Patent Description:
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.

<CIT> and <CIT> relate to aircraft systems comprising a telescopic strut arranged to extend and retract as one component moves relative to the other. The strut is pivotably coupled to the components at its end portions.

In <CIT>, electrical power is provided from one component to another by means of a telescopic conductor inside the strut. In <CIT>, electrical power is provided by a helical cable inside the strut.

<CIT>, according to its abstract, discloses an aircraft wing comprising a wing fixed central body, and a leading edge mobile slat designed to be moved in rotation relative to the fixed central body along a circular trajectory inscribed on a sphere with centre C. The wing also comprises a cable carrier chain comprising links articulated to each other through articulation axes that converge towards a single point, the chain being connected at its two ends to the fixed central body and to the mobile slat. Furthermore, the single point is the centre C of the sphere, located on a rotation axis of the leading edge mobile slat relative to the wing fixed body.

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, wherein the connector body is fixedly attached to the second structure, and the system further comprises a guide within the first structure arranged to enable the cable harness to sweep in a predetermined range of motion as the second structure moves between the first and second positions. The guide defines a track which enables motion of the cable harness, with respect to the track, in a direction substantially corresponding to the direction of extent of the connector body in use.

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 <NUM>% 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 is 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 comprises 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 is substantially contained within the first structure, and the guide restricts 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 comprises track housed within the first structure. The guide allows motion of the cable harness that corresponds to motion of the second structure between the first and second positions. Specifically, the guide allows 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 comprising an aircraft system of the first aspect.

An aircraft system, generally designated <NUM>, is shown schematically in <FIG>, and takes the form of an aircraft wing system. The aircraft wing system <NUM> comprises a fixed wing structure <NUM>, and a flight control surface <NUM> movable between a first retracted position relative to the fixed wing structure <NUM>, and a second deployed position relative to the fixed wing structure <NUM>. The flight control surface <NUM> is shown in the retracted and deployed positions in <FIG> and <FIG> respectively, and the aircraft wing system <NUM> is shown with the flight control surface <NUM> removed for clarity in <FIG>. The flight control surface <NUM> may comprise any of an aileron, a flap, a slat, an elevator, a rudder or the like.

The aircraft system <NUM> comprises a first electrical component <NUM> housed within the fixed wing structure <NUM>, a second electrical component <NUM> housed within the flight control surface <NUM>, and an electrical connector <NUM> for providing an electrical connection between the first <NUM> and second <NUM> components.

As shown in the figures, the first <NUM> and second <NUM> electrical components are taken to be a power source <NUM> and a heater <NUM>. This may particularly be the case where, for example, a heater is required in the flight control surface <NUM> to prevent the build-up of ice in use. Although the power source <NUM> itself is depicted here as being within the fixed wing structure <NUM>, it will be appreciated that in practice the power source <NUM> 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 <NUM> may still extend through the fixed wing structure <NUM>, and that the electrical connector <NUM> may still be utilised for such an example.

The electrical connector <NUM> is shown in isolation in <FIG>, and comprises a cable harness <NUM> and a connector body <NUM>. The cable harness <NUM> is a combined high voltage DC (HVDC) and signal harness, and carries both HVDC and signal cabling from the power source <NUM> to the connector body <NUM>. As shown, a first end <NUM> of the cable harness <NUM> is coupled to the power source <NUM> by appropriate cabling, and a second end <NUM> of the cable harness <NUM> is coupled to the connector body <NUM>. The cable harness <NUM> may be a conventional cable harness chosen appropriately for the aircraft wing system <NUM>.

The connector body <NUM> comprises a composite shell <NUM>, a structural foam core <NUM>, and a connection portion <NUM>.

The composite shell <NUM> is generally elongate in form, and is curved along its length between a first end <NUM> coupled to the second end <NUM> of the cable harness <NUM>, and a second end <NUM> in the region of the connection portion <NUM>. The curvature of the composite shell <NUM> substantially matches a curved range of motion between the flight control surface <NUM> and the fixed wing structure <NUM> as the flight control surface <NUM> moves between its retracted and deployed positions relative to the fixed wing structure <NUM>. The composite shell <NUM> is rigid such that deflections due to aerodynamic loading and vibration may be reduced, and is a monolithic component.

