AIRCRAFT WING AND LOCKING MECHANISM

Abstract

An aircraft wing (10) comprising a fixed wing (14) and a movable wing tip device (12). The wing tip device is movable between a flight configuration and a ground configuration, whereby in the ground configuration the span of the wing is reduced compared to the flight configuration. A locking mechanism (30) is provided to lock the wing tip device in the flight configuration, the locking mechanism includes a receiving socket (34) with a first latch and a second latch, and a locking pin (32). In the locked configuration, the locking pin is inserted into the receiving socket such that the first latch and second latch prevents removal of the locking pin from the receiving socket.

Claims

1. An aircraft comprising an aircraft wing, the aircraft wing comprising: a fixed wing, and a wing tip device at a tip of the fixed wing, wherein the wing tip device is configurable between (i) a locked flight configuration for use during flight, and (ii) a ground configuration for use during ground-based operations, while in the ground configuration the wing tip device is moved away from the locked flight configuration such that the span of the aircraft wing is reduced, the aircraft wing further comprising a locking mechanism, the locking mechanism comprising: a locked configuration for locking the wing tip device in the locked flight configuration, and an unlocked configuration in which the wing tip device is configured to move into and out of the flight configuration, the locking mechanism further comprising: a locking pin mechanically attached to one of the fixed wing and wing tip device, and a receiving socket mechanically attached to the other of the fixed wing and wing tip device, wherein the receiving socket is arranged to receive the locking pin in when the wing tip device is in the locked flight configuration such that when the locking mechanism is in the locked configuration the locking pin cannot be removed from the receiving socket, wherein the locking pin comprises a longitudinal axis and a distal end, where at the distal end a first protrusion extends in a first direction perpendicular to the longitudinal axis, and a second protrusion extends in a second direction perpendicular to the longitudinal axis, where the first direction is opposite to the second direction, and the receiving socket comprises a receiving section for receiving the first protrusion and the second protrusion, the receiving socket further comprising a first rotatable latch and the second rotatable latch, the first rotatable latch and the second rotatable latch are arranged to engage with, and block, the removal of the first protrusion and the second protrusion respectively when the locking mechanism is in the locked configuration, the first rotatable latch and the second rotatable latch arranged to allow movement of the first protrusion and the second protrusion into and out of the receiving portion when the locking mechanism is in the unlocked configuration.

2. The aircraft as claimed in claim 1, wherein the first rotatable latch is one of a first pair of rotatable latches and the second rotatable latch is one of a second pair of rotatable latches.

3. The aircraft as claimed in claim 1, wherein the locking pin is mechanically attached to the fixed wing or wing tip device by a pivot.

4. The aircraft as claimed in claim 1, wherein the first rotatable latch and the second rotatable latch share rotational axes.

5. The aircraft as claimed in claim 1, wherein the first protrusion and the second protrusion on the locking pin are symmetric about the longitudinal axis of the locking pin.

6. The aircraft as claimed in claim 1, wherein the first protrusion and the second protrusion have a front face at the distal end of the locking pin, where the front faces of the first and second protrusions lead insertion of the locking pin into the receiving socket when the locking mechanism is moved into the locked configuration.

7. The aircraft as claimed in claim 6, wherein the front face corresponds in shape to the shape of the receiving portion of the receiving socket.

8. The aircraft as claimed in claim 1, wherein the receiving portion comprises a hard stop to the locking pin when the locking mechanism is in the locked configuration.

9. The aircraft as claimed in claim 1, wherein the first protrusion and the second protrusion have end faces, the end faces being symmetric to each other.

10. The aircraft as claimed in claim 9, wherein the first rotatable latch and the second rotatable latch have an engagement face, the engagement face arranged to engage with, and block removal of, the end faces of the first protrusion and the second protrusion when the locking mechanism is in the locked configuration.

