Latch unit in the wing of an aircraft having a foldable wingtip, aircraft wing and aircraft having such wing

Abstract

The present invention provides a latch unit having a wingtip that can be folded relative to a fixed wing section, an aircraft wing, and an aircraft having such a wing. [Solution] A latch unit for the wings 201a, 201b of an aircraft having fixed wing sections 202a, 202b and wingtips 204a, 204b that can be folded around a hinge axis, comprising a first latch actuator connected to a first latch bolt and a second latch actuator connected to a second latch bolt, both of which are driven by a drive unit located within the fixed wing section, and configured to lock or unlock a hinge lever, the latch actuator having a threaded rod extending in opposite directions from adjacent ends and a hollow screw shaft that engages with a threaded member provided at the end of each latch bolt, and the latch bolt is movable in opposite axial directions toward a locked position or an unlocked position by rotation of the threaded rod.

Description

Technical Field

[0001] The present invention relates to a latch unit for an aircraft wing having a fixed wing portion and a wing tip portion foldable relative to the fixed wing portion, an aircraft wing, and an aircraft having such a wing.

Background Art

[0002] The invention and the underlying problem thereof are described in more detail in relation to aircraft, but can be used in many applications. However, the described apparatus and method can likewise be used in vehicles in all fields of the transport industry, such as road vehicles, rail vehicles, waterborne vessels, and other installation environments.

[0003] There is a trend toward larger passenger aircraft and improved performance efficiency (e.g., reduced fuel consumption), and a corresponding increase in wingspan is desired. However, due to airport operational rules (rules that stipulate various clearances required for maneuvering within the airport, such as wingspan and ground clearance required for gate access and safe taxiway use), the maximum wingspan of an aircraft is effectively limited.

[0004] To solve this problem, it is known to provide passenger aircraft with foldable wings. A foldable wing typically includes an inner region and an outer region, and the outer region is movable relative to the inner region between a) a flight configuration used during flight and b) a ground configuration used during ground operations. In the ground configuration, the outer region is moved (usually rotated) relative to the inner region, and the wingspan is reduced. As a result, the aircraft can enjoy the benefits of a larger wingspan during flight while complying with airport operational rules. Some systems use separate actuators for the latching function and the tip actuation function, that is, for folding the wing tip. In some of these systems, a separate motor is used for latching the wing tip. Thus, these assemblies consume a large amount of space in the wing region, also referred to as the fixed wing box, where space is very limited.

Summary of the Invention

[0005] Given this background, the objective of the present invention is to reduce the structural complexity of latch units in aircraft wings and the space requirements in the wing region.

[0006] This objective is achieved by a latch unit having the features of claim 1, 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, a latch unit is provided for the wing of an aircraft having a fixed wing section and a hinged wingtip section that is foldable around a hinge axis. The latch unit comprises a first latch actuator driven by a drive unit located in the fixed wing section and connected to a first latch bolt, and a second latch actuator connected to a second latch bolt, wherein both latch bolts are configured to latch or unlock a hinge lever extending into the latch unit, and the latch actuators have a hollow screw shaft and a threaded rod extending in opposite directions from adjacent ends of the hollow screw shaft and engaging with threaded members provided at the ends of each latch bolt, and the latch bolts are movable in opposite axial directions to a latched position or an unlocked position by rotation of the threaded rod. An advantage of the latch unit described later is that the latch unit is driven by a single latch drive shaft connected to the first latch actuator, which converts rotational motion within the second latch actuator, enabling axial movement of the two latch bolts. Therefore, the latch unit of the present invention is short in length and allows the unit to be installed in a smaller spatial area within the wing structure. The hollow screw shaft is designed to drive the screw while simultaneously bearing its axial load. When installed on an aircraft wing, the latch unit is aligned with a predetermined hinge line of the wing and is positioned coplanar with the hinge line in the fixed wing section. Depending on the configuration and structural design of the aircraft wing, the latch unit can also be positioned at a certain angle to the hinge line, perpendicular or substantially perpendicular to the longitudinal axis of the wing, or parallel or substantially parallel to the fuselage.

[0008] Another aspect of the present invention relates to an aircraft wing having a fixed wing section and hinged, foldable wingtips, wherein the latch unit according to the present invention is provided. The concept of the present invention is to utilize a larger wingspan during flight while folding the wingtips on the ground to comply with airport regulations. By employing the latch unit of the present invention in an aircraft wing, mechanical complexity is reduced, reliability and operational safety are improved, and the space occupied within the wing structure is reduced, allowing the unit to be installed in a smaller space.

