GB2555831A - Rotatable lock and wing tip device - Google Patents
Rotatable lock and wing tip device Download PDFInfo
- Publication number
- GB2555831A GB2555831A GB1619088.6A GB201619088A GB2555831A GB 2555831 A GB2555831 A GB 2555831A GB 201619088 A GB201619088 A GB 201619088A GB 2555831 A GB2555831 A GB 2555831A
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- locking mechanism
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- wing
- longitudinal axis
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- 230000007246 mechanism Effects 0.000 claims abstract description 123
- 238000000034 method Methods 0.000 claims description 10
- 230000001419 dependent effect Effects 0.000 claims 1
- 239000002184 metal Substances 0.000 description 6
- 230000008901 benefit Effects 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 238000003780 insertion Methods 0.000 description 2
- 230000037431 insertion Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 241000256259 Noctuidae Species 0.000 description 1
- 241001596784 Pegasus Species 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 229920001971 elastomer Polymers 0.000 description 1
- 239000000806 elastomer Substances 0.000 description 1
- 230000008030 elimination Effects 0.000 description 1
- 238000003379 elimination reaction Methods 0.000 description 1
- 230000036316 preload Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/38—Adjustment of complete wings or parts thereof
- B64C3/56—Folding or collapsing to reduce overall dimensions of aircraft
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- E—FIXED CONSTRUCTIONS
- E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
- E05C—BOLTS OR FASTENING DEVICES FOR WINGS, SPECIALLY FOR DOORS OR WINDOWS
- E05C5/00—Fastening devices with bolts moving otherwise than only rectilinearly and only pivotally or rotatively
- E05C5/02—Fastening devices with bolts moving otherwise than only rectilinearly and only pivotally or rotatively both moving axially and turning about their axis to secure the wing
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mutual Connection Of Rods And Tubes (AREA)
Abstract
The locking mechanism 20 has a male locking pin 22, which is received in a female member or lock nut 26, both having threaded portions 32,(fig.4,34) partially extending around their circumferences; the locking mechanism is moved between a locked configuration, where the pin is prevented from being withdrawn along a longitudinal axis of the mechanism by engagement of the threaded portions, to an unlocked configuration, where the pin may be withdrawn, by rotation of at least one of the pin or the nut about their longitudinal axis. The locking mechanism is used in the wing of an aircraft (fig.1A,10), where the locking pin 22 is located in either a fixed wing (fig.1A,14) or a wing tip device (fig.1A,12), with the locking nut located in the other; the mechanism is locked when the wing tip device is in a fight configuration, and unlocked to allow the wing tip device to move into a ground configuration reducing the wingspan of the aeroplane. Preferably, the threaded portions 32,(fig.4,34) are axially spaced ridges along a common helix with the same number of threads on both the pin and the nut. The pin or the nut may have an axially displaced arm (fig.4,38) linked to a linear actuator to drive rotation. The locking pin may be tapered 28 and received through a tapered metalastic bush 36 located in a structural element 24, such a wing spar or rib.
Description
(71) Applicant(s):
Airbus Operations Limited
Pegasus House, Aerospace Avenue, Filton, BRISTOL, BS34 7PA, United Kingdom (72) Inventor(s):
Stephen Briancourt (74) Agent and/or Address for Service:
Abel & Imray
Westpoint Building, James Street West, Bath,
BA1 2DA, United Kingdom (51) INT CL:
B64C 3/56 (2006.01) E05C 5/02 (2006.01) (56) Documents Cited:
GB 2538319 A US 4428609 A
GB 191420537 (58) Field of Search:
INT CL B64C, E05C Other: WPI, EPODOC (54) Title of the Invention: Rotatable lock and wing tip device
Abstract Title: A threaded locking mechanism for a wing tip device of an aircraft (57) The locking mechanism 20 has a male locking pin 22, which is received in a female member or lock nut 26, both having threaded portions 32,(fig.4,34) partially extending around their circumferences; the locking mechanism is moved between a locked configuration, where the pin is prevented from being withdrawn along a longitudinal axis of the mechanism by engagement of the threaded portions, to an unlocked configuration, where the pin may be withdrawn, by rotation of at least one of the pin or the nut about their longitudinal axis. The locking mechanism is used in the wing of an aircraft (fig. 1 A, 10), where the locking pin 22 is located in either a fixed wing (fig. 1 A, 14) or a wing tip device (fig. 1 A, 12), with the locking nut located in the other; the mechanism is locked when the wing tip device is in a fight configuration, and unlocked to allow the wing tip device to move into a ground configuration reducing the wingspan of the aeroplane. Preferably, the threaded portions 32,(fig.4,34) are axially spaced ridges along a common helix with the same number of threads on both the pin and the nut. The pin or the nut may have an axially displaced arm (fig.4,38) linked to a linear actuator to drive rotation. The locking pin may be tapered 28 and received through a tapered metalastic bush 36 located in a structural element 24, such a wing spar or rib.