11. The aircraft as claimed in claim 1, wherein the first rotatable latch and the second rotatable latch comprise a pivot point around which said latches rotate, and the locking mechanism is arranged such that when under tension, the force transmitted through the latches is directed directly through the pivot points.

12. The aircraft as claimed in claim 1, wherein the first rotatable latch and the second rotatable latch are arranged to be driven by an actuator to control the rotational movement of the latches.

13. The aircraft as claimed in claim 1, wherein the first rotatable latch and the second rotatable latch are spring loaded such that once the locking pin has moved past a certain threshold point, the first rotatable latch and the second rotatable latch rotate into a position in which the latches block removal of the locking pin from the receiving socket.

14. The aircraft as claimed in claim 1, wherein the locking mechanism further comprises a secondary lock associated with the first rotatable latch and the second rotatable latch to ensure that the locked configuration is secure.

15. The aircraft as claimed in claim 1, comprising an actuator arranged to rotate the latches such that the latches no longer prevent removal of the locking pin from the receiving section, and hence move the locking mechanism into the unlocked configuration.

16. The aircraft as claimed in claim 1, wherein the wing tip device is connected to the fixed wing by a hinge.

17. The aircraft as claimed in claim 1, wherein the wing tip device is connected to the fixed wing by a slew ring.

18. An aircraft wing, the aircraft wing comprising: a fixed wing, and a wing tip device at a tip of the fixed wing, wherein the wing tip device is configurable between (i) a flight configuration for use during flight, and (ii) a ground configuration for use during ground-based operations, while in the ground configuration the wing tip device is moved away from the flight configuration such that the span of the aircraft wing is reduced, the aircraft wing further comprising a locking mechanism, the locking mechanism comprising a locked configuration for locking the wing tip device in the flight configuration and an unlocked configuration in which the wing tip device may move into and out of the flight configuration, the locking mechanism comprising: a locking pin mechanically attached to one of the fixed wing and wing tip device, and a receiving socket mechanically attached to the other of the fixed wing and wing tip device, wherein the receiving socket is arranged to receive the locking pin when the wing tip device is in the flight configuration such that when the locking mechanism is in the locked configuration the locking pin cannot be removed from the receiving socket, wherein the locking pin comprises a longitudinal axis, and a distal end, where at the distal end a first protrusion extends in a first direction perpendicular to the longitudinal axis, and a second protrusion extends in a second direction perpendicular to the longitudinal axis, where the first direction is opposite to the second direction, and the receiving socket comprises a receiving section for receiving the first protrusion and the second protrusion, the receiving socket further comprising a first rotatable latch and a second rotatable latch, the first rotatable latch and the second rotatable latch are arranged to engage with, and block, the removal of the first protrusion and the second protrusion respectively when the locking mechanism is in the locked configuration, the first rotatable latch and the second rotatable latch are arranged to allow movement of the first protrusion and the second protrusion into and out of the receiving portion when the locking mechanism is in the unlocked configuration.

19. (canceled)

20. An aircraft comprising a wing, the wing having a fixed wing with a moveable wing tip device moveably mounted at an outer end of the fixed wing to reduce a span of the wing while in a ground configuration, the aircraft further comprising: a locking assembly for holding the wing tip device in a flight configuration, wherein the locking assembly comprises a locking socket and a locking link, the locking socket further comprising a first rotatable latch and a second rotatable latch, wherein when the locking assembly is in a locked configuration, the locking link is driven into the locking socket such that the first and the second rotatable latches prevent removal of the locking link from the locking socket, and when the locking assembly is in an unlocked configuration, the first and the second rotatable latches allow removal of the locking link from the locking socket.

