Actuation and latching systems in the wings of an aircraft having foldable wingtips, method for deploying foldable wingtips of an aircraft wing, aircraft wing and aircraft equipped with such wing

Abstract

To provide a latching system for aircraft wings that improves safety during flight and ground operations. [Solution] An actuation and latching system 100 for an aircraft wing having a fixed wing section 12 and a wingtip 11 that is foldable relative to the fixed wing section around a hinge axis 30 perpendicular to the longitudinal axis of the aircraft wing 201a, comprising: at least one tip actuation unit 9 that provides an interface between the fixed wing section and the wingtip and has a hinge lever; a latch unit 7 disposed on the fixed wing section and engaged with the hinge lever, and having two latch bolts 8a, 8b that are displaceable in both directions parallel to the hinge axis; a drive unit disposed on the fixed wing section and located axially downstream of the latch unit, having at least a first drive shaft 3 connected to the latch unit, and a second drive shaft 4 that passes through the latch unit and is connected to the tip actuation unit; and a control unit 13 that controls the drive unit.

Description

Technical Field

[0001] The present invention relates to an actuation and latching system for an aircraft wing having a fixed wing portion and a wingtip portion foldable relative to the fixed wing portion, a method of deploying the foldable wingtip portion of an aircraft wing, an aircraft wing, and an aircraft equipped with such a wing.

Background Art

[0002] Although the present invention can be used in many applications, the present invention and the underlying problem thereof will be described in more detail in relation to aircraft. However, the apparatuses and methods described herein can likewise be used for vehicles in all fields of the transportation industry, such as road vehicles, rail vehicles, watercraft, and other installation environments.

[0003] There is a trend toward larger passenger aircraft and improved performance efficiency (e.g., reduced fuel consumption), and a larger wingspan is desired to accommodate this. However, airport operational rules that define various clearances required for moving within an airport (such as wingspan and / or ground clearance necessary for gate access and safe taxiway use) effectively limit the maximum wingspan of aircraft.

[0004] To address this problem, passenger aircraft are known to be equipped with foldable wings. Foldable wings typically consist of an inner and an outer region, the outer region being movable relative to the inner region between a) a flight configuration intended for use during flight and b) a ground configuration intended for use during ground operations. In the ground configuration, the outer region is moved (usually rotated) relative to the inner region, reducing the wingspan. This allows the aircraft to enjoy the benefits of a larger wingspan during flight while complying with airport operational regulations. Some systems use separate actuators for the latching function and the wingtip acting function (i.e., wingtip folding and positioning for flight). Some of these systems use at least one independent motor for wingtip acting and one or more motors for latching, or vice versa. In these systems, a scenario in which the wingtip free-falls can occur if a single connection in the drive system is lost. This free-fall scenario can occur while the wingtip is moving from the stowed position to the deployed position, or when the wingtip is folded to the stowed position while the aircraft is parked. This necessitates enhanced safety measures for aircraft operations on the ground. [Overview of the project]

[0005] Against this backdrop, the objective of the present invention is to reduce assembly complexity and improve safety during flight and ground operations by providing an operating and latching system for aircraft wings.

[0006] This objective is achieved by an operating and latching system having the features of claim 1, a method for deploying a foldable wingtip of an aircraft wing having the features of claim 13, an aircraft wing having the features of claim 14, and an aircraft having the features of claim 15.

[0007] According to a first aspect of the present invention, an actuation and latching system is provided for an aircraft wing having a fixed wing section and a wingtip that is foldable relative to the fixed wing section around a hinge axis positioned perpendicular to the longitudinal axis of the aircraft wing. The system provides an interface between the fixed wing section and the foldable wingtip and comprises at least one tip actuation unit having at least two hinge levers; at least one latch unit located on the fixed wing section, comprising two latch bolts movable in both directions parallel to the hinge axis, wherein the latch bolts extend into the latch unit and are capable of engaging with hinge levers or lugs (LUGs) provided at the ends of hinge levers located on both sides of the latch unit; a drive unit located on the fixed wing section and axially downstream of the latch unit, comprising at least one first drive shaft connected to the latch unit and a second drive shaft passing through the latch unit and connected to the tip actuation unit; and a control unit for controlling the drive unit. Although the system is described for a single aircraft wing, it is clear that such a system may be equipped on each wing of an aircraft. Depending on the design and / or size of the aircraft wing, two or more tip acting units and / or latching units, or the system according to the present invention, may be provided per wing. The levers transmit a bending moment at the wingtip as they rotate around the hinge axis or hinge line. The system according to the present invention uses only one drive motor for the tip acting of the wingtip, i.e., the articulation or folding of the wingtip to the hinge position on the ground, and the latching function when the wingtip is in the deployed position. The levers extend between the hinge line and the latching line of the system and are moved into the fixed wing section to latch the wingtip in the deployed position. To engage with the latch bolt of the latching unit, each lever extending into the latching unit may preferably have a lug configured to allow the passage of the latch bolt, either within its end or attached to its end. If two or more levers are provided, they provide a lug stack that can engage with the latch bolt on both sides of the latching unit. The present invention is not limited to the use of two levers.Embodiments of the tip actuation unit also include those having a stack of two or more levers extending on both sides of the latch unit in the latched position. Thus, when the latch bolt moves to the latched position, it is guided through a stack of lugs provided at the end of each group of levers or stack. The advantage of using multiple levers is that the amount of available load paths increases. In some embodiments, the levers may have additional lugs configured and positioned to latch the wingtip to the stowed position (i.e., folded position) via the latch unit. The configurations disclosed herein are provided on the wings of each aircraft having a fixed wing section and wingtips that are foldable relative to the fixed wing section around a hinge axis, and have the advantage of reducing system complexity, including reducing the number of motor control devices such as sensors, motors, valve blocks or motor control electronics. Simplifying the motor to one also reduces the number of sensors and mechanical drive elements, improving the reliability, availability, maintainability, cost and weight of the system.

[0008] Another aspect of the present invention relates to a method for deploying a collapsible wingtip of an aircraft wing, equipped with an actuation and latching system according to the present invention, from a stowed position to an extended position. This method includes engaging a brake unit on a first drive shaft and disengaging a brake unit on a second drive shaft; driving a tip actuation unit to deploy the collapsible wingtip from a stowed position to an extended position; engaging a brake unit on a second drive shaft and disengaging a brake unit on a first drive shaft; driving a latch unit to move a latch bolt into a hinge lever or a stack of hinge levers, particularly a lug or lug stack provided therein; engaging the brake unit on the first drive shaft after a control unit has received a latch position signal from a latch position sensor on the latch bolt and a latch drive position sensor attached to the first drive shaft; and cutting off power to a hydraulic or electric motor. The method of the present invention allows the collapsible wingtip to be deployed based on a precisely coordinated sequence realized by an integrated actuation and latching system, and the wingtip operation is controlled by a single motor used for both purposes, namely actuation and latching of the wingtip. Sensor feedback (e.g., via lock position sensor, latch position sensor, latch drive position sensor, tip drive position sensor, hinge position sensor) and intentional brake switching enable redundant and precise monitoring of the folding and latching states, as well as the locking state of the latch bolt by a dedicated locking mechanism. This approach reduces system complexity, weight, and the number of required parts, leading to improved reliability and reduced maintenance costs.