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ROTATABLE LOCK AND WING TIP DEVICE
BACKGROUND OF THE INVENTION [00011 There is a trend towards increasingly large passenger aircraft, for which it is desirable to have correspondingly large wing spans. However, the maximum aircraft span is effectively limited by airport operating rules which govern various clearances required when manoeuvring around the airport (such as the span and/or ground clearance required for gate entry and safe taxiway usage).
[00021 Therefore, wing tip devices have been introduced into passenger aircraft, where a wing tip device is movable between a flight configuration for use during flight, and a ground configuration for use during ground-based operations. 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, thereby allowing use of existing gates and safe taxiway usage.
[0003] In order to securely fasten the wing tip device in the flight configuration, one or more locking mechanisms must be used. However, conventional locking mechanisms may not provide the secure fastening required for a folding wing tip. In particular, wear in a locking mechanism may result in there being play between the wing tip device and the fixed wing of the aircraft when in the flight configuration. Play may add to wear in the connection between the wing tip device and the fixed wing. Alternatively or additionally, play in the wing tip device may result in vibrations travelling down the fixed wing to the aircraft fuselage. It may also be desirable to be able to transfer loads between the wing tip device and the fixed wing in various different directions. Conventional locking mechanisms, for example lugs and pins or hooks, may not be able to provide the desired load bearing capability.
[0004] The present invention seeks to mitigate the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved wing tip device and locking mechanism.
SUMMARY OF THE INVENTION [00051 The present invention provides according to a first aspect, an aircraft comprising an aircraft wing, the aircraft wing comprising a fixed wing and a wing tip device at the tip thereof, 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, in which 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 for locking the wing tip device in the locked flight configuration, the locking mechanism having a longitudinal axis and comprising a first part associated with one of the fixed wing and the wing tip device, and a second part associated with the other of the fixed wing and wing tip device, the locking mechanism having a locked configuration, in which the first part is received in the second part such that the first part is prevented from being withdrawn from the second part along the longitudinal axis of the locking mechanism, and an unlocked configuration, in which the first part is received in the second part such that the first part is free to be withdrawn from the second part along the longitudinal axis of the locking mechanism, wherein the locking mechanism is moved between the locked configuration and the unlocked configuration by rotation of at least one of the first part or second part around the longitudinal axis of the locking mechanism, wherein the first part is a male member comprising an external circumference and a threaded portion partially extending around the external circumference, and the second part is a female member comprising an inner circumference and a threaded portion partially extending around the internal circumference, the threaded portion of the first part arranged to engage with the threaded portion of the second part when the locking mechanism is in the locked configuration. [00061 The skilled person will appreciate that the term “partially extending” is used to exclude the thread extending around the full external circumference of the male member and inner circumference of the female member. The external circumference of the male member and the inner circumference of the female member include portions which do not include any thread.
[0007] When the locking mechanism is in the locked configuration, the first part and second part are configured such that the engagement of the thread of the first part and the thread of the second part obstructs the movement of the first part and the second part in a longitudinal direction, thereby meaning that the first part may not be withdrawn from the second part. The invention as described above may provide a locking mechanism, which when in the locked configuration, is capable of bearing loads in various different directions, for example, shear loads and applied end loads acting to try to pull the locking mechanism in the direction of the longitudinal axis of the locking mechanism. Additionally, the invention provides a locking mechanism which will not be subject to backlash, whilst also tolerating a certain amount of wear in the system.