21. A method to lock a wing tip device to a tip of a fixed wing, the method comprising: moving the wing tip device from a ground configuration to a flight configuration; as the wing tip device moves into the flight configuration, inserting a locking pin projecting from one of the wing tip device and the tip of the fixed wing into a slot in a receiving socket on the other of the wing tip device and the tip of the fixed wing; as the locking pin is inserted into the slot of the receiving socket, a pair of latches on the receiving socket opens to receive a protrusion on a side of the locking pin; as the protrusion moves beyond the pair of latches, an engagement face on each of the pair of latches engages a respective rearward end face on the protrusion, and the engagement of the engagement faces of the pair of latches with the rearward end faces on the protrusion biases the locking pin in the slot against an abutment in the receiving socket to lock the wing tip device in the flight condition.

22. The method of claim 21 further comprising moving the wing tip device from the flight condition to the ground condition by pivoting to an open position the pair of latches to release the engagement faces of the pair of latches from engagement with the rearward end faces on the protrusion, and thereafter pivoting the wing tip device with respect to the fixed wing.

Description

DESCRIPTION OF THE DRAWINGS

[0029] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:

[0030] FIG. 1 shows a schematic view of a wing according to a first embodiment of the invention;

[0031] FIG. 2 shows a schematic view of an aircraft wing comprising a wing as shown in FIG. 1;

[0032] FIG. 3 shows a cross-sectional view of a locking mechanism according to a second embodiment of the invention; the locking mechanism in a locked configuration

[0033] FIG. 4 shows an isometric view of a locking mechanism as shown in FIG. 3, the locking mechanism in the unlocked configuration;

[0034] FIG. 5 shows the locking arrangement of FIG. 3 when under tension;

[0035] FIG. 6 shows the locking arrangement of FIG. 3 when under compression;

[0036] FIGS. 7 and 8 show the locking arrangement of FIG. 3 part way through an active locking process;

[0037] FIG. 9 shows the locking arrangement of FIG. 3 part way through a passive locking process.

[0038] FIG. 10 shows a third embodiment of the invention, where two locking mechanisms are shown,

[0039] FIG. 11 shows a section of a wing comprising a locking mechanism as shown in FIG. 1 moving towards the flight configuration; and

[0040] FIG. 12 shows the section of the wing shown in FIG. 11, with the wing tip device in the flight configuration.

DETAILED DESCRIPTION

[0041] FIG. 1 shows a wing 10 comprising a wing tip device 12 and a fixed wing 14. FIG. 2 shows an aircraft 100 comprising the wing 10. The wing tip device 12 is configurable between: (i) a flight configuration for use during flight, as shown in FIG. 2 and (ii) a ground configuration for use during ground-based operations, as shown in FIG. 1, in which ground configuration the wing tip device 12 is moved away from the locked flight configuration such that the span of the aircraft wing 10 is reduced.

[0042] FIG. 3 shows a locking mechanism 30 comprising a locking pin 32 and a receiving socket 34. The locking pin 32 is pivotally attached to an element of a wing tip device 33, allowing a small amount of pivoting movement and thereby reducing the tolerances required when producing the locking mechanism 30. The receiving socket is mechanically attached to part of a fixed wing. The skilled person will recognise that this arrangement could be reversed and still fit within the scope of the invention.