The second end <NUM> of the composite shell <NUM> comprises a collar <NUM>, with the collar <NUM> comprising a plurality of coupling points for coupling the composite shell <NUM> to an interior surface <NUM> of the flight control surface <NUM>. In particular, the composite shell <NUM> extends through an aperture (not shown) in the flight control surface <NUM>, such that the collar <NUM> is fixedly coupled to an interior surface <NUM> of the flight control surface <NUM> and the connection portion <NUM> is housed within the interior of the flight control surface <NUM>. In such a manner the composite shell <NUM>, and hence the connector body <NUM>, may be supported at the second end <NUM> by the flight control surface <NUM>.

A cross-sectional shape of the composite shell <NUM> between the first <NUM> and second <NUM> ends is an aerodynamic shape, for example an aerofoil shape. This aerodynamic shape of the composite shell <NUM> is exposed between the fixed wing structure <NUM> and the flight control surface <NUM> when the flight control surface <NUM> is in its deployed position relative to the fixed wing structure <NUM>, and hence may provide aerodynamic benefits.

The cross-sectional shape of the composite shell <NUM> is also such that its height is greater than its width. This may minimise the extent to which the connector body <NUM> extends across the span of the fixed wing structure <NUM> and the flight control surface <NUM>, which may save space for other components.

The structural foam core <NUM> is provided internally of the composite shell <NUM>, as can be seen from <FIG>, and defines an internal holding member. The structural foam core <NUM> comprises a plurality of channels <NUM>, with each channel configured to receive a HVDC cable from the cable harness <NUM>, and a plastic conduit <NUM> configured to receive signal cables from the cable harness <NUM>. The structural foam core <NUM> may be any suitable structural foam core, for example a closed cell foam core. The structural foam core <NUM> holds HVDC and signal cables within the connector body <NUM> 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 <NUM>. This may allow for the composite shell to be formed from more than one piece.

The connection portion <NUM> is disposed at the second end <NUM> of the composite shell <NUM>, and extends from the composite shell <NUM> such that the connection portion is located within the interior of the flight control surface <NUM> in use. The connection portion <NUM> can be seen in more detail in <FIG>. The connection portion <NUM> interfaces with HVDC cables held within the structural foam core <NUM>, and comprises a plurality of output HVDC contacts <NUM> which interact with corresponding HVDC electrical contacts (not shown) of the heater <NUM>. The connection portion <NUM> also interfaces with signal cables held within the structural foam core <NUM>, and comprises a plurality of output signal contacts <NUM> which interact with corresponding signal contacts (not shown) of the heater <NUM>.

The output HVDC contacts <NUM> and the output signal contacts <NUM> are located in different sections of the connection portion <NUM>, with a physical barrier <NUM> between the output HVDC contacts <NUM> and the output signal contacts <NUM>. This may provide appropriate electrical segregation at the connector level.

As can be seen from <FIG>, the connector body <NUM> extends through an aperture <NUM> formed in an outer surface <NUM> of the fixed wing structure <NUM>. A seal <NUM> is provided between the composite shell <NUM> and the aperture <NUM>, and is indicated by hashed lines in <FIG>. In some instances, the interface between the composite shell <NUM> and the aperture <NUM> may itself define the seal <NUM>, but in other instances, as shown in <FIG>, the seal <NUM> comprises a resilient material located between the composite shell <NUM> and the perimeter of the aperture <NUM>. It will be appreciated that the size of the aperture <NUM> has been exaggerated for the sake of clarity, and that in practice the aperture <NUM> may have a size which closely matches an outer perimeter of the composite shell <NUM>.

The connector body <NUM> is not fixed to the fixed wing structure <NUM>, such that the connector body <NUM> is slidable within the aperture <NUM>. As previously mentioned, however, the second end <NUM> of the composite shell <NUM> is fixedly attached to the flight control surface <NUM>. Thus, as the flight control surface <NUM> moves from its retracted position relative to the fixed wing structure <NUM> to its deployed position relative to the fixed wing structure <NUM>, the connector body <NUM> is slidable through the aperture <NUM> between its own retracted position relative to the fixed wing structure <NUM> and its own deployed position relative to the fixed wing structure <NUM>. This motion is illustrated schematically in <FIG>. As can be seen from <FIG>, in both the retracted and deployed positions of the flight control surface <NUM>/connector body <NUM>, the connector body <NUM> extends through the aperture <NUM>. Thus, the cable harness <NUM> is not required to be exposed between the fixed wing structure <NUM> and the flight control surface <NUM> in use, which may remove design constraints for the cable harness <NUM>.

As illustrated schematically in <FIG>, motion of the cable harness <NUM> within the fixed wing structure <NUM> is limited by a fixation structure <NUM> and a guide <NUM> with the fixed wing structure <NUM> indicated by dotted lines.