[00081 The skilled person will appreciate that the longitudinal axis of the locking mechanism is the direction in which the first part and second part are moved in order to bring the locking mechanism together and apart. The skilled person will appreciate that the longitudinal axis of the locking mechanism is not necessarily along the same direction as the longest part of the locking mechanism. For example, when in the locked configuration, the width of the locking mechanism perpendicular to the longitudinal axis of the locking mechanism may be greater than the length of the locking mechanism in the same direction as the longitudinal axis.
[00091 The first part may be a male locking pin with a longitudinal axis shared with the locking mechanism. The male locking pm may be cylindrical, with the longitudinal axis of the cylinder being co-axial with the longitudinal axis of the locking mechanism when in the locked position. The outer circumference of the cylindrical locking pin may comprise a plurality of threaded portions partially extending around the outer circumference. For example, the outer circumference of the cylindrical locking pin may comprise two threaded portions, each extending around 90 degrees of the outer circumference, on opposite sides of the outer circumference. Alternatively, the outer circumference of the cylindrical locking pin may comprise three, equally spaced threaded portions, each extending around 60 degrees of the outer circumference.
[0010] The second part may be a female receiving portion, with an opening aperture shaped to allow passage of the male locking pin in a longitudinal direction when the locking mechanism is in the unlocked configuration. The female receiving portion may comprise a cylindrical aperture arranged to receive the cylindrical locking pin. The longitudinal axis of the cylindrical aperture may be co-axial with the longitudinal axis of the locking mechanism when in the locked configuration. The cylindrical aperture may comprise a plurality of threaded portions partially extending around the inner circumference. The plurality of threaded portions partially extending around the inner circumference of the cylindrical aperture may correspond in number to the plurality of threaded portions partially extending around the outer circumference of the cylindrical locking pin. For example, if the cylindrical locking pin has two threaded portions, the cylindrical aperture may have two threaded portions. The extent to which the threaded portions of the cylindrical aperture extend around the inner circumference may correspond to the extent to which the threaded portions of the cylindrical locking pin extend around the outer circumference of the cylindrical locking pin. For example, if each of the plurality of threaded portions of the cylindrical locking pin extend around a 90 degree section of the outer circumference of the cylindrical locking pm, the corresponding threaded portion of the cylindrical aperture may extend around a 90 degree section of the inner circumference of the cylindrical aperture. Alternatively, there may be a larger section of the inner circumference of the cylindrical aperture removed than the corresponding thread on the cylindrical locking pin, in order that it makes insertion of the locking pin into the aperture less reliant on exact alignment between the two. For example, if the male locking pin has a thread extending around 90 degree sections, the corresponding threaded portions of the cylindrical aperture may extend around only 80 degree sections, leaving a 100 degree section unthreaded to allow easy insertion of the male locking pin.
[ooiil The threaded portions may comprise a plurality of ridges spaced apart along the longitudinal axis of the respective first part or second part. For example, the threaded portions may comprise two, three, four, or five ridges spaced apart along the longitudinal axis of the respective first part or second part. The threaded portions may comprise a single ridge. The threaded portions that are separated circumferentially around the first part of second part may comprise a different number of ridges. The threaded portions of the first part may comprise a plurality of ridges along a common helix, coaxial with the longitudinal axis of the first part. The threaded portions of the second part may comprise a plurality of ridges along a common helix, coaxial with the longitudinal axis of the second part. The helix defining the threaded portions of the first part may correspond to the helix defining the threaded portions of the second part, in order to provide a secure engagement between the various threaded portions.
[00121 The threaded portions of both the first part and second part may comprise a buttress thread. The threaded portions of both the first part and second part may comprise a square thread.
[00131 Rotation of the first part or second part to move the locking mechanism into the locked configuration causes the corresponding threaded sections of the first part and second part to engage. The threaded portions will act to pull the first part and second part towards each other, along the longitudinal axis of the locking mechanism, thereby tightening, and preloading the locking mechanism when in the locked configuration. Such an arrangement may compensate for wear in the first part and/or second part.
[0014] The first part and/or second part may comprise a rotation arm displaced from the longitudinal axis of the respective part. The rotation arm may be linked to a linear actuator. The linear actuator may be driven to move the rotation arm, thereby rotating the first part or second part around the respective longitudinal axis. Such an arrangement may be useful if a plurality of similar locking mechanisms are used, as a single linear actuator may be arranged to simultaneously drive the rotation arms associated with a number of locking mechanisms.