[0009] Another aspect of the present invention relates to an aircraft equipped with an aircraft wing according to the present invention. The wing comprises a fixed main wing section and hinged, foldable wingtips controlled by an end actuation unit. 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, with a latching unit ensuring secure latching of the wingtips while they are moving from a stowed position to an deployed position, or when the wingtips are folded in the stowed position while the aircraft is parked.

[0010] Advantageous embodiments and further developments will become apparent from the description with reference to the dependent claims and drawings.

[0011] In one embodiment of the latch unit, each latch actuator is housed in an independent housing, which is fixed to longitudinally extending lugs (LUGs) of the fixed wing section, facing each other. The advantage of this embodiment is that it does not require establishing a rigid connection between the two latch actuators positioned on the latch line between the fixed lugs. Specifically, the first latch actuator is rigidly bolted to the leading wing lug, and the second latch actuator to the trailing wing lug, or vice versa. This prevents wing deflection at each lug when the wing hinge structure is subjected to loads during flight or on the ground from impacting the latch unit, allowing for compensation on either side without damaging the entire unit.

[0012] According to embodiments of the present invention, the hollow screw shaft is supported by a thrust bearing positioned axially spaced between the inner circumferential wall of the housing and the outer circumferential surface of the hollow screw shaft. The hollow screw shaft is designed to drive the screw while simultaneously bearing its axial load. In the latch unit of the present invention, these functions are provided within the minimum length of the actuator, which is essentially defined by the stroke of the latch bolt. The advantage of this embodiment is that, because the thrust bearing supports the outside of the hollow screw shaft, the drive connection to the screw is very short, allowing the latch unit to be installed within the limited available space in a fixed wing section or wing box. Here, the bearing is sized so that the hollow screw shaft assembly passes through the inner diameter of the bearing, thereby optimizing the overall length of the actuator.

[0013] In another embodiment of the present invention, a latch drive shaft is provided to drive a latch actuator, and this latch drive shaft is connected to a drive unit. In this connection, it is preferable that the latch drive shaft is connected to a bevel gearbox provided on the first latch actuator. The advantage of this configuration is that only one of the latch actuators needs to be equipped with a drive mechanism also called a latch-down drive, and this drive mechanism is connected to the drive unit by the latch drive shaft. In this configuration, the hollow screw shaft of the corresponding latch actuator is driven by the drive unit, and the drive unit can control the screw position in the hollow screw shaft and can also restrain the latch actuator or screw shaft with a brake.

[0014] According to another embodiment of the present invention, to drive the second latch actuator, the second latch actuator is connected to the first latch actuator by a connecting member positioned between the adjacent ends of the first and second latch actuators, particularly between their hollow screw shafts. In a preferred further development, the connecting member comprises a first spline connected to a second spline provided at the end of the hollow screw shaft of the latch actuator protruding into the connecting member. The first spline is particularly designed as a crown spline, and the second spline is preferably designed as a female spline, or vice versa. This embodiment establishes a drive connection between the latch actuators, allowing the second latch actuator to be driven via the first latch actuator, which is driven by a drive unit. Thus, the connecting member connects the hollow screw shafts of both latch actuators. The spline arrangement has the advantage that the connecting member allows deflection between the two latch actuators during the latching process in flight and on the ground. This is achieved particularly by the crown spline in the connecting member and the female spline at the end of the hollow screw shaft extending into the connecting member.

[0015] According to another embodiment of the present invention, the threaded rod is configured as a ball screw, a roller screw, or a trapezoidal screw. This allows the latch unit to be adapted according to the load to be generated by the latch mechanism and the available space. A threaded rod with a ball screw, roller screw, or trapezoidal screw is a mechanical drive system that converts rotational motion into linear motion within the latch unit. Ball screws use circulating ball bearings to reduce friction and achieve high efficiency and precision, while roller screws use threaded rollers instead of balls, enabling higher load capacity and durability. Trapezoidal screws, also called ACME screws, based on a standardized screw shape, feature a trapezoidal thread profile and offer robustness and self-locking properties.