[0009] Another aspect of the present invention relates to an aircraft wing comprising a fixed wing section and wingtips foldable relative to the fixed wing section, and having an actuation and latching system according to the present invention. The idea of ​​the present invention is to utilize a larger wingspan during flight and to fold the wingtips on the ground to comply with airport regulations. By integrating the drive and latch into a single system, mechanical complexity is reduced, and by utilizing sensor feedback, particularly from latch position sensors, latch drive position sensors, tip drive position sensors, and hinge position sensors described later, redundant and precise monitoring of the folding, latching, and locking states is enabled, resulting in improved reliability, reduced maintenance costs, and enhanced operational safety. Overall, the present invention achieves both aerodynamic efficiency during flight and optimal ground compatibility.

[0010] Another aspect of the present invention relates to an aircraft equipped with the wings of the aircraft according to the present invention. The wings comprise a fixed wing section and hinged wingtips controlled by an actuation and latching system. This allows the wingtips to be fully deployed for aerodynamic efficiency during flight and folded on the ground to meet structural requirements and space constraints.

[0011] Advantageous embodiments and further developments will become apparent from the description with reference to other dependent claims and drawings.

[0012] In an embodiment of the wingtip actuation and latching system, the drive unit comprises a hydraulic motor with a valve block and valve control unit, and / or an electric motor with motor control electronics. A drive unit designed to use either a hydraulic motor or / or an electric motor to perform the required functions allows for flexible adaptation to different system requirements in terms of performance, reliability, weight, and integration into the overall aircraft structure. In a hydraulic variant, a hydraulic motor centrally integrated into the system structure is available. This motor is controlled by a valve block, either built into or adjacent to the hydraulic motor, allowing for precise control of the hydraulic flow, i.e., both the drive direction and speed. The internal valve control unit acts on the valve block to control the hydraulic flow, enabling the motor to transmit power to both drive shafts (for latching and drive functions) as needed. This allows for precise coordination of system functions and ensures even load distribution. The valve control unit can be integrated into a higher-level flight control system, for example, via a data bus, allowing for continuous monitoring of operating parameters such as hydraulic pressure, motor speed, and brake status. Alternatively, the drive unit can be implemented in the form of an electric motor. In this modification, brushless DC motors can be used in combination with motor control electronics. This also includes the use of axial flux motors with flux directing control using inverters, or asynchronous or induction motors controlled by frequency converters with voltage-frequency control or flux directing control. The motor control electronics ensure precise control of motor speed and torque, thereby enabling accurate control of both wingtip folding and latching mechanisms. The motor control electronics can be fully integrated into the aircraft's electrical control system and communicate with the central flight control system via a standardized bus system (e.g., AFDX microdata bus). This allows for continuous monitoring of parameters such as motor status, position, and speed signals. A further advantage is the significant reduction in overall weight by eliminating hydraulic components such as valve blocks and hydraulic lines.In some embodiments, a hybrid drive system combining a hydraulic motor and an electric motor may be used, depending on the requirements and system configuration.

[0013] According to one embodiment of the present invention, the first drive shaft and the second drive shaft each include a brake unit located within or adjacent to the drive unit. The integration of the brake units into the drive shafts makes it possible to selectively shut off specific functional sections during operation. For example, when the wingtip transitions to the deployed configuration, the brake mechanism of the first shaft (latch shaft) is activated, while the brake mechanism of the second shaft (wingtip drive shaft) is released, allowing the wingtip to move. Conversely, when the wingtip is latched, the brake of the second shaft is activated to prevent unwanted movement. Such targeted control is crucial for the system to maintain a defined operating state and avoid unwanted reverse drive. By placing the brake units within or near the drive unit, the distance between the drive source and the brake mechanism is reduced. This improves response time, which is particularly important during dynamic load changes in the folding and deployment processes. Independent control of the brakes on each drive shaft allows for rapid switching between latching and driving functions, improving wingtip positioning and operability. In particular, immediate braking during critical moments such as the transition between flight and ground modes prevents uncontrollable movement, reducing component damage and safety risks. Placing the brake unit near the drive unit minimizes wiring and assembly work, resulting in a more robust and maintainable design.

[0014] According to a further embodiment of the present invention, the drive unit comprises a differential gear that enables torque distribution between a first drive shaft and a second drive shaft, wherein the differential gear preferably includes an overload protection device, particularly one of a slip clutch and a torque limiter. In a preferred embodiment of the present invention, the drive unit is configured such that both drive shafts, the first drive shaft driving the latch unit and the second drive shaft driving the tip actuation unit, are either directly integrated into the drive unit or comprised of brake units located adjacent to the drive unit. This allows for selective and independent disengagement of each function, enabling precise control over which shafts are actively driven and which are disengaged during the switching process. Furthermore, the drive unit comprises a differential gear that distributes the torque generated by the motor between the first drive shaft and the second drive shaft. This has the advantage of compensating for load fluctuations and mechanical stress fluctuations between the two functional systems. The differential gear contributes to smooth power transmission and supports smooth transitions between operating modes (e.g., actuation to latching, or vice versa). The differential gear can be equipped with an overload protection function. In particular, a slip clutch or torque limiter can be used as a protective device, without limiting the present invention to these. The overload protection device prevents torque exceeding a predetermined maximum value from being transmitted to connected components in the event of a sudden load peak or unexpected mechanical failure. This avoids excessive exceedance of the load limit and significantly improves the overall operating safety of the system, especially during critical phases of the folding process or emergency stops. This integrated solution offers advantages in both space saving and high-speed response of braking and drive components. By positioning the braking unit close to the drive unit, the transmission path is shortened, enabling extremely precise and timely switching between various functional states. At the same time, the differential gear with built-in overload protection ensures the safety of the entire operating and latching system even in the event of mechanical failure or unexpected load changes.

