Patent Publication Number: US-2023132687-A1

Title: Aircraft systems and electrical connectors

Description:
TECHNICAL FIELD 
     The present invention relates to aircraft systems and electrical connectors for aircraft systems. 
     BACKGROUND 
     Aircraft systems may comprise many component parts, and at least some of those component parts may be movable relative to one another. It may sometimes be desirable to transfer electrical power between two such components, which may introduce challenges that can be exacerbated depending on the type of aircraft system and the type of relative motion required. 
     SUMMARY 
     A first aspect of the present invention provides an aircraft system comprising a first structure, a second structure coupled to the first structure and movable between first and second positions relative to the first structure, and an electrical connector for providing an electrical connection running between respective components housed within the first and second structures, the electrical connector comprising a cable harness housed within the first structure, and a connector body coupled to an end of the cable harness, the connector body extending through an aperture formed in the first structure, and the connector body coupled to the second structure such that movement of the second structure between the first and second positions relative to the first structure causes the connector body to move through the aperture. 
     This may be beneficial as the connector body is coupled to an end of the cable harness, the connector body extends through an aperture formed in the first structure, and the connector body is coupled to the second structure such that movement of the second structure between the first and second positions relative to the first structure causes the connector body to move through the aperture. In particular, this may enable the connector body to extend between the first and second structures whilst not requiring the cable harness to extend in a similar manner. This may allow the connector body to be designed specifically to cope with the requirements of being located between the first and second structure, whilst also allowing for a conventional cable harness to be used. 
     The connector body may be coupled to the harness such that the connector body extends substantially orthogonally relative to a principal direction of extent of the cable harness within the first structure. 
     The aircraft system may be configured so that the connector body follows a pre-defined path relative to the first structure when the second structure is moved between the first and second positions. For example, the connector body may comprise a rigid material, which may result in the connector body following a pre-defined path relative to the first structure when the second structure is moved between the first and second positions in use. This may provide a rigid component located between the first and second structures, which may allow for reliable performance and for the connector body to be located in a wide variety of environments. For example, the connector body may be exposed to airflow when the second structure is in the second position. The connector body may comprise a rigid outer shell. This may, for example, enable the connector body to be exposed to an airflow when between the first and second components in use. This may reduce the risk in path deviations negatively impacting an electrical connection provided by the electrical connector. The connector body may comprise a composite material. 
     The connector body may comprise an outer shell, and the outer shell may be a monolithic structure, i.e. a singular component. This may reduce the number of parts of the connector body, which may reduce cost. 
     The connector body may comprise an internal holding member for holding an electrical power cable. This may be beneficial as the internal holding member may be used to retain a fixed position of an electrical power cable within the connector body as the connector body moves relative to the first structure in use. This may provide a relatively stable arrangement, which may be particularly useful where the connector body is exposed to airflow in use. Where the harness comprises multiple electrical cables, the internal holding member may comprise a plurality of holding channels, with electrically insulative material located between the holding channels. This may enable the cables to be electrically isolated from one another within the connector body. The outer shell of the connector body may be overmoulded onto the internal holding member. 
     At least a portion of the connector body may be exposed between the first structure and the second structure when the second structure is in the second position. For example, at least 50% of a length of the connector body may be exposed between the first structure and the second structure when the second structure is in the second position. At least a portion of the connector body may extend through the aperture when the second structure is in the first position and when the second structure is in the second position. Thus, the connector body may fill at least a portion of the aperture both when the second structure is in the first position and when the second structure is in the second position. 
     The aircraft system may comprise a seal between the connector body and the perimeter of the aperture. This may prevent ingress of debris into the interior of the first structure via the aperture in use. 
     The second structure may be spaced further from the first structure when at the second position compared to the first position 
     The connector body may comprise an aerodynamic shape that is exposed when the second structure is in the second position. For example, an outer surface of the connector body may comprise an aerodynamic shape. This may enable the connector body to be used in a scenario where air flows between the first and second structures in use. The aerodynamic shape may comprise a curved shape, for example an aerofoil shape. 