[0016] According to another embodiment of the present invention, an end actuation drive shaft for driving an end actuation unit in combination with a drive unit is provided passing through a latch unit, and the end actuation drive shaft has 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 end actuation unit of the end actuation and latch system, and a bevel gear unit is provided on the first or second latch actuator, and the bevel gear unit has bevel gears configured to mesh with bevel gears on the first shaft portion and the second shaft portion, which are concentric with the latch actuator and in contact with the bevel gear unit. This two-part configuration of the end actuation drive shaft, sometimes also called a crossover device, combined with the bevel gear unit incorporated into the latch actuator, ensures precise synchronization of mechanical drive impulses, reduces mechanical losses, and minimizes play in the connecting members. The bevel gear unit housed within the latch unit offers significant space savings, particularly in the limited space of an aircraft, as it allows the tip actuating drive shaft to pass through the latch unit without requiring an additional gear mechanism to bypass it in the assembled state. This supports a compact design and in-line integration of the drive unit, latch unit, and tip actuating unit.

[0017] According to another embodiment of the present invention, a latch drive shaft is connected to a first brake unit acting on the latch drive shaft, and a tip actuating drive shaft is connected to a second brake unit acting on the tip actuating drive shaft, with these brake units located within or near the drive unit. The integration of brake units to each drive shaft allows for the selective isolation of specific functional sections during operation. For example, when the wingtip moves to the deployed configuration, the brake mechanism on the latch drive shaft is activated, while the tip actuating drive shaft is released to allow the wingtip to move. Conversely, when the wingtip is latched, the brake on the tip actuating drive shaft is activated to prevent unwanted movement. Such targeted control is crucial to ensure the system is in a predetermined operating state and to avoid unwanted reverse drive. By locating the brake units within or near the drive unit, the distance between the drive source and the brake mechanism is reduced. This results in faster response times, which are particularly important during dynamic load changes in the folding and unfolding processes. Independent control of the brakes on each drive shaft enables rapid switching between latching and acting functions, improving the positioning accuracy and operability of the hinged wingtips. Immediate brake application, particularly during transitions between flight and ground configurations, prevents uncontrolled movement and reduces the risk of component damage. Placing the brake units close to the drive units minimizes wiring and assembly work, resulting in a more robust and maintainable design.

[0018] According to another embodiment of the present invention, each latch actuator is provided with at least one locking mechanism, in particular comprising a spring-biased cam lock positioned perpendicular to the hollow screw shaft, the cam lock being configured to lock the latch bolt when it has moved to the latched position by rotating a rotatable cam to a position behind the latch bolt, and / or comprising a spring-biased lock pin positioned perpendicular to the hollow screw shaft, the lock pin being configured to lock the latch bolt when it has moved to the latched position by engaging behind the end of the latch bolt. Each locking mechanism is preferably located near the boundary between each latch actuator and the fixed wing section or wingbox, and consequently the wing's airframe structure. The locking mechanism has the effect of preventing the latch bolt from moving in the unlocking direction when the latch bolt is fully latched during flight. This is achieved by rotating each cam behind the fully extended latch bolt and / or by radially moving the lock pin to a position behind the end of the latch bolt. As a further development, the locking mechanism can be driven independently by a lock actuator driven by a lock actuator drive unit. In another embodiment, the locking mechanism is interconnected by a lock actuator shaft that extends parallel to the hollow screw shaft. In this configuration, the interconnected locking mechanism can be simultaneously driven by a lock actuator drive unit via the lock actuator shaft.

[0019] In a preferred embodiment, the locking mechanism is provided with at least one lock position sensor for detecting the position and / or presence (health) of the cam lock and / or lock pin. In yet another embodiment, at least one latch position sensor is provided, configured to detect at least one of the position and / or presence (health) of the threaded rod and / or latch bolt. The lock actuator is preferably actuated by a lever mechanism driven by a lock actuator drive unit. Advantageously, each locking mechanism is configured such that a mechanical failure of the cam and / or pin triggers a sensor anomaly and is reported as a failure. A spring-biased locking mechanism offers the advantage that a spring always presses the cam and / or pin into the locked position. Thus, the aforementioned lock actuator acts only in the release direction and is powered only to release the locking mechanism. When de-energized, the lock actuator and the connected cam lock and / or lock pin are pushed back into the locked position by spring bias. This configuration ensures that the latching function is not released even if a mechanical failure of the locking actuation mechanism occurs during flight. Specifically, when the locking mechanism is installed on the latch actuator, it is designed so that a mechanical failure of the housing or attachment to the machine body does not lead to a loss of latching function of the latch bolt. This can be achieved by employing a redundant load path design between the locking mechanism and the machine body interface. A locking mechanism with a cam lock may have two cams installed in parallel within each locking mechanism. Each cam has its own support, and rotational motion from one cam to the other is transmitted through a coupling located at the tip of the cam. If one cam fails due to damage, rotational motion is not transmitted to the other, and the position sensor will no longer detect any further movement. The latch position sensor provided in the embodiment of the present invention is installed on or near the actuator housing, thereby minimizing the number of required installation interfaces, parts, and wiring work. Advantageously, the installation of the latch position sensor is connected to the threaded member of the hollow screw shaft of the latch bolt.To enable monitoring of the latch bolt's presence (health), a threaded member is fixedly connected to the distal end of the latch bolt. In this embodiment, a separate structural component is installed inside the hollow latch bolt. This structural component is fixed to the distal end of the latch bolt and has a threaded member at its opposite end. The structural component allows the threaded rod to pass through when the latch bolt retracts to the un-latched position. If the latch bolt breaks, seizes, or falls out, the latch bolt extends to the latched position, separating the drive bolt tip, the detached piece of the latch bolt, and / or the threaded member, enabling fault detection by the latch position sensor. The sensor provides a clear digital signal to the control unit, allowing real-time monitoring of the fully latched or fully unlatched state.