[0015] According to another embodiment of the present invention, the latch unit comprises at least two latch actuators, each having a hollow screw shaft connected to a latch bolt, the hollow screw shafts configured to rotate the hollow screw shafts, thereby axially driving the latch bolt to or out of the latch position within the hinge lever. The configuration provided by the system of the present invention enables precise, repeatable, and controlled positioning of the latch bolt, which is essential for the safe operation of the foldable wingtip. Redundancy is ensured by using at least two latch actuators. If one actuator fails or malfunctions, the other actuator can continue to safely control the latch process. This modular configuration enhances operational reliability and reduces the risk of failure of the entire system. In addition to monitoring of the latch unit by a latch drive position sensor attached to the first drive shaft of the drive unit, the hollow screw shaft configuration allows for the integration of a latch position sensor that detects the precise latch state of each latch bolt. Furthermore, in some embodiments, additional mechanical monitoring devices are provided to detect potential failures early by detecting lateral play or overload signals. This can detect anomalies in axial force transmission. The use of a hollow screw shaft allows for a compact design of the latch actuator, minimizing the space required within the aircraft structure and reducing weight. This compact integration also facilitates assembly and maintenance within the aircraft assembly. In addition to the screw mechanism, the latch actuator can integrate a quick-release coupling or spline, enabling rapid replacement or adaptation to different design requirements. This increases the flexibility of system integration into various wingbox designs. The actuator can be designed to allow small lateral tolerances, which has the advantage of compensating for structural deformations that occur during flight operations or due to load changes. The adaptability thus achieved ensures that the wingtip remains securely latched.By providing lever or lug designs, the latch unit can also be configured to lock the wingtip in a parked position, preventing free fall of the wingtip due to a single disconnection during folding. This improves the operational characteristics of the aircraft by avoiding the risk of injury to passengers during the boarding process or ground personnel during aircraft ground handling.

[0016] According to another embodiment of the present invention, each latch actuator comprises a first locking mechanism comprising a spring-driven cam lock connected to the latch actuator and positioned perpendicular to a hollow screw shaft, the cam lock being configured to lock the latch pin in the latched position after latching by rotating a rotatable cam to a locked position on the hollow screw shaft. In an additional or alternative embodiment, a second locking mechanism is provided comprising a spring-driven lock pin movable perpendicular to the latch bolt, the lock pin being configured to lock the latch bolt in the latched position by engaging with the rear end of the latch bolt in the latched position. Each latch actuator comprises a hollow screw shaft via a threaded rod that moves the latch bolt axially. The spring-driven cam locking mechanism is incorporated perpendicular to the hollow screw shaft. The locking mechanism is actuated by a dedicated locking actuator that can be controlled hydraulically or electrically. When actuated, a movable cam, such as a rotary cam or cam block, rotates to a predetermined locking position and mechanically locks into contact with the hollow screw shaft. This locking action fixes the latch bolt in the latched position, preventing unwanted axial movement under load. The adoption of a spring-driven cam lock mechanism ensures that the spring force is always stored in a fixed state, enabling precise and repeatable locking operation. This minimizes the risk of accidental unlocking even in the event of electrical or hydraulic control failure. The orthogonal arrangement to the hollow screw shaft also contributes to compact integration within the latch unit. As an alternative or auxiliary option, each latch actuator is provided with a second mechanism using a spring-driven lock pin. Thus, the lock pin is positioned to move perpendicular to the axis of the latch bolt. When the lock pin is moved to its predetermined position by an associated mechanism, such as the same or another lock actuator, it engages with a dedicated groove or recess on the latch bolt. This provides additional mechanical fastening to the bolt. This redundant locking mechanism provides an additional level of safety.Even if the first mechanism, namely the cam lock, fails to operate properly due to malfunction or mechanical play issues, the spring-biased locking pin reliably holds the latch bolt in a locked position, or vice versa. This dual protection is particularly important in applications where safety is critical, such as the wings of folding aircraft.

[0017] According to further embodiments of the present invention, each of the first and second locking mechanisms includes a lock position sensor configured to detect either the locked or unlocked position of the cam lock and / or lock pin. The first locking mechanism, which is actuated by a spring-fed cam lock, incorporates a lock position sensor that detects whether a rotatable cam or cam has moved to the locked position. This sensor provides a clear digital signal to a control unit so that the state (locked or unlocked) can be monitored in real time. An alternative or auxiliary second locking mechanism, which uses a spring-fed lock pin, is provided with a corresponding sensor. This sensor detects whether the pin has properly mated into a predetermined locked position, thereby contributing to alternative or redundant monitoring of the locking process. Each sensor can determine whether the cam lock or lock pin is properly secured during operation, or whether a fault has occurred that could lead to improper latching. Monitoring both mechanisms with sensors has the advantage of creating a redundant or auxiliary safety layer. If a sensor malfunctions or outputs an incorrect signal, parallel monitoring by other mechanisms enables early error diagnosis, and if necessary, the central control unit can automatically activate safety measures.

[0018] According to another embodiment of the present invention, the second drive shaft comprises a first shaft portion extending between the drive unit and the latch unit, and a second shaft portion extending between the latch unit and the tip actuation unit, wherein the latch unit is provided with a gear unit, the gear unit being concentric with one of the latch actuators and comprising a helical gear configured to mesh with a bevel gear in each of the first and second shaft portions that are in contact with the gear unit. The combination of the two-part second drive shaft and the integrated bevel gear unit ensures precise synchronization of the mechanical drive impulses, reduces mechanical losses, and minimizes play in the connecting members. The bevel gear unit housed within the latch unit is particularly advantageous in the limited space of an aircraft by saving space and allowing the second drive shaft to pass through the latch unit without requiring additional gears to bypass the latch unit in the assembled state. This supports a compact design that integrates the drive unit, latch unit, and tip actuation unit in series and inline.

[0019] According to another embodiment of the present invention, the tip actuation unit is provided with at least one geared rotary actuator having at least one mounting element attached to the fixed wing section, at least one, preferably at least two, hinged output levers connected to a foldable wingtip, and at least two independent power stages connected by a through shaft, and at least one geared rotary actuator having a second bevel gearbox connectable to the first end of the through shaft and meshing with a bevel gear on the second shaft, the tip actuation unit is configured to move the wingtip from a retracted position to an extended position or vice versa. The at least one geared rotary actuator has an internal gearbox that allows for control of speed and torque, and at least one mounting element is attached to the fixed wing section to ensure stable mounting of the actuator and to ensure a permanent connection between the stationary structure and the movable structure. The actuator is connected to at least one, preferably at least two, hinged output levers. These output levers convert the rotational motion generated by the actuator into corresponding lever motions that move the wingtip to a desired position. The hinged connection allows for flexible transitions, compensating for differences in motion resulting from structural tolerances or load changes. To achieve two independent power paths, at least two independent power stages are implemented, connected via a through-shaft. A second bevel gear is mounted at one end of this through-shaft and meshes with a bevel gear located at the opposite end of the shaft. This gear mechanism symmetrically distributes torque between the two power paths. The combination of a geared rotary actuator and a hinged output lever enables high-precision control of wingtip movement. Mechanical loss is minimized by mechanically converting rotational motion into linear lever motion, allowing for precise positioning. The distribution to at least two independent power paths optimally distributes torque. This redundancy ensures reliable operation of the wingtip even in the event of partial failure or changes in load conditions.The integrated design of the latch unit and tip actuation unit, including the fixing elements to the fixed wing section, the continuous shaft, and the second bevel gear, offers the further advantage of saving installation space. The modular design of the tip actuation unit connected to the hinged output lever provides dynamically adaptable movement of the wingtip. At the same time, vibration and unwanted movement are minimized, improving the overall safety of the system of the present invention.

