; and The outer bell-shaped crank is configured to amplify the driving motion of the second connecting rod.

23. A method for deploying a high-lift device for an aircraft wing, the method comprising: The driving motion is generated along a driving direction different from the deployment direction of the high-lift device; The driving motion is converted into a first deployment motion for the first part of the high-lift device; The first deployment motion is applied to the first portion of the high-lift device; The driving motion is transmitted to the second part of the high-lift device via a linkage mechanism, the linkage mechanism including a first connecting rod, a second connecting rod, and an idler wheel interconnecting the first connecting rod and the second connecting rod; The motion from the linkage is converted into a second deployment motion for the second part of the high-lift device; as well as The second deployment motion is applied to the second part of the high-lift device.

24. The method according to claim 23, wherein: The high-lift device is a leading-edge slat; and The driving motion is generated by a linear actuator disposed inside the cavity of the wing.

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