[0020] The dual sensor arrangement ensures the structural integrity of the latch bolt. This offers the advantage of redundant or auxiliary detection of integrity and correct engagement to the intended latch position. Each sensor can determine, even during operation, whether the cam lock or lock pin is properly secured or whether there is a fault that could lead to improper locking. Monitoring both mechanisms with sensors has the advantage of creating a redundant safety layer. If a sensor malfunctions or outputs a false signal, parallel monitoring by the other sensor enables early fault diagnosis and, if necessary, automatic activation of safety measures through a central control unit, etc. It is also possible to optionally install a proximity sensor near the tip of the latch bolt to monitor the full latch position. [Brief explanation of the drawing]

[0021] The present invention will be described in detail below with reference to embodiments shown in the accompanying drawings.

[0022] [Figure 1] This is a longitudinal cross-sectional view showing a latch unit in a system according to an embodiment of the present invention. [Figure 2] This is a perspective view of the latching mechanism of a latch unit according to another embodiment of the present invention, in the latched and locked position. [Figure 3] It is a perspective view of a lock mechanism of a latch unit according to another embodiment of the present invention at an unlocked position. [Figure 4] It is a diagram schematically showing an aircraft according to an embodiment of the present invention. [Modes for Carrying Out the Invention]

[0023] The accompanying drawings are included to provide further understanding of the present invention, and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments of the present invention, and together with the detailed description, serve to 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 those skilled in the art by reference to the detailed description. The elements of the drawings are not necessarily to scale relative to each other. In the figures, unless otherwise specified, the same reference numerals denote the same or functionally equivalent components.

[0024] While specific embodiments have been illustrated and described herein, those skilled in the art will recognize that various alternative and / or equivalent embodiments may be substituted for the specific embodiments shown and described without departing from the scope of the present invention. In general, this application is intended to cover any adaptations or variations of the specific embodiments discussed herein.

[0025] In the drawings, identical elements, features, and components that have the same functions and the same effects are each assigned the same reference numerals unless otherwise specified.