[0020] According to other embodiments of the actuation and latching system, the tip actuation unit comprises at least one safety brake mounted on the second end of the through shaft, the safety brake configured as a friction disc brake or a toe-clutch brake, particularly enabling dynamic braking action. Without limiting the invention, this safety brake, which can be configured as either a friction disc brake or a toe-clutch brake, can be used for dynamic braking of the wingtip and significantly contributes to improved operational safety. The secondary brake or safety brake is mechanically mounted on the other end of the shaft that transmits power from the drive system to the tip actuation unit (via the latching unit), preferably aligned with the hinge axis. Under normal operation, this brake remains deactivated, allowing free movement of the wingtip assembly. However, in the event of a dynamic braking event, such as a drive failure or uncontrollable overspeed condition, the brake activates, providing controlled deceleration or a complete stop of the system. In the disc brake version, friction elements are pressed against the surface of the shaft through which it passes. By variably controlling the braking force using an electric or hydraulic actuator, the braking effect can be dynamically adapted to the current operating conditions. Alternatively, a variation of the tooth-clutch brake, also called a gear rim brake, uses a pair of gear rim shapes that mesh during operation. The precise meshing of the tooth elements not only achieves a safe braking effect but also allows the wingtip to be positioned in a defined location to assist in transitioning to a safe state. The safety brake advantageously realizes a dynamic braking process that controls the braking force according to the current speed and the load being generated. This enables precise and controlled deceleration of the wingtip, which is especially important in critical operating phases. By positioning the safety brake directly at the second end of the through shaft, the braking force is applied directly to the position most effectively used to control the movement of the wingtip. This eliminates the need for additional braking components and advantageously simplifies the system configuration. The dynamic braking function ensures redundant safety devices that prevent uncontrolled movement or even free fall of the wingtip in the event of failure of the active drive or latching components.

[0021] In other embodiments, a hinge position sensor is provided on the hinge axis. The hinge position sensor can continuously detect the angle or position of the movable wingtip relative to the fixed wing portion. This ensures reliable monitoring and control of the folding mechanism, guaranteeing precise operation during transitions between the stowed or folded position and the deployed position, and enabling early detection of deviations. The sensor is preferably mounted immediately adjacent to or directly on the hinge axis. This direct placement allows for near real-time measurement, enabling the central control unit to respond immediately to position deviations. In some embodiments, the hinge position sensor can be implemented as a rotary encoder (e.g., a resolver or incremental encoder), providing reliable data even under harsh conditions such as vibration and temperature fluctuations. The hinge position sensor can be integrated into the higher-level sensor and control systems in the system of the present invention, and in conjunction with other position sensors (e.g., sensors mounted on or attached to the shafts of the latch unit and tip actuation unit) to achieve redundant monitoring of the entire folding mechanism and actuation system. This multiplexing mechanism improves operational reliability because a failure or mismeasurement in one sensor can be compensated for by other sensors. The hinge position sensor immediately detects any deviation from the setpoint and transmits it to the central control unit. This allows for rapid corrective action to be initiated before a critical safety failure occurs.

[0022] In other embodiments of the system, a latch drive position sensor is provided on the first shaft and a tip drive position sensor is provided on the second shaft. In this embodiment, the sensors are integrated such that the latch drive position sensor is installed on the first drive shaft, which primarily operates the latch function, and the tip drive position sensor is installed on the second drive shaft, which controls the operation of the wingtip. The latch drive position sensor detects the position of the latch mechanism by detecting whether the latch bolt is driven to the correct (latched) position. The detected position data allows the control unit to monitor the latch process and detect errors early (such as the latch bolt not being fully engaged or being damaged), and initiate corrective actions as necessary. This ensures that the foldable wingtip remains in a safe state, which is particularly important in critical situations such as during takeoff and landing or ground operations. The tip drive position sensor continuously measures the angular or positional changes of the wingtip controlled by the second drive shaft. This feedback allows for precise control of the movement from the retracted state to the deployed state and vice versa. In other words, the actuator control can be optimally adapted to the current wing shape, resulting in improved safety. The integration of both sensors offers the advantage of continuous monitoring of critical positions in the latching and operating processes. By precisely detecting the latch bolt and tip positions, the central control unit can respond quickly to any variations, ensuring the safe operation of the foldable wing system. The latch drive position sensor and tip drive position sensor are directly mounted on the corresponding drive shafts within the drive unit, minimizing wiring and enabling near real-time measurements. This compact integration meets the requirements for a space and weight-optimized design, improving both the maintainability and reliability of the overall system. Feedback from the latch drive position sensor and tip drive position sensor allows for early detection of discrepancies or failures, such as when one or both latch bolts are not fully engaged, or when the wingtip does not reach the target position during deployment or folding.This allows safety measures to be initiated at an early stage, minimizes the risk of uncontrollable system operation, and avoids free-fall situations. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The present invention will be described in more detail with reference to the exemplary embodiments illustrated in the accompanying drawings.

[0024] [Figure 1] This is a diagram showing a schematic configuration of a system according to an embodiment of the present invention. [Figure 2] This is a diagram showing one aspect of a system according to an embodiment of the present invention. [Figure 3] This is a longitudinal cross-sectional view showing a latch and lock unit in a system according to an embodiment of the present invention. [Figure 4] This is a cross-sectional perspective view showing a latch and lock unit in a system according to another embodiment of the present invention. [Figure 5] This is a diagram schematically showing an aircraft according to an embodiment of the present invention. [Figure 6] This is a flowchart showing a method for deploying a wingtip according to an embodiment of the present invention. MODES FOR CARRYING OUT THE INVENTION

[0025] The accompanying drawings are included to assist in further understanding of the present invention, are incorporated into and constitute a part of this specification. The drawings illustrate embodiments of the present invention, and together with the description, explain the principles of the present invention. Other embodiments of the present invention and many of the intended advantages of the present invention will be readily appreciated by reference to the detailed description of the present invention. The elements of the drawings are not necessarily to scale relative to one another. In the drawings, the same reference numerals denote the same or functionally equivalent components unless otherwise specified.