[0015] The first part and/or second part may include a toothed surface suitable for being driven by a similarly toothed drive unit. Such an arrangement may be used to rotate the first part and/or second part, and move the locking mechanism between the locked and unlocked configurations. The movement of the locking mechanism between the locked configuration and unlocked configuration may be controlled by a control unit. [00161 The extent to which the first part or second part needs to rotate to lock/unlock is governed by the extent to which the threaded portions extend circumferentially. For example, when the threaded portions extend around a 90 degree section of the circumference, the full engagement of the threaded portions of the first part and second part requires 90 degrees of rotation. Similarly, if the threaded portions extend around a 60 degree section of the circumference, the full engagement requires 60 degrees of rotation.
[0017] The first part may comprise a tapered section. The tapered section may assist in location of the first part within the second part. The second part may comprise a corresponding tapered section. The first part and second part may be joined through a receiving structural element. The receiving structural element may be any suitable fixed element in an aircraft wing, for example a rib or a spar. The receiving structural element may comprise a tapered section, shaped to correspond to the tapered section of the first part. The tapered section of the receiving structural element may assist in the location of the first part within the second part. The tapered section of the receiving structural element may comprise a bush. The bush may be configured to compensate for misalignment between the first part and second part as they are engaged, for example, a metalastic bush. The tapered section of the first part may comprise one or more fluted sections. The fluted sections may be portions of the first part that have been removed to assist in the removal of ice from the locking mechanism during engagement of the locking mechanism.
[00181 The wing tip device may be a wing tip extension; for example the wing tip device may be a planar tip extension. In other embodiments, the wing tip device may comprise, or consist of, a non-planar device, such as a winglet. In the flight configuration the trailing edge of the wing tip device is preferably a continuation of the trailing edge of a fixed wing. The leading edge of the wing tip device is preferably a continuation of the leading edge of the fixed wing. There is preferably a smooth transition from the fixed wing to the wing tip device. It will be appreciated that there may be a smooth transition, even where there are changes in sweep or twist at the junction between the fixed wing and wing tip device. However, there are preferably no discontinuities at the junction between the fixed wing and wing tip device. The upper and the lower surfaces of the wing tip device may be continuations of the upper and lower surfaces of the fixed wing.
[0019] When the wing tip device is in the ground configuration, the aircraft may be unsuitable for flight. For example, the wing tip device may be aerodynamically and/or structurally unsuitable for flight in the ground configuration. The aircraft is preferably configured such that, during flight, the wing tip device is not moveable to the ground configuration. The aircraft may comprise a sensor for sensing when the aircraft is in flight. When the sensor senses that the aircraft is in flight, a control system is preferably arranged to disable the possibility of moving the wing tip device to the ground configuration.
[00201 The aircraft is preferably a passenger aircraft. The passenger aircraft preferably comprises a passenger cabin comprising a plurality of rows and columns of seat units for accommodating a multiplicity of passengers. The aircraft may have a capacity of at least 20, more preferably at least 50 passengers, and more preferably more than 50 passengers. The aircraft is preferably a powered aircraft. The aircraft preferably comprises an engine for propelling the aircraft. The aircraft may comprise wingmounted, and preferably underwing, engines.
[0021] According to a second aspect of the invention there is also provided an aircraft wing, the aircraft wing comprising a fixed wing and a wing tip device at the tip thereof, 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 groundbased operations, in which 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 for locking the wing tip device in the locked flight configuration, the locking mechanism having a longitudinal axis and comprising a first part associated with one of the fixed wing and the wing tip device, and a second part associated with the other of the fixed wing and wing tip device, the locking mechanism having a locked configuration, in which the first part is received in the second part such that the first part is prevented from being withdrawn from the second part along the longitudinal axis of the locking mechanism, and an unlocked configuration, in which the first part is received in the second part such that the first part is free to be withdrawn from the second part along the longitudinal axis of the locking mechanism, wherein the
- 8 locking mechanism is moved between the locked configuration and the unlocked configuration by rotation of at least one of the first part or second part around the longitudinal axis of the locking mechanism, wherein the first part is a male member comprising an external circumference and a threaded portion partially extending around the external circumference, and the second part is a female member comprising an inner circumference and a threaded portion partially extending around the internal circumference, the threaded portion of the first part arranged to engage with the threaded portion of the second part when the locking mechanism is in the locked configuration. [0022] According to a third aspect, the invention provides a method of locking a wing tip device on an aircraft according to the first aspect of the invention, the method comprising the steps of moving the wing tip device into the flight configuration, such that the first part is received within the second part of the locking mechanism, and rotating the first part and/or second part relative to the longitudinal axis of the locking mechanism such that corresponding threaded portions of the first part and second part engage with each other, thereby preloading the locking mechanism and preventing relative movement of the first part and second part in the longitudinal direction.