[0026] Figure 1 shows a cross-sectional view of a latch unit 1 according to an embodiment of the present invention. Figure 1 shows how torque is transmitted from the latch drive shaft 2, which receives torque from the drive unit via a differential gear (not shown), to the first latch actuator 3a via a bevel gearbox 4. Each latch actuator 3a, 3b is housed in an independent housing 18a, 18b fixed opposite to each other to lugs 9 extending in the longitudinal direction of the wingbox 20. Rigid connection between the two latch actuators 3a, 3b, which are positioned on the latch line LL between the lugs 9, is avoided. Either one of the latch actuators 3a, 3b is rigidly connected by bolts to the lug 9 on the leading side of the wing, and the other to the lug 9 on the trailing side of the wing, or vice versa. When a load is applied to the hinge structure of the wingtips 204a, 204b (Figure 4) during flight or on the ground, the deformation of the wing that occurs in each lug 9 does not affect the latch unit 1, thereby compensating on both sides without damaging the entire latch unit 1. The hollow screw shafts 6a, 6b are supported by thrust bearings 21 positioned axially between the inner circumferential walls of the housings 18a, 18b and the outer circumferential surfaces of the hollow screw shafts 6a, 6b. Inside the latch unit 1, torque is distributed via a connecting member 5 provided between the first and second latch actuators 3a, 3b and transmitted synchronously to both latch actuators 3a, 3b. Each latch actuator 3a, 3b is equipped with hollow screw shafts 6a, 6b designed to rotate the associated latch bolts 7a, 7b axially to their intended positions when driven by the drive unit. As the hollow screw shafts 6a, 6b rotate, the latch bolts 7a, 7b are moved in the opposite direction by rotational motion via threaded rods 8a, 8b that are located within the hollow screw shafts 6a, 6b and extend through threaded portions 24a, 24b located at the ends 25a, 25b of the latch bolts 7a, 7b.Thereby, the latch bolts 7a, 7b are moved into the lug stack 19 of the hinge lever 10 actuated by a tip actuation unit (not shown), and are inserted into the latch unit 1, whereby reliable mechanical engagement and latching of the deployed wing tip 202 is achieved via the latched lug stack 19 provided at the end of the hinge lever 10. By reverse rotation, the latch bolts 7a, 7b move out of the latching position, and the tip actuation unit (not shown) actuates the hinge lever 10 about the hinge axis to move it away from the latch unit 1, thereby enabling the hinged wing tips 204a, 204b (see FIG. 4) to rotate. Each of the latch actuators 3a, 3b, in the illustrated embodiment, comprises a locking mechanism 11 in which a spring-biased cam lock 12 for simultaneously actuating both locking mechanisms 11 is coupled to a lock actuator shaft 14. Although not shown in FIG. 1, embodiments in which the locking mechanisms 11 are actuated independently are also encompassed. The lock actuator shaft 14 is actuated by a lever mechanism (not shown), and is driven by a lock actuator drive unit that is attached to the drive unit or arranged separately from the drive unit. The spring-biased locking mechanism 11 always biases the cam 13 to the locking position. The lock actuator shaft 14 acts only in the release direction and receives power only to release the locking mechanism 11. When no power is applied, the lock actuator shaft 14 and the coupled cam lock 12 are pushed back to the locking position by spring biasing.

[0027] The cam lock 12 is arranged orthogonal to the hollow screw shafts 6a, 6b, and the cam lock 12 is configured to lock the latch bolts 7a, 7b in the latching position by rotating the rotatable cam 13 to the locking position at the hollow screw shafts 6a, 6b.

[0028] The configuration shown in Figure 1 illustrates how the connecting member 5 between actuators 3a and 3b ensures the synchronous operation of both latch bolts 7a and 7b. The connecting member 5 receives adjacent ends 15a and 15b of the first latch actuator 3a and the second latch actuator 3b. The connecting member 5 includes a first spline 16 designed as a crown spline, provided on each end 15a of the first and second latch actuators 3a and 3b protruding into the connecting member 5, and coupled to a second spline 17 designed as a female spline. As a result, a drive connection is established between the latch actuators 3a and 3b, making it possible to drive the second latch actuator 3b via the first latch actuator 3a, which is driven by a drive unit. The connecting member 5 connects the hollow screw shafts 6a and 6b of both latch actuators 3a and 3b. The connecting member 5 allows for relative displacement between the two latch actuators 3a and 3b during the latching process in flight and on the ground. In particular, this is achieved by the first spline 16 (crown spline) within the connecting member 5 and the second spline 17 (female spline) on the end 15a of the hollow screw shafts 6a and 6b of the latch actuators 3a and 3b that extend into the connecting member 5.