     The connector body may be fixedly coupled to the second structure. For example, a first end of the connector body may be fixedly coupled to the second structure. Thus, movement of the second structure relative to the first structure may cause movement of the connector body relative to the first structure in use. A first end of the connector body may be fixedly coupled to the second structure and a second end of the connector body may be slidably received within the aperture. This may reduce the number of fixings required for the electrical connector, thereby reducing component count and cost. The connector body may be slidable through the aperture. A first end of the connector body may be fixedly coupled to the second structure and a second end of the connector body may be supported by a perimeter of the aperture, for example supported by a perimeter of the aperture when the second structure is in both its first and second positions relative to the first structure. 
     The aircraft system may comprise a guide for restricting motion of the cable harness in at least one plane of motion during movement of the second structure between the first and second positions. This may be beneficial as the cable harness may have a relatively flexible nature when compared to the connector body. By providing a guide for restricting motion of the cable harness in at least one plane of motion during movement of the second structure between the first and second positions, motion of the cable harness may be restricted to ensure that the cable harness does not interfere with further components of the aircraft system in use. The cable harness may be substantially contained within the first structure, and the guide may restrict motion of the cable harness within the first structure. The guide may allow motion in each of the planes of motion, whilst restricting motion in at least one plane. The aircraft system may comprise a guide for restricting motion of the cable harness in at least two planes of motion during movement of the second structure between the first and second positions. 
     The guide may comprise a track housed within the first structure. The guide may allow motion of the cable harness that corresponds to motion of the second structure between the first and second positions. For example, the guide may allow the cable harness to sweep in a direction substantially corresponding to a direction of extent of the connector body in use. 
     The cable harness may be fixed relative to the first structure at a fixation point within the first structure, the fixation point being remote from the end of the cable harness which is coupled to the connector body. This may support the cable harness at the fixation point, which may prevent the cable harness from flexing to an unacceptable degree within the first structure. The fixation point may allow substantially no motion of the cable harness in at least two planes. For example, the fixation point may comprise a loop having a cross-sectional shape and size substantially corresponding to a cross-sectional shape and size of the cable harness. 
     A section of the cable harness between the fixation point and the connector body may held by the guide, for example such that a section of the cable harness between the fixation point and the connector body is allowed to sweep within the first structure when the second structure is moved from the first position to the second position, and vice versa. 
     The connector body may be curved, and a curvature of the connector body may correspond to a range of motion of the second structure as it moves between the first and second positions. This may be beneficial as it may allow for a smooth motion of both the connector body and the second structure as the second structure is moved between the first and second positions. A curvature of the connector body may correspond to a curvature of a track which defines motion of the second structure relative to the first structure. 
     The connector body may comprise a height and a width, wherein the height is greater than its width, for example with the height and width being generally perpendicular to a path along which the connector body moves during motion through the aperture. This may reduce a span of the connector body relative to the first structure. 
     The aircraft system may comprise a power cable and/or a signal cable that runs through the harness and/or the connector body. For example, the aircraft system may comprise a HVDC power cable and/or a data signal cable that run through the harness and/or the connector body. Thus, the electrical connector may enable transfer of one or both of power and signals between the first and second structures in use. 
     The connector body may comprise a connection portion, for example at an end of the connector body remote from the coupling to the cable harness. The connector portion may be housed within the second structure, for example such that a further cable harness within the second structure does not need to extend out of the second structure. The connector portion may comprise a plurality of different connection types, for example a HVDC connector portion and a signal connector portion. 
     The first structure may comprise a fixed wing structure, and the second structure may comprise a flight control surface coupled to the fixed wing structure. The first and second positions of the second structure may comprise retracted and deployed positions of the flight control surface. For example, the flight control surface may be movable between retracted and deployed positions relative to the fixed wing structure. Thus, the connector body may extend between the fixed wing structure and the flight control surface when the flight control surface is in a deployed position. 
     The second structure may comprise a heating device, and the electrical connector may provide an electrical connection from the first structure to the heating device. This may be beneficial as it may enable a heating device to be housed within a movable structure of an aircraft system. This may be particularly beneficial where, for example, the first structure comprises a fixed wing structure, and the second structure comprises a flight control surface coupled to the fixed wing structure. In particular, the heater may be used to prevent build-up of ice on the flight control surface during operation of an aircraft in use. 