[0023] According to a fourth aspect, the invention provides a method of unlocking a wing tip device on an aircraft according to the first aspect of the invention, the method comprising the steps of rotating the first part and/or second part relative to the longitudinal axis of the locking mechanism such that corresponding threaded portions of the first part and second part disengage, thereby unloading the locking mechanism and allowing relative movement of the first part and second part in the longitudinal direction. [0024] According to a fifth aspect of the invention, there is provided a locking mechanism, the locking mechanism comprising a first part and a second part, the locking mechanism having a locked configuration, in which the first part is received in the second part such that the first part is prevented from being withdrawn from the second part along a longitudinal axis of the locking mechanism, and an unlocked configuration, in which the first part is received in the second part such that the first part is free to be withdrawn from the second part along the longitudinal axis of the locking mechanism, wherein the locking mechanism is moved between the locked configuration and the unlocked configuration by rotation of at least one of the first part or second part around the longitudinal axis of the locking mechanism, wherein the first part comprises an external circumference and a threaded portion partially extending around the external circumference, and the second portion comprises an inner circumference and a threaded portion partially extending around the internal circumference, the threaded portion of the first part arranged to engage with the threaded portion of the second part when the locking mechanism is in the locked configuration.
[0025] It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects of the present invention. For example, the method of the invention may incorporate any of the features described with reference to the apparatus of the invention and vice versa.
DESCRIPTION OF THE DRAWINGS [0026] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which:
[0027] Figure 1A shows a schematic view of a wing according to a first embodiment of the invention;
[0028] Figure IB shows a schematic view of an aircraft comprising a wing as shown in figure 1A [0029] Figure 2 shows a schematic view a locking mechanism according to a first embodiment of the invention;
[0030] Figure 3 shows a cross sectional view of a first part of the locking mechanism according to the first embodiment of the invention;
[0031] Figure 4 shows a cross sectional view of the second part of the locking mechanism according to the first embodiment of the invention;
[0032] Figure 5 shows a locking pin according to an embodiment of the invention; and [0033] Figure 6 shows a locking nut according to an embodiment of the invention.
DETAILED DESCRIPTION [0034] Figure 1A shows a wing 10 comprising a wing tip device 12 and a fixed wing
14. Figure IB shows an aircraft 100 comprising the wing 10. The wing tip device 12 is configurable between: (i) a locked flight configuration for use during flight and (ii) a ground configuration for use during ground-based operations, 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. Figure 1A shows the wing tip device 12 in the ground configuration and figure IB shows the wing tip device in the locked flight configuration.
[0035] Figure 2 shows a locking mechanism 20 which may be used on a wing 10 as shown in figures 1A and IB. The locking mechanism 20 comprises a locking pin 22 which may be associated with either the wing tip device 12 or the fixed wing 14. In one embodiment, the locking pin 22 is associated with the wing tip device 12 to reduce the number of moving parts forming part of the wing tip device 12. The locking pin 22 is arranged to move with the wing tip device 12 as the wing tip device 12 is moved between the flight configuration and ground configuration. The locking mechanism 20 further includes a receiving member 24 which is configured to receive at least part of the locking pin 22 when the wing tip device 12 is in the flight configuration. The receiving member 24 may be a structural element which makes up part of the fixed wing 14, for example a wing spar or rib. A locking nut 26 is also associated with the receiving member 24, such that the locking nut 26 may secure the locking pin 22 in position relative to the receiving member 24. The locking pin 22 may comprise a tapered portion 28 which cooperates with a metalastic bush 36 which forms part of the receiving member 24, such that when the wing tip device 12 is moved into the flight configuration, misalignment between the locking pin 22 and the locking nut 26 is accommodated.