[0029] Figure 1 further shows how an end-actuator drive shaft 26 is provided, passing through the latch unit 1, to drive an end-actuator unit located downstream from the latch unit on the hinge axis of the foldable wingtips 204a, 204b (not shown). The end-actuator drive shaft 26 comprises a first shaft portion 26a extending between the end-actuator unit (not shown) and the latch unit 1, and a second shaft portion 26b extending between the latch unit 1 and the end-actuator unit of the end-actuator and latch system. A bevel gear unit 27 provided on the second latch actuator 3b is concentric with the second latch actuator 3b and comprises a bevel gear configured to mesh with bevel gears provided on the first shaft portion 26a and the second shaft portion 26b, respectively, which abut the bevel gear unit 27. The combination of the two-part split of the tip actuating drive shaft 26 and the integrated bevel gear unit 27 provided on the second latch actuator 3b, also called a crossover device, ensures precise synchronization of mechanical drive impulses, reduces mechanical losses, and minimizes play in the connecting members. The bevel gear unit 27 housed in the latch unit 1 saves space, and has the advantage of allowing the tip actuating drive shaft 26 to pass through the latch unit 1 without requiring an additional gear mechanism to bypass the latch unit 1 in the assembled state, especially in the limited space of an aircraft. This supports a compact design and in-line integration of the drive unit, latch unit 1, and tip actuating unit. In the embodiment shown in Figure 1, each latch actuator 3a, 3b is provided with a locking mechanism 11, each locking mechanism 11 comprising a spring-biased cam lock 12 positioned perpendicular to the hollow screw shafts 6a, 6b, these cam locks 12 are configured to lock the latch bolts 7a, 7b when they have moved to the latch position by rotating a rotatable cam 13 to a position behind the latch bolts 7a, 7b.Additionally or alternatively, the latch unit 1 may be provided with a second locking mechanism 11 comprising a spring-biased locking pin positioned perpendicular to the hollow screw shafts 6a, 6b, which is configured to lock the latch bolts 7a, 7b when they have moved to the latched position by engaging with the rear of the ends 25a, 25b of the latch bolts 7a, 7b. The locking mechanism 11 is preferably installed near the boundary between each latch actuator 3a, 3b and the fixed wing section 202a, 202b or wingbox 20, and consequently the frame of the aircraft wing 201a, 201b (see Figure 4). The locking mechanism 11 prevents the movement of the latch bolts 7a, 7b when they are fully latched for flight and prevents movement in the unlocking direction. In the embodiment shown in Figure 1, this is achieved by rotating each cam 13 behind the fully extended latch bolts 7a, 7b. In alternative or supplemental configurations, the locking pin is moved radially to a position behind the ends 25a, 25b of the latch bolts 7a, 7b. In the embodiment shown in Figure 1, the locking mechanisms 11 are interconnected by locking actuator shafts 14 that extend parallel to the hollow screw shafts 6a, 6b. In this configuration, the interconnected locking mechanisms 11 are simultaneously driven from a locking actuator drive unit via the locking actuator shafts 14.

[0030] The latch unit 1 includes a lock position sensor 22 and a latch position sensor 23, respectively, attached to the latch bolts 7a and 7b. Here, the lock position sensor 22 is attached to the lock mechanism 11 and is configured to detect the position and / or presence (health) of the lock pin in the cam lock 12 and / or alternative or complementary embodiments. The latch position sensor 23 is configured to detect at least one of the position and / or presence (health) of the threaded rods 8a and 8b and / or the latch bolts 7a and 7b. Each lock mechanism 11 is configured so that a mechanical failure of the cam 13 and / or pin causes a sensor abnormality in the lock position sensor 22 and is reported as a failure. The latch position sensor 23 is installed in or near the actuator housings 18a and 18b and enables monitoring of the presence (health) of the latch bolts 7a and 7b, as well as the partial or complete latch position, or failures occurring during latching.

[0031] Figure 2 is a schematic perspective view showing the locking mechanism 11 within the latch unit 1 according to the present invention in a latched and locked position. In the assembled state of the latch unit 1, each actuator 3a, 3b is provided with a locking mechanism 11. The locking mechanism 11 shown in Figure 2 comprises a spring-biased cam lock 12 positioned perpendicular to the hollow screw shaft 6a. The cam lock 12 is configured to lock the latch bolt 7a when it is moved to the latch position. In the latch position, the cam 13 is rotated to a position behind the end 25a of the latch bolt 7a. The locking mechanism 11 is installed near the boundary between the actuator 3a and the fixed wing section 202a or wingbox 20. In the embodiment shown in Figure 2, the latch bolt 7a is fully latched for flight, and the locking mechanism 11 prevents the latch bolt 7a from moving in the unlocking direction. This is achieved by rotating the cam 13 behind the fully extended latch bolt 7a. A lock position sensor 22 is provided in the locking mechanism 11 and is configured to detect the position of the cam 13. A latch position sensor 23 detects the boundary position between the threaded rod 8a and the latch bolt 7a. The lock actuator shaft 14, partially shown and connected to the cam 13, is actuated by a lever mechanism (not shown) driven by a lock actuator drive unit. The lock mechanism 11 is configured such that a mechanical failure of the cam 13 causes a sensor abnormality in the lock position sensor 22, which is then notified as a failure. In the spring-biased lock mechanism 11, a spring presses the cam 13 to the locked position. Therefore, the lock actuator shaft 14 acts only in the release direction and receives power only to release the lock mechanism 11. When there is no power, the cam 13 connected to the lock actuator shaft 14 is pushed back to the locked position by the spring bias.