[0026] While specific embodiments are illustrated and described herein, those skilled in the art will understand that various alternative and / or equivalent embodiments can be employed in place of the specific embodiments shown and described without departing from the scope of the invention. In general, this application is intended to encompass any adaptation or variation of the specific embodiments described herein.

[0027] In drawings, identical elements, features, and components having the same function and effect are assigned the same reference numeral unless otherwise specified.

[0028] Figure 1 shows a schematic diagram of an operating and latching system 100 according to one embodiment of the present invention. Figure 1 shows a portion of aircraft wings 201a, 201b having a fixed wing section 12 and wingtips 11 that can be folded around a hinge axis positioned perpendicular to the longitudinal axis L of the aircraft wings 201a, 201b. In system 100, a motor 1 supplies driving power (hydraulic or electric) and is connected to a differential gear 2. The differential gear 2 receives torque from the motor 1 and distributes it to two drive shafts 3, 4. Here, the power is divided into two functional flows. The first drive shaft 3 transmits torque from the differential gear 2 to a latching unit 7. The first drive shaft 3 controls the operation of latch bolts 8a, 8b that engage with a hinge lever 5 or lug stack 14 (not shown) in the latched position. Torque can also be transmitted to an end-effector operating unit 9 via a second drive shaft 4. The first drive shaft 3 incorporates the first brake unit 6. Similarly, the second drive shaft 4 is fitted with the second brake unit 10 for precisely moving and locking the wingtip 11. A latch unit 7 supplied by the first drive shaft 3 houses a mechanism for controlling the latching process. Latch bolts 8a, 8b are incorporated into the latch unit 7 to ensure secure engagement with the hinge lever 5 or lug stack 14 (not shown). Controlled by the latch unit 7, the latch bolts 8a, 8b move along a predetermined path perpendicular to the longitudinal axis L to establish firm mechanical contact within the hinge lever 5 or lug stack 14. The tip actuation unit 9 forms the interface between the fixed wing section 12 and the movable wingtip 11. This is driven by the second drive shaft 4, which enables the deployment and retraction operations. A hinge lever 5 (not shown), located in the transition region between the fixed wing section 12 and the wingtip 11, is mechanically engaged with latch bolts 8a and 8b, particularly at a lug or lug stack 14 provided on the hinge lever 5. This ensures that the wingtip 11 is securely latched.The tip actuation unit 9 is provided with at least one geared rotary actuator 37 attached to the fixed wing section 12, at least two hinge levers 5 connected to the foldable wingtip 11, and at least two independent power stages 38a, 38b for moving the wingtip 11 from the stowed position to the deployed position and vice versa. A safety brake 39 is provided on the tip actuation unit 9 and is configured as a friction disc brake or toe-scratch brake that enables dynamic braking. The safety brake 39 is used for dynamic braking of the wingtip 11 and greatly contributes to improving operational safety. The safety brake 39 is mechanically attached to the geared rotary actuator 37 of the tip actuation unit 9. Under normal operation, the safety brake 39 remains deactivated, allowing free movement of the wingtip 11. However, in the event of a dynamic braking event such as a drive failure or an uncontrollable overspeed condition, the safety brake 39 activates to achieve controlled deceleration or a complete stop of the system.

[0029] The hinge axis 30 is equipped with a hinge position sensor 40 that continuously detects the angle or position of the movable wingtip 11 relative to the fixed wing section 12. This hinge position sensor 40 is aligned with the hinge line and monitors the folding mechanism and operation during transitions between the stowed or folded position and the deployed position, enabling early detection of operational abnormalities.

[0030] The latch unit 7 is equipped with latch position sensors 41a and 41b that monitor the operation of the latch actuators 19a and 19b and / or the position of the latch bolts 8a and 8b. The first drive shaft 3 is equipped with a latch drive position sensor 32a, and the second drive shaft 4 is equipped with a tip drive position sensor 32b. The latch position sensors 41a and 41b detect the position of the latch mechanism by measuring whether the latch bolts 8a and 8b are in the correct (latched) position within the latch unit 7, while the latch drive position sensor 32a continuously monitors any position changes or rotations of the first drive shaft 3. Based on the detected position data, the control unit 13 can monitor the latching process, detect errors (such as complete failure or breakage of the pins 8a and 8b) early, and initiate corrective actions as necessary. This ensures that the foldable wingtip 11 remains in a safe state, which is extremely important in critical situations such as during takeoff and landing or ground operations. The tip drive position sensor 32b, in conjunction with the hinge position sensor 40, monitors the second drive shaft 4 to continuously measure changes in angle or position of the wingtip 11. Feedback from the sensors allows for precise control of the movement of the wingtip 11 from the retracted state to the deployed state and vice versa. The control unit 13 is connected to the main components of the system. The control unit 13 controls the adjustment of movement, monitoring and operation of signal flow, and operation of the latch, braking, and locking mechanisms. In the embodiment shown in Figure 1, a valve block 31 is connected to the hydraulic motor 1. The valve block 31 is either built into the hydraulic motor 1 or located adjacent to it, allowing for precise adjustment of the hydraulic flow, i.e., both the drive direction and speed. The control unit 13 controls the hydraulic flow by acting on the valve block 31, enabling the motor to transmit power to both drive shafts 3 and 4 for latch and actuation functions as needed. System operation is mainly divided into two stages: deployment and retraction of the wingtip 11. First, the first brake unit 6 of the latch unit 7 is activated, and the second brake unit 10 of the tip actuation unit 9 becomes deactivated.Motor 1 drives the system, and torque is transmitted to the second drive shaft 4 via the differential gear 2, and further to the tip actuation unit 9. The wingtip 11 moves at a low speed in the initial stage to ensure a smooth transition from the stowed position to the deployed position. As the wingtip 11 moves from the stowed position to the deployed position, motor 1 increases speed to ensure a smooth transition. When the wingtip 11 almost reaches the deployment end stopper, the second brake unit 10 on the second drive shaft 4 applies intentional braking. After contact with the deployment end stopper, motor 1 continues to drive the system to the predetermined tip position, generating pre-tension in the drive system. At this moment, the second brake unit 10 on the tip actuation unit 9 is fully activated, holding the generated pre-load and preventing movement of the wingtip 11 due to external loads. Once the pre-load is held, the transition to the latching process takes place. Torque is transmitted to the latching unit 7 via the first drive shaft 3. While the first brake unit 6 of the latch unit 7 on the first drive shaft 3 is released, the second brake unit 10 remains in operation, thereby inserting the latch bolts 8a and 8b into a predetermined lug stack 14 of the hinge lever 5 (not shown). Latch position sensors 41a and 41b monitor this process to verify whether the latch bolts 8a and 8b are fully and correctly engaged. Once both latch position sensors 41a and 41b detect a successful latch state, the first brake unit 6 is reactivated and the motor 1 stops. The retraction process proceeds essentially in the reverse order of the deployment process. After disengaging from the deployment end stopper and going through a low-speed initial stage, the motor 1 is reactivated and the system transitions to the retracted state. The tip actuation unit 9 is controlled via the second drive shaft 4, and the latching process is reversed by the corresponding switching of the brake units 6 and 10. Here again, the motor 1 first accelerates and then intentionally decelerates so that the position is precisely locked before reaching the retraction end stopper by the second brake unit 10.