The fixation structure <NUM> takes the form of an annular loop fixed within the fixed wing structure <NUM> by a bracket. The inner diameter of the fixation structure <NUM> is chosen to correspond substantially to an outer diameter of the cable harness <NUM>, and the cable harness <NUM> is held within the fixation structure <NUM> such that motion of the cable harness <NUM>, particularly in vertical and front-back directions (i.e. not necessarily in the span direction) of the fixed wing structure <NUM> is limited. The fixation structure may ensure that the cable harness <NUM> does not extend within the fixed wing structure <NUM> unsupported to too great an extent, and hence may prevent potential clashes with further components housed within the fixed wing structure <NUM> in use.

The guide <NUM> is located between the fixation structure <NUM> and the second end <NUM> of the cable harness <NUM> that is attached to the connector body <NUM>. The guide <NUM> also takes the form of a full loop fixed within the fixed wing structure <NUM>, but unlike the fixation structure <NUM>, the guide <NUM> defines a track which enables motion of the cable harness <NUM> 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 <NUM> when installed on an aircraft <NUM>, and a vertical direction (i.e. not necessarily in the span direction) of the fixed wing structure <NUM>. Thus, in use, the guide <NUM> enables the cable harness <NUM> to sweep, to a limited extent, within the fixed wing structure as the flight control surface <NUM> and the connector body <NUM> move between their retracted and deployed positions. This sweep of the cable harness <NUM> can be seen schematically in <FIG>. This may help to encourage a smooth transition of the cable harness <NUM> when the flight control surface <NUM> and the connector body <NUM> 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 <NUM> may match movement of the flight control surface <NUM> relative to the fixed wing structure <NUM> for example with the shape of the guide <NUM> matching the shape of motion of the flight control surface <NUM> relative to the fixed wing structure <NUM>. This may minimise vertical bending of the cable harness <NUM> during motion of the flight control surface <NUM> in use.

As well as allowing for sweep of the harness <NUM> within the fixed wing structure <NUM>, the guide <NUM> may ensure that the cable harness <NUM> does not extend within the fixed wing structure <NUM> unsupported to too great an extent, and hence may prevent potential clashes with further components housed within the fixed wing structure <NUM> in use.

A low-friction bushing (not shown) may be provided between the cable harness <NUM> and the guide <NUM>.

An aircraft <NUM> comprising the aircraft wing system <NUM> and electrical connector <NUM> is illustrated schematically in <FIG>.

Although shown herein as an electrical connector <NUM> providing an electrical connection between respective components housed within a fixed wing structure <NUM> and a flight control surface <NUM>, it will be recognised that the electrical connector <NUM> 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 and according to the claims.

For example, although the composite shell <NUM> is described above as extending through an aperture in the flight control surface <NUM>, in other examples the composite shell <NUM> may be attached to an exterior surface of the flight control surface <NUM> whilst the connection portion <NUM> extends through an aperture in the flight control surface. Furthermore, the composite shell <NUM> may not necessarily be curved, and may instead be straight in form. Whilst described herein as a heater, the second electrical component <NUM> in other examples may comprise lights, or sensors such as pressure sensors. It will further be appreciated that the electrical connector <NUM> may only carry power, or may only carry signals, as appropriate.

Claim 1:
An aircraft system (<NUM>) comprising a first structure (<NUM>), a second structure (<NUM>) coupled to the first structure and movable between first and second positions relative to the first structure, and an electrical connector (<NUM>) for providing an electrical connection running between respective components (<NUM>, <NUM>) housed within the first and second structures (<NUM>, <NUM>), the electrical connector (<NUM>) comprising a cable harness (<NUM>) housed within the first structure (<NUM>), and a connector body (<NUM>) coupled to an end of the cable harness (<NUM>), the connector body (<NUM>) extending through an aperture (<NUM>) formed in the first structure (<NUM>), and the connector body (<NUM>) coupled to the second structure (<NUM>) such that movement of the second structure between the first and second positions relative to the first structure causes the connector body (<NUM>) to move through the aperture (<NUM>),
wherein:
the connector body (<NUM>) is fixedly attached to the second structure (<NUM>); and
the system further comprises a guide (<NUM>) within the first structure (<NUM>) arranged to enable the cable harness (<NUM>) to sweep in a predetermined range of motion as the second structure (<NUM>) moves between the first and second positions,
characterised in that:
the guide defines a track which enables motion of the cable harness, with respect to the track, in a direction substantially corresponding to the direction of extent of the connector body in use.