[0032] Figure 3 is a schematic perspective view showing the unlocked position of the locking mechanism 11 in Figure 2 in the latch unit 1 according to the present invention. Elements described in relation to Figure 2 will not be described again. To unlock, the lock actuator shaft 14 connected to the cam 13 is actuated by a lever mechanism (not shown) driven by a lock actuator drive unit. When the lock actuator shaft 14 is driven, the spring of the spring-biased locking mechanism 11 is compressed, and at the same time the cam 13 rotates and disengages from the locked position behind the latch bolt 7a. In Figure 3, the lock actuator 14 operates in the release direction, and power is supplied to release the locking mechanism 11. When the power supply is stopped, the cam 13 connected to the lock actuator shaft 14 is pushed back to the locked position by the spring bias, as shown in Figure 2, and the cam 13 rotates to the position behind the latch bolt 7a. The lock position sensor 22 is provided in the lock mechanism 11 and is configured to detect the position of the cam 13 and control the operation and operation of the latch system. For example, if the latch bolt 7a does not reach the latch position and the cam 13 cannot engage in the locked position, or if the latch position sensor 23 detects a damaged or detached latch bolt 7a, the sensor is configured to shut off operation when a malfunction is detected within the latch unit 1.

[0033] Figure 4 schematically shows an aircraft 200 according to an embodiment of the present invention. The aircraft 200 comprises wings 201a, 201b. The wings 201a, 201b include fixed wing sections 202a, 202b attached to the fuselage 203 and foldable wingtips 204a, 203b. The foldable wingtips 204a, 204b are movable relative to the fixed wing sections 202a, 202b between a flight configuration for use during flight and a ground configuration (shown in Figure 4) for use during ground operations. In the ground configuration, the wingtips 204a, 204b are moved relative to the fixed wing sections 202a, 202b (usually by rotation), reducing the wingspan of the wings 201a, 201b. This allows the aircraft 200 to enjoy the advantage of a larger wingspan during flight while complying with airport operational regulations. The operating and locking system, comprising the latch unit 1 according to the present invention, is installed within each wing 201a, 201b along the hinge line LL, adapting to spatial constraints in the wing design by reducing the number of elements in the system, thereby reducing the required space and system complexity. This reduces weight and facilitates the assembly of the aircraft wings 201a, 201b.

[0034] In the detailed description above, various features are grouped into one or more examples or sets of examples for the sake of clarity of disclosure. It should be understood that the above description is illustrative and not limiting. It is intended to include all possible alternatives, modifications, and equivalents. Those skilled in the art will readily understand many other examples by examining the above specification. The examples are selected and described to best illustrate the principle 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]

[0035] 1 Latch Unit 2. Latch drive shaft 3a, 3b Latch Actuator 4 Bevel Gearbox 5 Connecting members 6a, 6b Hollow screw shaft 7a, 7b Latch bolts 8a, 8b threaded rod 9 rags 10. Hinge Lever 11. Locking mechanism 12 Camlock 13 Cam 14 Lock actuator shaft 15a,15b end 16. First spline 17. Second spline 18a, 18b Housing 19 (Tip) Lug Stack 20 Wingbox 21 Bearings 22 Lock position sensor 23 Latch position sensor 24a, 24b threaded section 25a,25b end 26. End-operated drive shaft 26a, 26b First shaft section, second shaft section 27 Bevel Gear Unit 200 aircraft 201a,201b Wings 202a,202b Fixed wing section 203 Fuselage 204a, 204b wingtips LL latch wire

Claims

1. A latch unit (1) in the wing (201a, 201b) of an aircraft having fixed wing sections (202a, 202b) and hinged wingtips (204a, 204b) that can be folded around a hinge axis, comprising: a first latch actuator (3a) driven by a drive unit located within the fixed wing sections (202a, 202b) and connected to a first latch bolt (7a); and a second latch actuator (3b) connected to a second latch bolt (7b), wherein both latch bolts (7a, 7b) extend into the latch unit (1) via a hinge lever (10). A latch unit (1) configured to latch or unlatch, wherein the latch actuators (3a, 3b) comprise hollow screw shafts (6a, 6b), and each has threaded rods (8a, 8b) extending in opposite directions from adjacent ends (15a, 15b) of the hollow screw shafts (6a, 6b) and engaging with threaded portions (24a, 24b) provided at the ends (25a, 25b) of each of the latch bolts (7a, 7b), and the latch bolts (7a, 7b) are movable in opposite axial directions to a latched position or an unlatched position by rotation of the threaded rods (8a, 8b).