[0031] After the latch bolts 8a and 8b are positioned in the latched position, the locking mechanism is activated. These locking mechanisms are configured to include spring-biased locking pins 35a and 35b or spring-biased cam locks 33a and 33b (see Figure 3), which are connected to the shaft of the locking actuator 29 and positioned perpendicular to the hollow screw shafts 22a and 22b (see Figure 3). The spring-biased locking pins 35a and 35b, as illustrated in the embodiment of Figure 1, are movable perpendicular to the latch bolts 8a and 8b and are configured to lock the latch bolts 8a and 8b by engaging with the rear ends of the latch bolts 8a and 8b in the latched position. The system 100 may have redundancy with respect to the locking mechanism to provide an additional level of safety. For example, if the first mechanism fails to operate properly due to a malfunction or mechanical play problem, the second mechanism can reliably hold the latch bolts 8a and 8b in the fixed position. As shown in the embodiment of Figure 1, the locking mechanism includes lock position sensors 15a, 15b configured to detect either the locked or unlocked position of the locking pins 35a, 35b. The sensors provide a clear digital signal to the control unit, allowing the state (locked or unlocked) to be monitored in real time. In the embodiment of Figure 3, which illustrates an alternative or auxiliary use of the spring-biased cam locks 33a, 33b, the lock position sensors 15a, 15b detect whether the cams 34a, 34b are properly engaged in the intended locked position, thereby contributing to alternative or redundant protective monitoring of the locking process.

[0032] Figure 2 is a further schematic diagram showing one aspect of the actuation and latching system 100 according to an embodiment of the present invention. Figure 1 shows a central drive unit 101 comprising a motor 1 that is either hydraulic, electric, or hybrid, which transmits driving force to two separate drive shaft paths via a differential gear 2, with two drive shafts 3 and 4 each controlling different functions of the actuation and latching system 100. The motor 1 supplies and transmits driving force to the differential gear 2. The differential gear 2 is a core element of the drive train 102 and simultaneously distributes the torque generated by the motor 1 through two independent outputs. Within the drive unit 101, the torque is distributed via the differential gear 2. A first gearbox 16 configured as a bevel gearbox ensures synchronous power transmission to the first shaft 3, which leads to the latching unit 7. The second drive shaft 4, which drives the end actuation unit 9, is driven via a second gearbox 21. This makes it possible to operate both the latch operation and the movement of the wingtip 11 using the same motor 1.

[0033] The first output is delivered to the latch unit 7 via the first drive shaft 3. In the latch unit 7, the latch bolts 8a and 8b are actuated and engage with the lug stack 14 of the hinge lever 5, latching the wingtip 11 to the deployed position. The second output of the differential gearbox 2 transmits torque to the tip actuation unit 9 via the second drive shaft 4, which enables the deployment and retraction of the wingtip 11 via a gear-driven rotary actuator 37 (not shown) equipped with a fourth gearbox 36. Figure 2 shows the configuration of the internal gear unit 17 located within the latch unit 7, which allows the second drive shaft 4 to pass through the latch unit 7 and is positioned on the same plane as the drive unit 101 and the tip actuation unit 9. The second drive shaft 4 is divided into two independent shaft sections 4a and 4b. The internal gearbox 17 within the latch unit 7 is incorporated between these shaft sections 4a and 4b. The internal gear unit 17 includes a helical gear 25 positioned perpendicular to the hollow screw shaft 22b. The helical gear 25 connects two shaft sections 4a and 4b and is positioned perpendicular to the first bevel gear 26 and second bevel gear 27 provided on them, and concentrically with the hollow screw shaft 22b of the latch unit 7. Torque is guided via the first and second bevel gears 26 and 27, which are arranged to mesh with the helical gear 25, and transmitted to the tip actuation unit 9.

[0034] Figure 3 shows a longitudinal section of the latch unit 7 in the system 100 according to an embodiment of the present invention, which is provided on the fixed wing section 12. Figure 3 shows how torque from the motor 1 is transmitted from the first drive shaft 3, which receives torque from the motor 1 via the differential gear 2, to the latch actuators 19a and 19b via a connecting member 20 that connects the opposing ends of the hollow screw shafts 22a and 22b. Inside the latch unit 7, torque is distributed via a concentrically arranged third gearbox 18, thereby supplying torque to the two connected latch actuators 19a and 19b in a synchronous manner. Each latch actuator 19a and 19b is equipped with hollow screw shafts 22a and 22b designed to rotate the corresponding latch bolts 8a and 8b axially to a predetermined position within the lug stack 14 of the hinge lever 5 extending into the latch unit 7. As the hollow screw shafts 22a and 22b rotate, the rotational motion via the threaded rods 23a and 23b located inside the hollow screw shafts causes the latch bolts 8a and 8b to move in the opposite direction, inserting them into the lug stack 14 of the hinge lever 5, thereby achieving secure mechanical engagement and latching the wingtip 11. Each latch actuator 19a and 19b in this embodiment is equipped with a locking mechanism having spring-biased cam locks 33a and 33b, which are connected to a shaft-shaped lock actuator 29 extending between the cam locks 33a and 33b. The cam locks 33a and 33b are positioned perpendicular to the hollow screw shafts 22a and 22b, and the cams 34a and 34b are configured to lock the latch bolts 8a and 8b after latching. Specifically, the rotatable cams 34a and 34b are locked by rotating them to the locked position on the hollow screw shafts 22a and 22b. Furthermore, a second locking mechanism may be provided, which is movable vertically to the latch bolts 8a and 8b and configured to lock each latch bolt 8a and 8b in the latched position after latching. The locking mechanism includes lock position sensors 15a and 15b attached to the cam locks 33a and 33b. In addition, latch position sensors 41a and 41b adjacent to the latch bolts 8a and 8b are provided as additional sensor means for monitoring the latching process.