     A second aspect of the present invention provides an aircraft system comprising a first body, a second body coupled to the first body and movable relative to the first body, and an electrical connector for providing an electrical connection between components respectively housed within the first and second bodies, the electrical connector comprising a harness housed within the first structure, a connector coupled to an end of the harness, and an electrical power cable running through the harness and the connector, the connector extending between the first body and the second body, and the connector coupled to the second body such that the connector is moved relative to the first body when the second body is moved relative to the first body. 
     A third aspect of the present invention provides an aircraft flight control surface electrical connector for electrically connecting a first component within an aircraft flight control surface to a second component within a fixed wing structure, the aircraft flight control surface electrical connector comprising a harness for location within the fixed wing structure, a connector body coupled to an end of the harness and couplable to the aircraft flight control surface, and an electrical power cable running through the harness and the connector body. 
     A fourth aspect of the present invention provides an aircraft comprising an aircraft system of the first aspect or the second aspect, or an aircraft flight control surface electrical connector of the third aspect. 
     Preferential features noted above of aspects of the present invention noted above may be equally applied to other aspects of the present invention noted above, where appropriate. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: 
         FIG.  1    shows a schematic view of a first configuration of an aircraft system according to an example; 
         FIG.  2    shows a schematic view of a second configuration of the aircraft system of  FIG.  1   ; 
         FIG.  3    shows a schematic view of the first configuration of the aircraft system of  FIG.  1    with a flight control surface removed; 
         FIG.  4    shows a schematic view of the second configuration of the aircraft system of  FIG.  2    with the flight control surface removed; 
         FIG.  5    shows a schematic view of an example of an electrical connector in isolation; 
         FIG.  6    shows a cross-sectional view taken along the line A-A of  FIG.  5   ; 
         FIG.  7    shows a schematic view of a connection portion of the electrical connector of  FIG.  5   ; 
         FIG.  8    shows a first schematic view of an interior of a fixed wing structure according to an example; 
         FIG.  9    shows a second schematic view of an interior of a fixed wing structure according to an example; and 
         FIG.  10    shows a schematic view of an aircraft according to an example. 
     
    
    
     DETAILED DESCRIPTION 
     An aircraft system, generally designated  10 , is shown schematically in  FIGS.  1  to  4   , and takes the form of an aircraft wing system. The aircraft wing system  10  comprises a fixed wing structure  12 , and a flight control surface  14  movable between a first retracted position relative to the fixed wing structure  12 , and a second deployed position relative to the fixed wing structure  12 . The flight control surface  14  is shown in the retracted and deployed positions in  FIGS.  1  and  2    respectively, and the aircraft wing system  10  is shown with the flight control surface  14  removed for clarity in  FIGS.  3  and  4   . The flight control surface  14  may comprise any of an aileron, a flap, a slat, an elevator, a rudder or the like. 
     The aircraft system  10  comprises a first electrical component  16  housed within the fixed wing structure  12 , a second electrical component  18  housed within the flight control surface  14 , and an electrical connector  20  for providing an electrical connection between the first  16  and second  18  components. 
     As shown in the figures, the first  16  and second  18  electrical components are taken to be a power source  16  and a heater  18 . This may particularly be the case where, for example, a heater is required in the flight control surface  14  to prevent the build-up of ice in use. Although the power source  16  itself is depicted here as being within the fixed wing structure  12 , it will be appreciated that in practice the power source  16  may be located within a further component of an aircraft, for example the fuselage of an aircraft, but that the connectors from the power source  16  may still extend through the fixed wing structure  12 , and that the electrical connector  20  may still be utilised for such an example. 
     The electrical connector  20  is shown in isolation in  FIG.  5   , and comprises a cable harness  22  and a connector body  24 . The cable harness  22  is a combined high voltage DC (HVDC) and signal harness, and carries both HVDC and signal cabling from the power source  16  to the connector body  24 . As shown, a first end  26  of the cable harness  22  is coupled to the power source  16  by appropriate cabling, and a second end  28  of the cable harness  22  is coupled to the connector body  24 . The cable harness  22  may be a conventional cable harness chosen appropriately for the aircraft wing system  10 . 
     The connector body  24  comprises a composite shell  30 , a structural foam core  32 , and a connection portion  34 . 