[00361 The metalastic bush 36 comprises an inner metal cylinder and an outer metal cylinder, the inner metal cylinder and outer metal cylinder separated by an elastomeric ring. The elastomeric ring allows movement of the inner metal cylinder relative to the outer metal cylinder. This movement removes the need for the locking pin 22 to be exactly aligned with the locking nut 26 when the wing tip device is moved into the flight configuration, and prior to the locking mechanism 20 being moved into the locked configuration. Instead, the action of the tapered portion 28 on the metalastic bush 36 will act to centre the metalastic bush 36 relative to the locking pin 22. The tapered portion 28 may comprise fluted section 30, arranged to assist in the removal of ice from the metalastic bush 36. The locking nut 26 may include a small amount of radial play. The locking pin 22 includes a tapered lead point, which in the case of any misalignment between the locking pin 22 and the locking nut 26 will result in a radial movement of the locking nut 26. Any lateral strain due to the slight misalignment will be imparted to the elastomer of the metalastic bush.
[00371 The locking pin 22 comprises two threaded portions 32, each extending over opposite 90 degree sections of the outer circumference of the locking pin 22. The thread may be any suitable thread, for example a buttress thread or square thread. The locking nut 26 comprises corresponding threaded portions 34, extending over opposite 90 degree sections of the inner circumference of the locking nut 26. In the unlocked position, the locking pin 22 is inserted into the locking nut 26, via the receiving member 24, such that the threaded portions 32 of the locking pm 22 are axially displaced 90 degrees to the threaded portions 34 of the locking nut 26. This allows relative longitudinal movement between the locking pin 22 and the locking nut 26. In order to move the locking mechanism 20 into the locked configuration, the locking nut 26 is rotated 90 degrees, such that the threaded portions 32 of the locking pin 22 engage with the threaded portions 34 of the locking nut 26. The mechanical engagement of the threaded portions will act to pull the locking pin 22 into the locking nut 26, along the longitudinal axis of the locking mechanism 20. This will preload the locking mechanism 20 and remove any backlash/play, thereby limiting potential wear factors. Additionally, any wear in the system may be compensated for by further rotation of the locking nut 26.
[00381 The locking mechanism 20, when in the locked configuration, is arranged to bear loads which are both co-axial to the longitudinal axis of the locking mechanism, and also shear forces which are transmitted across the locking mechanism 20. The preloading of the locking mechanism, and the elimination of backlash, allows shear loads to be tolerated by the locking mechanism without undue wear or fatigue of the locking mechanism.
[0039] Figure 4 shows a schematic view of the locking nut 26. The locking nut 26 includes a rotation arm 38, with a lug 40. The lug 40 may be connected to a linear actuator, such that the linear actuator may drive the lug 40 to cause a rotational movement of the locking nut 26 around the longitudinal axis of the locking nut 26. The linear actuator may be used to move the locking nut 26 between the locked configuration and unlocked configuration.
[0040] Figures 3 and 4 show cross sectional views of the locking pin 22 and the locking nut 26, together with their respective threaded portions 32 and 34. In the orientation shown in figures 3 and 4, the locking pin 22 may be inserted into and removed from the locking nut 26. When the locking nut 26 is rotated 90 degrees by the linear actuator acting on the lug 40, the threaded portions 32 and 34 engage with each other and the locking pin 22 can no longer be removed from the locking nut 26.
[0041] Figure 5 shows a schematic view of a locking pin 22 according to an embodiment of the invention. The locking pin 22 is similar in construction to that shown in figure 2, though with four ridged portions forming each threaded portion 32 on the outer circumference of the locking pin. The same reference numbers have been applied indicating corresponding features between figure 2 and figure 5.
[0042] Figure 6 shows a schematic view of a locking nut 26 according to an embodiment of the invention. The locking nut 26 is similar in construction to that shown in figure 2, though with three ridged portions forming each threaded portion 34 on the inner circumference of the locking nut 26.
[00431 The skilled person will appreciate that a plurality of locking mechanisms could be used to secure a wing tip device in the flight configuration. In such an arrangement, each lug of the locking nuts may be driven by a common linear actuator, for example by connection to a common bar. Therefore, only a single actuator would be required to drive the locking and unlocking process. Also, such an arrangement has the advantage that the locking mechanisms are all locked and unlocked simultaneously.