[0035] The configuration shown in Figure 3 also illustrates how the third gearbox 18, which functions as a link between the first drive shaft 3 and the hollow screw shafts 22a and 22b of the latch actuators 19a and 19b, ensures that both latch bolts 8a and 8b operate synchronously via the connecting member 20. This enables synchronous latching of the wingtip 11 in the fixed wing section 12. Tolerances and displacements within the latch unit 7 are also taken into consideration, resulting in a robust and error-free drive path design.

[0036] Figure 4 shows a perspective cross-sectional view of the latch unit 7 in system 100 according to another embodiment of the present invention, illustrating another aspect of system 100. The focus of this figure is a transmission device 24, also called a crossover device, which allows the second drive shaft 4 to pass through the latch unit 7 via an internal gear unit 17. The transmission device 24 is integrated within the latch unit 7 and changes the direction of the driving force transmitted from the differential gear 2 through the second drive shaft 4 having a first shaft portion 4a and a second shaft portion 4b. For this purpose, the internal gear unit 17 of the transmission device 24 changes the direction of the torque while simultaneously establishing a mechanical connection between the shaft portions 4a, 4b and the tip actuation unit 9. In the configuration shown in Figure 4, a first bevel gear 26 is connected to the first shaft portion 4a of the second drive shaft 4 on one side of the transmission device 24, and on the opposite side, a second bevel gear 27 transmits power towards the tip actuation unit 9 via the second shaft portion 4b of the second drive shaft 4. The spline couplings 28a and 28b on the input and output sides of the transmission device 24 enable rapid and precise assembly and allow for adjustment of manufacturing tolerances, which are particularly important in variable loads on the blade structure. This ensures that even if spatial displacement occurs within the latch unit 7, the second drive shaft 4 is always correctly aligned and reliably guided to the tip actuation unit 9 without power loss. In summary, Figure 4 shows that the transmission device 24 functions as a core element of the latch unit 7 by guiding the second drive shaft 4 through the latch unit 7 via the internal gear unit 17 and spline couplings 28a and 28b.

[0037] Figure 5 schematically shows an aircraft 200 according to an embodiment of the present invention. The aircraft 200 comprises wings 201a and 201b. The wings 201a and 201b comprise a fixed wing section 12 attached to the fuselage 202 and foldable wingtips 11. The foldable wingtips 11 are movable relative to the fixed wing section 12 between a flight configuration used during flight and a ground configuration used during ground operations, as shown in Figure 5. In the ground configuration, the wingtips 11 are moved (typically rotated) relative to the fixed wing section 12, reducing the wingspan of the wings 201a and 201b. This allows the aircraft 200 to enjoy the advantage of a larger wingspan during flight while complying with airport operating regulations. The actuation and latching system 100 according to the present invention is installed within each wing 201a and 201b and adapts to spatial constraints in the wing design by reducing the number of elements in the system 100, thereby reducing the required space and system complexity. This reduces weight and makes it easier to assemble the aircraft wings 201a and 201b.

[0038] Figure 6 shows a flowchart of method M for deploying the wingtip 11 using the system 100 according to the present invention. In the first step M0, the first brake unit 6 of the first drive shaft 3, which is mainly connected to the latch mechanism of the latch unit 7, is activated, while the second brake unit 10 of the second drive shaft 4, which controls the tip actuation unit 9, is deactivated. This allows only the tip actuation unit 9 to be released first, making it possible to operate the wingtip 11 under control. In the next step M1, an appropriate impulse is transmitted to the tip actuation unit 9, and the wingtip 11 moves from the stowed position to the deployed position. Precise control by the drive unit 101 ensures smooth and controlled movement and minimizes mechanical vibration. After almost reaching the desired position, a switchover occurs in step M2, where the second brake unit 10 of the second drive shaft 4 is activated, while the first brake unit 6 of the first drive shaft 3 is deactivated. This concentrates the drive thrust on the latch unit 7, and the latching process begins. When the drive force is applied to the latch unit 7, the latch bolts 8a and 8b are positioned in the lug stack 14 of the hinge lever 5 in step M3. This process is precisely executed by the simultaneous use of built-in latch actuators 19a and 19b and mechanical components such as hollow screw shafts 22a and 22b and latching means. Once the latch bolts 8a and 8b are latched in place, the latch position sensors 41a and 41b provide a clear signal to the control unit 13 in step M4. Based on this feedback, the first brake unit 6 of the first drive shaft 3 is reactivated to finally lock the latch position. Finally, the motor 1 of the drive unit 101 (whether hydraulic or electric) is stopped again in step M5. This method integrates the deployment and latching processes into a single continuous operation. By switching the brake units 6 and 10 between the two drive shafts 3 and 4, it is possible to control which part of the system is operating, thereby minimizing the risk of uncontrolled movement and ensuring safe state transitions. Since only a single motor 1 is used to perform both functions (end actuation and latching), the number of required parts is significantly reduced.This results in weight reduction, cost savings, and simplified assembly and maintenance processes. The combination of sensor feedback (e.g., via lock position sensors 15a, 15b, latch position sensors 41a, 41b, latch drive position sensor 32a, tip drive position sensor 32b, and hinge position sensor 40) and intentional brake switching enables redundant and precise monitoring of the folded and latched states. This allows for early detection of faults and the implementation of safety measures before critical situations occur. By individually controlling the two drive shafts 3 and 4 and applying brake units 6 and 10, torque is optimally transmitted to each function. This ensures that the wingtips 11 deploy and latch securely without load transfer.

[0039] In the detailed description above, various features are grouped into one or more examples for the purpose of concise disclosure. It should be understood that the above description is illustrative and not limiting. It is intended to include all alternatives, modifications, and equivalents. Those skilled in the art will readily understand many other examples by examining the above specification. The embodiments are selected and described in order to best illustrate the principles of the invention and its practical applications, thereby enabling those skilled in the art to make the most of the invention and its various embodiments, while making various modifications suitable for specific intended uses. [Explanation of Symbols]

[0040] 1 motor 2 Differential gear 3. First drive shaft 4. Second drive shaft 4a, 4b Shaft section 5. Hinge Lever 6. First Brake Unit 7. Latch Unit 8a, 8b Latch bolts 9. Tip operating unit 10. Second brake unit 11 wingtips 12 Fixed wing section 13 Control Unit 14 Rag Stack 15a, 15b Lock position sensor 16. First gearbox 17 Internal Gearbox Unit 18. Third gearbox 19a, 19b Latch Actuator 20 connection elements 21. Second gearbox 22a, 22b Hollow screw shaft 23a, 23b threaded rod 24 Transmission device 25 Helical Gear Unit 26 First bevel gear 27. Second bevel gear 28a, 28b Spline coupling 29 Lock Actuator 30 Hinge shafts 31 Valve block 32a Tip drive position sensor 32b Latch drive position sensor 33a, 33b Camlock 34a, 34b cam 35a, 35b Locking pins 36. Fourth gearbox 37. Gear-driven rotary actuator 38a, 38b Power Stage 39 Safety Brake 40 Hinge position sensor 41a, 41b Latch position sensor 100 Actuation and Latching Systems 101 Drive Unit 102 Drivetrain 200 aircraft 201a,201b Wings 202 Fuselage L Long axis M method M0-M5 Method Steps