     The composite shell  30  is generally elongate in form, and is curved along its length between a first end  36  coupled to the second end  28  of the cable harness  2 , and a second end  38  in the region of the connection portion  34 . The curvature of the composite shell  30  substantially matches a curved range of motion between the flight control surface  14  and the fixed wing structure  12  as the flight control surface  14  moves between its retracted and deployed positions relative to the fixed wing structure  12 . The composite shell  30  is rigid such that deflections due to aerodynamic loading and vibration may be reduced, and is a monolithic component. 
     The second end  38  of the composite shell  30  comprises a collar  40 , with the collar  40  comprising a plurality of coupling points for coupling the composite shell  30  to an interior surface  44  of the flight control surface  14 . In particular, the composite shell  30  extends through an aperture (not shown) in the flight control surface  14 , such that the collar  40  is fixedly coupled to an interior surface  44  of the flight control surface  14  and the connection portion  34  is housed within the interior of the flight control surface  14 . In such a manner the composite shell  30 , and hence the connector body  24 , may be supported at the second end  38  by the flight control surface  14 . 
     A cross-sectional shape of the composite shell  30  between the first  36  and second  38  ends is an aerodynamic shape, for example an aerofoil shape. This aerodynamic shape of the composite shell  30  is exposed between the fixed wing structure  12  and the flight control surface  14  when the flight control surface  14  is in its deployed position relative to the fixed wing structure  12 , and hence may provide aerodynamic benefits. 
     The cross-sectional shape of the composite shell  30  is also such that its height is greater than its width. This may minimise the extent to which the connector body  24  extends across the span of the fixed wing structure  12  and the flight control surface  14 , which may save space for other components. 
     The structural foam core  32  is provided internally of the composite shell  30 , as can be seen from  FIG.  6   , and defines an internal holding member. The structural foam core  32  comprises a plurality of channels  46 , with each channel configured to receive a HVDC cable from the cable harness  22 , and a plastic conduit  48  configured to receive signal cables from the cable harness  22 . The structural foam core  32  may be any suitable structural foam core, for example a closed cell foam core. The structural foam core  32  holds HVDC and signal cables within the connector body  24  in use. An alternative internal holding member not shown here may take the form of a series of spacers or inserts housed within the composite shell  30 . This may allow for the composite shell to be formed from more than one piece. 
     The connection portion  34  is disposed at the second end  38  of the composite shell  30 , and extends from the composite shell  30  such that the connection portion is located within the interior of the flight control surface  14  in use. The connection portion  34  can be seen in more detail in  FIG.  7   . The connection portion  34  interfaces with HVDC cables held within the structural foam core  32 , and comprises a plurality of output HVDC contacts  50  which interact with corresponding HVDC electrical contacts (not shown) of the heater  18 . The connection portion  34  also interfaces with signal cables held within the structural foam core  32 , and comprises a plurality of output signal contacts  52  which interact with corresponding signal contacts (not shown) of the heater  18 . 
     The output HVDC contacts  50  and the output signal contacts  52  are located in different sections of the connection portion  34 , with a physical barrier  54  between the output HVDC contacts  50  and the output signal contacts  52 . This may provide appropriate electrical segregation at the connector level. 
     As can be seen from  FIG.  4   , the connector body  24  extends through an aperture  56  formed in an outer surface  58  of the fixed wing structure  12 . A seal  60  is provided between the composite shell  30  and the aperture  56 , and is indicated by hashed lines in  FIG.  4   . In some instances, the interface between the composite shell  30  and the aperture  56  may itself define the seal  60 , but in other instances, as shown in  FIG.  4   , the seal  60  comprises a resilient material located between the composite shell  30  and the perimeter of the aperture  56 . It will be appreciated that the size of the aperture  56  has been exaggerated for the sake of clarity, and that in practice the aperture  56  may have a size which closely matches an outer perimeter of the composite shell  30   
     The connector body  24  is not fixed to the fixed wing structure  12 , such that the connector body  24  is slidable within the aperture  56 . As previously mentioned, however, the second end  38  of the composite shell  30  is fixedly attached to the flight control surface  14 . Thus, as the flight control surface  14  moves from its retracted position relative to the fixed wing structure  12  to its deployed position relative to the fixed wing structure  12 , the connector body  24  is slidable through the aperture  56  between its own retracted position relative to the fixed wing structure  12  and its own deployed position relative to the fixed wing structure  12 . This motion is illustrated schematically in  FIGS.  1 - 4   . As can be seen from  FIGS.  3 - 4   , in both the retracted and deployed positions of the flight control surface  14 /connector body  24 , the connector body  24  extends through the aperture  56 . Thus, the cable harness  22  is not required to be exposed between the fixed wing structure  12  and the flight control surface  14  in use, which may remove design constraints for the cable harness  22 . 