2. The latch unit (1) according to claim 1, wherein each of the latch actuators (3a, 3b) is housed in an independent housing (18a, 18b), and the housings (18a, 18b) are fixed opposite to each other with respect to lugs (9) extending from the fixed wing portions (202a, 202b).

3. The latch unit (1) according to claim 2, wherein the hollow screw shafts (6a, 6b) are supported by thrust bearings (21) which are spaced axially apart between the inner circumferential walls of the housings (18a, 18b) and the outer circumferential surfaces of the hollow screw shafts (6a, 6b).

4. A latch unit (1) according to any one of claims 1 to 3, wherein a latch drive shaft (2) for driving the latch actuators (3a, 3b) is provided, and the latch drive shaft (2) is connected to the drive unit.

5. The latch unit (1) according to claim 4, wherein the latch drive shaft (2) is connected to a bevel gearbox (4) provided on the first latch actuator (3a) or the second latch actuator (3b).

6. A latch unit (1) according to any one of claims 1 to 5, wherein, in order to drive the second latch actuator (3b), the second latch actuator (3b) is connected to the first latch actuator (3a) by a connecting member (5) disposed between adjacent ends of the first latch actuator (3a) and the second latch actuator (3b).

7. The latch unit (1) according to claim 6, wherein the connecting member (5) comprises a first spline (16) coupled to a second spline (17) provided on the ends (15a, 15b) of latch actuators (3a, 3b) protruding into the connecting member (5), the first spline (16) is preferably designed as a crown spline, and the second spline (17) is preferably designed as a female spline.

8. The latch unit (1) according to any one of claims 1 to 7, wherein the threaded rods (8a, 8b) are each configured as one of a ball screw, a roller screw, and a trapezoidal screw.

9. A latch unit (1) according to any one of claims 1 to 8, wherein a tip actuation drive shaft (26) for driving a tip actuation unit is connected to the drive unit and provided through the latch unit (1), the tip actuation drive shaft (26) comprises a first shaft portion (26a) extending between the drive unit and the latch unit (1), and a second shaft portion (26b) extending between the latch unit (1) and the tip actuation unit, and a bevel gear unit (27) is provided on the first or second latch actuator (3a, 3b), the bevel gear unit (27) comprises a bevel gear configured to be concentric with the latch actuator (3a, 3b) and to mesh with the bevel gears of the first shaft portion (26a) and the second shaft portion (26b) that abut against the bevel gear unit (27).

10. The latch unit (1) according to any one of claims 3 to 9, wherein the latch drive shaft (2) is connected to a first brake unit that acts on the latch drive shaft (2), and the tip actuating drive shaft (26) is connected to a second brake unit that acts on the tip actuating drive shaft (26), and these brake units are arranged inside or near the drive unit.

11. Each of the latch actuators (3a, 3b) is provided with at least one locking mechanism (11), and in particular, a spring-biased cam lock (12) positioned perpendicular to the hollow screw shafts (6a, 6b) is configured to lock the latch bolts (7a, 7b) when they have moved to the locked position by rotating a rotatable cam (13) to a position behind the latch bolts (7a, 7b), and / or a spring-biased lock pin positioned perpendicular to the hollow screw shafts (6a, 6b) is configured to lock the latch bolts (7a, 7b) when they have moved to the latch position by engaging with the rear of the ends (25a, 25b) of the latch bolts (7a, 7b). This is the latch unit (1) according to any one of claims 1 to 10.

12. The latch unit (1) according to claim 11, wherein each of the locking mechanisms (11) is provided with a locking actuator that is independently driven by a locking actuator drive unit, or the locking mechanisms (11) are interconnected by a locking actuator shaft (14) that extends parallel to the hollow screw shafts (6a, 6b), and the interconnected locking mechanisms (11) can be simultaneously driven by the locking actuator drive unit via the locking actuator shaft (14).

13. A latch unit (1) according to claim 11 or 12, wherein at least one lock position sensor (22) is provided in the lock mechanism (11) configured to detect the position and / or presence of the cam lock (12) and / or the lock pin, and at least one latch position sensor (23) is provided configured to detect at least one of the position and / or presence of the threaded rods (8a, 8b) and / or the latch bolts (7a, 7b).

14. An aircraft wing (201a, 201b) having a fixed wing section (202a, 202b) and a hinged wingtip (204a, 204b), and comprising a latch unit (1) according to any one of claims 1 to 13.

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

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