[0043] The receiving socket comprises a first pair of latches 36, 38, which are cam shaped and rotatably mounted to the socket 34 at pivot points 40 and 42 respectively. Each individual latch 36, 38, includes an engagement face 44, 46 respectively. The locking pin 32 comprises a distal end 48, with a first protrusion 48 and second protrusion 50 (shown in FIG. 5) located to either side of the longitudinal axis X of the locking pin 32. The first protrusion 48 and second protrusion 50 are identical and symmetric, so the description of the protrusion 48 may be equally applied to the protrusion 50. A second pair of latches 52, 54 is also disposed on the opposite side of the locking pin 32, and are identical to the latches 36, 38, and so the description of the first pair of latches 36, 38, may be equally applied to the second pair of latches 52, 54. The provision of two pairs of latches, disposed to either side of the locking pin 32, creates a balanced shear load across the locking mechanism. The first protrusion 48 comprises a front face 56 with a semi-circular, or arc of a circle, cross section. The receiving socket 34 comprises a receiving portion 58 with a corresponding cross section. The first protrusion 48 also comprises a first end face 60 and second end face 62, which correspond in shape to the respective engagement faces 44, 46, of the first pair of latches 36, 38. As shown in FIG. 3, when in the locked configuration, if the locking mechanism 30 is put under tension P, such that the locking pin 32 is urged away from the receiving socket 34, the end faces 60 and 62 engage with the engagement faces 44, 46, and the first pair of latches 36, 38, prevent the removal of the locking pin 32 from the receiving socket. The mechanical arrangement of the locking mechanism 32 is such that the tension P is transmitted through the latches 36, 38, through the pivot points 40, 42, thereby spreading the force equally across the mechanism, and giving a secure hold (shown in FIG. 5). The arrangement is such that the latches do not experience any moment when the locking mechanism is under tension, thereby providing a mechanically balanced system. Advantageously, the present arrangement is such that neither latch experiences the full tension load P, but only a proportion of the load. The first pair of latches 36, 38, may also be associated with a secondary locking mechanism, arranged to prevent rotation of the first pair of latches 36, 38, when in the locked configuration, thereby providing further security to the locking mechanism 30 in addition to the mechanical lock provided by the system. FIG. 6 shows the locking mechanism 30 under a compression load P, which acts through the locking pin 32 against the receiving portion 58 (shown in FIG. 6).

[0044] FIG. 4 is a three dimensional representation of the locking mechanism, making it easier to see the second pair of latches and how they engage with the second protrusion from the locking pin. Providing a first pair of latches and second pair of latches as shown makes the locking mechanism symmetric, and balances potential forces which will be experienced by the locking mechanism when in the locked configuration.

[0045] FIG. 7 shows the locking mechanism 30 in an unlocked configuration. In order to lock the locking mechanism 32, in what can be considered an active locking arrangement, the first pair (and second pair) of latches are rotated such that the do not obstruct movement of the locking pin 32 into the receiving portion 58. In this embodiment, the receiving socket 34 comprises an actuator (not shown) which rotates the first pair of latches 36, 38 out of the way. In an alternative embodiment, which may be considered a passive locking arrangement, the insertion of the locking pin 32 into the receiving portion may push the first pair of latches 36, 38 out of the way. The latches 36, 38 are then rotated, either by an actuator or by being spring loaded, back into position, such that removal of the locking pin 32 from the receiving portion 58 is prevented. As already described, a secondary lock may be utilised to further secure the first pair of latches 36, 38, against any rotation that would allow locking pin 32 removal. FIG. 8 shows the locking pin 32 part way along being inserted into the receiving portion 58. As can be seen, the first pair of latches 36, 38, have been fully actuated out of the way of the locking pin 32, demonstrating the active locking arrangement. FIG. 9 shows how the front face of the locking pin 32 may push the first pair of latches 36, 38, out of the way in the passive locking arrangement.

[0046] FIG. 10 shows a third embodiment of the invention, where first and second locking mechanisms are provided. The first and second locking mechanisms are laterally disposed relative to each other, with the pairs of rotatable latches sharing axes of rotation across both the first locking mechanism and second locking mechanism. Providing a plurality of locking mechanism results in a stiffer connection between the fixed wing and the wing tip device when in the locked flight configuration, and allows various axial and shear loads to be better tolerated by the locking mechanisms.

[0047] FIGS. 11 and 12 show the locking mechanism as described with reference to FIG. 1, further showing the hinge line between the fixed wing 100 and the wing tip device 102. The figures illustrate how the arrangement moves from an unlocked configuration (FIG. 11) into the locked flight configuration (FIG. 12).

[0048] Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described. The locking pin and first and second pair of latches may be shaped in many different, complimentary ways, whilst still providing the mechanical advantage as described above. In an alternative embodiment, it will be easily understood by a person skilled in the art that a single rotatable latch may be provided to each side of the locking pin.

[0049] Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.