Claims

1. An operating and latching system (100) for the wings (201a, 201b) of an aircraft, comprising a fixed wing section (12) and a wingtip (11) that is foldable relative to the fixed wing section (12) around a hinge axis (30) that is aligned perpendicularly to the longitudinal axis (L) of the aircraft wings (201a, 201b), - At least one tip actuation unit (9) equipped with a hinge lever (5) that provides an interface between the fixed wing section (12) and the foldable wingtip (11), - A latch unit (7) disposed within the fixed wing portion (12), wherein the latch unit (7) comprises two latch bolts (8a, 8b) that are movable in both directions parallel to the hinge axis (30), and the latch bolts (8a, 8b) are engageable with the hinge lever (5) extending into the latch unit (7), - A drive unit (101) is located within the fixed wing section (12) on the axial downstream side of the latch unit (7), and the drive unit (101) has at least a first drive shaft (3) connected to the latch unit (7) and a second drive shaft (4) that penetrates the latch unit (7) and is connected to the tip operating unit (9), - A control unit (13) for controlling the drive unit (101), An operating and latching system (100) comprising the following:

2. The actuation and latching system (100) according to claim 1, wherein the drive unit (101) comprises a hydraulic motor (1) having a valve block (31) and a control unit (13), and / or an electric motor (1) having motor control electronic equipment.

3. The actuation and latching system (100) according to claim 1 or 2, wherein the first drive shaft (3) and the second drive shaft (4) each include brake units (6, 10) disposed within or adjacent to the drive unit (101).

4. The actuation and latching system (100) according to any one of claims 1 to 3, wherein the drive unit (101) comprises a differential gear (2) that enables torque distribution between the first drive shaft (3) and the second drive shaft (4), and the differential gear (2) preferably comprises an overload protection device comprising, in particular, one of a slip clutch and a torque limiter.

5. The operating and latching system (100) according to any one of claims 1 to 4, wherein the latch unit (7) comprises at least two latch actuators (19a, 19b) having hollow screw shafts (22a, 22b) connected to the latch bolts (8a, 8b), and the hollow screw shafts (22a, 22b) are configured to rotate the hollow screw shafts (22a, 22b) to drive the latch bolts (8a, 8b) axially in and out of the latch position on the hinge lever (5).

6. The operating and latching system (100) according to claim 5, wherein each of the latch actuators (19a, 19b) is connected to a lock actuator (29) and comprises a first locking mechanism having a spring-biased cam lock (33a, 33b) positioned perpendicular to the hollow screw shafts (22a, 22b), wherein the spring-biased cam lock (33a, 33b) is configured to lock the latch bolts (8a, 8b) by rotating a rotatable cam (34a, 34b) to a locked position on the hollow screw shafts (22a, 22b), and / or comprises a second locking mechanism having a spring-biased lock bolt (35a, 35b) movable in a direction perpendicular to the latch bolts (8a, 8b), and each of the locking mechanisms is configured to lock the latch bolts (8a, 8b) to the latch position.

7. The actuation and latching system (100) according to claim 6, wherein each of the first locking mechanism and the second locking mechanism comprises at least one locking position sensor (15a, 15b) configured to detect the locked position and the unlocked position of the cam lock (34) and / or the locking bolt (35).

8. An operating and latching system (100) according to any one of claims 1 to 7, wherein the second drive shaft (4) comprises a first shaft portion (4a) extending between the drive unit (101) and the latch unit (7) and a second shaft portion (4b) extending between the latch unit (7) and the tip operating unit (9), and an internal gear unit (17) is provided on the latch unit (7), the internal gear unit (17) comprising a helical gear (25) concentrically arranged with the latch actuators (19a, 19b) and configured to mesh with bevel gears (26, 27) on each of the first shaft portion (4a) and the second shaft portion (4b) that are in contact with the internal gear unit (17).

9. The actuation and latching system (100) according to any one of claims 1 to 8, wherein the tip actuation unit (9) is provided with at least one geared rotary actuator (37) having at least one mounting element attached to the fixed wing section (12), at least one, preferably at least two, hinged output levers (5) connected to the foldable wingtip (11), and at least two independent power stages (38) connected by a through shaft, and a third gearbox (36) connectable to the first end of the through shaft and meshing with a bevel gear of the second drive shaft (4), and the tip actuation unit (9) is configured to move the wingtip (11) from a retracted position to an extended position or vice versa.

10. The actuation and latching system (100) according to claim 9, wherein the tip actuation unit (9) comprises at least one safety brake (39) attached to the second end of the through shaft, the safety brake (39) being configured in particular as a friction disc brake or a toe-clutch brake that enables dynamic braking.

11. An operating and latching system (100) according to any one of claims 1 to 10, wherein a hinge position sensor (40) is provided on the hinge shaft (30).

12. An operating and latching system (100) according to any one of claims 1 to 11, wherein a latch drive position sensor (32a) is provided on the first drive shaft (3) and a tip drive position sensor (32b) is provided on the second drive shaft (4).

13. A method for deploying the foldable wingtip (11) of an aircraft wing (201a, 201b) equipped with an actuation and latching system (100) according to any one of claims 1 to 12, from a stowed position to an extended position, - Engaging the first brake unit (6) of the first drive shaft (3) and disengaging the second brake unit (10) of the second drive shaft (4), - To drive the tip operating unit (9) to move the foldable wingtip (11) from the stowed position to the deployed position, - Engaging the second brake unit (10) of the second drive shaft (4) and disengaging the first brake unit (6) of the first drive shaft (3), - To drive the latch unit (7) and move the latch bolts (8a, 8b) to the hinge lever (5), in particular into the lugs or lug stacks (14) provided therein, - After receiving latch position signals from the latch drive position sensor (32a) in the control unit (13) and / or the lock position sensors (15a, 15b) of the locking mechanism of the latch bolts (8a, 8b), the first brake unit (6) of the first drive shaft (3) is engaged. - To shut off the power to the hydraulic or electric motor (1), A method that includes this.

14. An aircraft wing (201a, 201b) having a fixed wing section (12) and a wingtip (11) that is foldable relative to the fixed wing section (12), comprising an operating and latching system (100) according to any one of claims 1 to 12.

15. An aircraft (200) having the wings (201a, b) of an aircraft as described in claim 14.

Images