     As illustrated schematically in  FIGS.  8  and  9   , motion of the cable harness  22  within the fixed wing structure  12  is limited by a fixation structure  62  and a guide  64  with the fixed wing structure  12  indicated by dotted lines. 
     The fixation structure  62  takes the form of an annular loop fixed within the fixed wing structure  12  by a bracket. The inner diameter of the fixation structure  62  is chosen to correspond substantially to an outer diameter of the cable harness  22 , and the cable harness  22  is held within the fixation structure  62  such that motion of the cable harness  22 , particularly in vertical and front-back directions (i.e. not necessarily in the span direction) of the fixed wing structure  12  is limited. The fixation structure may ensure that the cable harness  22  does not extend within the fixed wing structure  12  unsupported to too great an extent, and hence may prevent potential clashes with further components housed within the fixed wing structure  12  in use. 
     The guide  64  is located between the fixation structure  62  and the second end  28  of the cable harness  22  that is attached to the connector body  24 . The guide  64  also takes the form of a full loop fixed within the fixed wing structure  12 , but unlike the fixation structure  62 , the guide  64  defines a track which enables motion of the cable harness  22  in both a front-back direction, for example a direction between a frontward facing surface and a rearward facing surface of the fixed wing structure  12  when installed on an aircraft  100 , and a vertical direction (i.e. not necessarily in the span direction) of the fixed wing structure  12 . Thus, in use, the guide  64  may enable the cable harness  22  to sweep, to a limited extent, within the fixed wing structure as the flight control surface  14  and the connector body  24  move between their retracted and deployed positions. This sweep of the cable harness  22  can be seen schematically in  FIGS.  8  and  9   . This may help to encourage a smooth transition of the cable harness  22  when the flight control surface  14  and the connector body  24  move between their retracted and deployed positions, and may prevent excessive harness bending in use, which may be particularly problematic with HVDC cables that have a relatively low flexibility. The degree of motion afforded by the guide  64  may match movement of the flight control surface  14  relative to the fixed wing structure  22  for example with the shape of the guide  64  matching the shape of motion of the flight control surface  14  relative to the fixed wing structure  22 . This may minimise vertical bending of the cable harness  22  during motion of the flight control surface  14  in use. 
     As well as allowing for sweep of the harness  22  within the fixed wing structure  12 , the guide  64  may ensure that the cable harness  22  does not extend within the fixed wing structure  12  unsupported to too great an extent, and hence may prevent potential clashes with further components housed within the fixed wing structure  12  in use. 
     A low-friction bushing (not shown) may be provided between the cable harness  22  and the guide  64 . 
     An aircraft  100  comprising the aircraft wing system  10  and electrical connector  20  is illustrated schematically in  FIG.  10   . 
     Although shown herein as an electrical connector  20  providing an electrical connection between respective components housed within a fixed wing structure  12  and a flight control surface  14 , it will be recognised that the electrical connector  20  may also find utility for any appropriate aircraft system where there are fixed and movable structures. 
     It will also be appreciated that features described in relation to the figures are examples only, and that alternatives may be used where appropriate. 
     For example, although the composite shell  30  is described above as extending through an aperture in the flight control surface  14 , in other examples the composite shell  30  may be attached to an exterior surface of the flight control surface  14  whilst the connection portion  34  extends through an aperture in the flight control surface. Furthermore, the composite shell  30  may not necessarily be curved, and may instead be straight in form. Whilst described herein as a heater, the second electrical component  18  in other examples may comprise lights, or sensors such as pressure sensors. It will further be appreciated that the electrical connector  20  may only carry power, or may only carry signals, as appropriate. 
     It is to noted that the term “or” as used herein is to be interpreted to mean “and/or”, unless expressly stated otherwise.