[00441 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 could be rotated in order to engage with the locking nut, rather than the locking nut as described in the embodiment above. The locking pin may be associated with the fixed wing rather than the wing tip device as described in the embodiment above. There may be an alternative number of threaded sections, for example, three threaded sections extending over 60 degrees of the locking pin, each threaded section being separated by 60 degrees, with a corresponding arrangement of threaded portions in the locking nut. In such an arrangement, the rotation required to fully lock the locking mechanism may be reduced, in this case requiring only a 60 degree rotation rather than a 90 degree rotation as described above. Whilst the embodiment above describes the locking mechanism including a metalastic bush, through which the locking pin is passed, the skilled person will appreciate this is an optional feature, and there may be no metalastic bush located between the locking pin and the locking nut.
[0045] 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.
Claims (19)
1. An aircraft comprising an aircraft wing, the aircraft wing comprising a fixed wing and a wing tip device at the tip thereof, 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, in which 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 for locking the wing tip device in the locked flight configuration, the locking mechanism having a longitudinal axis and comprising a first part associated with one of the fixed wing and the wing tip device, and a second part associated with the other of the fixed wing and wing tip device, the locking mechanism having a locked configuration, in which the first part is received in the second part such that the first part is prevented from being withdrawn from the second part along the longitudinal axis of the locking mechanism, and an unlocked configuration, in which the first part is received in the second part such that the first part is free to be withdrawn from the second part along the longitudinal axis of the locking mechanism, wherein the locking mechanism is moved between the locked configuration and the unlocked configuration by rotation of at least one of the first part or second part around the longitudinal axis of the locking mechanism, wherein the first part is a male member comprising an external circumference and a threaded portion partially extending around the external circumference, and the second part is a female member comprising an inner circumference and a threaded portion partially extending around the internal circumference, the threaded portion of the first part arranged to engage with the threaded portion of the second part when the locking mechanism is in the locked configuration.
2. An aircraft as claimed in claim 1, wherein the first part comprises a male locking pin with a longitudinal axis shared with the locking mechanism, with one or more flanges extending in a direction perpendicular to the longitudinal axis of the locking pin.
3. An aircraft as claimed in claim 2, wherein the male locking pin is cylindrical, with the longitudinal axis of the cylinder being co-axial with the longitudinal axis of the locking mechanism when in the locked position, and the outer circumference of the cylindrical locking pin comprises a plurality of threaded portions partially extending around the outer circumference.
4. An aircraft as claimed in any of claims 1 to 3, wherein the second part comprises a female member, with an opening aperture shaped to allow passage of the male locking pin in a longitudinal direction when the locking mechanism is in the unlocked configuration.
5. An aircraft as claimed in claim 4, wherein the female member comprises at least one internal receiving chamber, the receiving chamber arranged to receive a flange of the male locking pin and prevent longitudinal movement of the male locking pin when the locking mechanism is in the locked configuration
6. An aircraft as claimed in any preceding claim, wherein the number of threaded portions partially extending around the inner circumference of the second part corresponds in number to the plurality of threaded portions partially extending around the outer circumference of the first part.
7. An aircraft as claimed in any preceding claim, wherein the threaded portions comprise a plurality of ridges spaced apart along the longitudinal axis of the respective first part and/or second part.
8. An aircraft as claimed in claim 7, wherein the threaded portions of the first part comprise a plurality of ridges along a common helix, coaxial with the longitudinal axis of the first part.
9. An aircraft as claimed in claim 7 or claim 8, wherein the threaded portions of the second part comprise a plurality of ridges along a common helix, coaxial with the longitudinal axis of the second part.
10. An aircraft as claimed in any preceding claim, wherein the first part and/or second part comprises a rotation arm displaced from the longitudinal axis of the respective part.
11. An aircraft as claimed in claim 10, wherein the rotation arm is linked to a linear actuator.
12. An aircraft as claimed in any preceding claim, wherein the first part comprises a tapered section.
13. An aircraft as claimed in any preceding claim, wherein the first part and second part are joined through a receiving structural element.
14. An aircraft as claimed in claim 13 when dependent on claim 12, wherein the receiving structural element comprises a tapered section, shaped to correspond to the tapered section of the first part.
15. An aircraft as claimed in claim 13 or claim 14, wherein the tapered section of the receiving structural element comprises a bush.
16. An aircraft wing, the aircraft wing comprising a fixed wing and a wing tip device at the tip thereof, 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 groundbased operations, in which 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 for locking the wing tip device in the locked flight configuration, the locking mechanism having a longitudinal axis and comprising a first part associated with one of the fixed wing and the wing tip device, and a second part associated with the other of the fixed wing and wing tip device, the locking mechanism having a locked configuration, in which the first part is received in the second part such that the first part is prevented from being withdrawn from the second part along the longitudinal axis of the locking mechanism, and an unlocked configuration, in which the first part is received in the second part such that the first part is free to be withdrawn from the second part along the longitudinal axis of the locking mechanism, wherein the locking mechanism is moved between the locked configuration and the unlocked configuration by rotation of at least one of the first part or second part around the longitudinal axis of the locking mechanism, wherein the first part is a male member comprising an external circumference and a threaded portion partially extending around the external circumference, and the second part is a female member comprising an inner circumference and a threaded portion partially extending around the internal circumference, the threaded portion of the first part arranged to engage with the threaded portion of the second part when the locking mechanism is in the locked configuration..
17. A method of locking a wing tip device on an aircraft according to the claim 1, the method comprising the steps of moving the wing tip device into the flight configuration, such that the first part is received within the second part of the locking mechanism, and rotating the first part and/or second part relative to the longitudinal axis of the locking mechanism such that corresponding threaded portions of the first part and second part engage with each other, thereby preloading the locking mechanism and preventing relative movement of the first part and second part in the longitudinal direction.
18. A method of unlocking a wing tip device on an aircraft according to claim 1, the method comprising the steps of rotating the first part and/or second part relative to the longitudinal axis of the locking mechanism such that corresponding threaded portions of the first part and second part disengage each other, thereby unloading the locking mechanism and allowing relative movement of the first part and second part in the longitudinal direction.
19. A locking mechanism, the locking mechanism comprising a first part and a second part, the locking mechanism having a locked configuration, in which the first part is received in the second part such that the first part is prevented from being withdrawn from the second part along a longitudinal axis of the locking mechanism, and an unlocked configuration, in which the first part is received in the second part such that the first part is free to be withdrawn from the second part along the longitudinal axis of the locking mechanism, wherein the locking mechanism is moved between the locked configuration and the unlocked configuration by rotation of at least one of the first part or second part around the longitudinal axis of the locking mechanism, wherein the first part comprises male member with an external circumference and a threaded portion partially extending around the external circumference, and the second portion comprises a female member with an inner circumference and a threaded portion partially extending around the internal circumference, the threaded portion of the first part arranged to engage with the threaded portion of the second part when the locking mechanism is in the locked configuration.
Intellectual
Property
Office
Application No: GB1619088.6 Examiner: MrKeirHowe
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1619088.6A GB2555831A (en) | 2016-11-11 | 2016-11-11 | Rotatable lock and wing tip device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1619088.6A GB2555831A (en) | 2016-11-11 | 2016-11-11 | Rotatable lock and wing tip device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB2555831A true GB2555831A (en) | 2018-05-16 |
Family
ID=62016985
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1619088.6A Withdrawn GB2555831A (en) | 2016-11-11 | 2016-11-11 | Rotatable lock and wing tip device |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2555831A (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB191420537A (en) * | ||||
| US4428609A (en) * | 1980-09-15 | 1984-01-31 | The Boeing Company | Latch for flexibly joining trailing edge access doors on an aircraft engine support pylon |
| GB2538319A (en) * | 2015-05-15 | 2016-11-16 | Airbus Operations Ltd | Folding wing tip device with rotatable lock |
-
2016
- 2016-11-11 GB GB1619088.6A patent/GB2555831A/en not_active Withdrawn
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB191420537A (en) * | ||||
| US4428609A (en) * | 1980-09-15 | 1984-01-31 | The Boeing Company | Latch for flexibly joining trailing edge access doors on an aircraft engine support pylon |
| GB2538319A (en) * | 2015-05-15 | 2016-11-16 | Airbus Operations Ltd | Folding wing tip device with rotatable lock |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |