CN110304237B

CN110304237B - Aircraft wing and aircraft comprising same

Info

Publication number: CN110304237B
Application number: CN201910634933.9A
Authority: CN
Inventors: 刘兴宇; 张伟; 张正礼; 赵荃; 杨慧; 张弛
Original assignee: Commercial Aircraft Corp of China Ltd
Current assignee: Commercial Aircraft Corp of China Ltd
Priority date: 2019-07-15
Filing date: 2019-07-15
Publication date: 2023-08-25
Anticipated expiration: 2039-07-15
Also published as: CN110304237A

Abstract

A leading edge portion of an aircraft wing comprising: a leading edge hatch beam on which at least one support rib is provided; the skin is connected to the front edge cabin beam, and encloses an inner space together with the front edge cabin beam, and the supporting ribs are positioned in the inner space; wherein the leading edge portion further comprises at least one tensioning cable therein, the tensioning cable extending in the interior space in the longitudinal direction of the leading edge portion. The structure of the aircraft wing can meet the existing bird strike prevention design requirement, and meanwhile, the light weight requirement in the aircraft design is also met.

Description

Aircraft wing and aircraft comprising same

Technical Field

The present invention relates to an aircraft. More particularly, the present invention relates to improvements to an aircraft wing structure that helps resist impacts such as bird strikes. The invention also relates to an aircraft comprising such an aircraft wing.

Background

Aircraft such as civil aircraft are exposed to various threats during flight. For example, during the flight of an aircraft, the aircraft may encounter bird strikes. According to incomplete statistics, the accidents of bird strike of civil aircraft in recent decades are up to more than 4 ten thousand. Bird strikes have therefore become an important factor in threatening flight safety.

Accordingly, in aircraft design, bird strike resistance is a requirement for the design of the leading edge structure of aircraft structures, particularly wings and the like. For fuselages (including wing leading edges, heads, etc.), it is often desirable to ensure that the aircraft continues to fly and land safely in the event of a collision with a bird weighing 4 pounds. And for tail fins, the design requirements are higher. For example, according to the bird strike resistant design for tail structures in section CCAR-25, it is required that the design of the tail structure must ensure that the aircraft continues to fly and land safely after a bird strike of 3.6 kg (8 lbs).

In conventional wing designs, there are typically several options. One design option is to use a multi-ribbed configuration to mate with the metal windward side, and another design option is to use a form of gusset plates or auxiliary beams. For such wing structures, the requirements of the above-mentioned wing design clauses are met, which results in a considerable increase in the weight of the structure, which in turn contradicts the requirements for the weight reduction of the aircraft design.

Accordingly, there remains a need for an improved aircraft wing design that is capable of meeting not only the bird strike protection design requirements for aircraft structures, but also the requirements for lighter weight aircraft structures.

Disclosure of Invention

The present invention has been made to solve the above-mentioned problems occurring in the prior art. The invention aims to provide an improved aircraft wing structure which can meet the existing bird strike prevention design requirements and also meet the light weight requirements in the aircraft design.

The above object is achieved by a structure of an improved aircraft wing, the leading edge portion of which comprises: a leading edge hatch beam on which at least one support rib is provided; and a skin connected to the leading edge spar and enclosing an interior space with the leading edge spar, the support rib being located in the interior space; wherein the leading edge portion further comprises at least one tensioning cable therein, the tensioning cable extending in the interior space in the longitudinal direction of the leading edge portion.

By providing the tensioning cable inside the leading edge portion of the aircraft wing, when the aircraft wing is impacted by a bird strike or the like, the tensioning cable is able to absorb some of the impact force, thereby reducing the likelihood of the skin of the aircraft wing breaking, while the skin remaining unbroken may guide the bird out from both the upper and lower sides, thereby further reducing the impact caused by the impact.

In a preferred arrangement, at least two support ribs are included in the leading edge portion of the aircraft wing, a first support rib and a second support rib of the at least two support ribs being located adjacent respective ends of the aircraft wing, and a first end of the at least one tensioning cable described above being connected to the first support rib and a second end of the at least one tensioning cable being connected to the second support rib, such that the at least one tensioning cable is tensioned between the first support rib and the second support rib. The support rib can thereby simultaneously act as a support and tension for the tensioning cable.

In a further preferred structure, a tension cable fixing portion is formed at each of both ends of the tension cable, and mounting holes corresponding to the tension cable fixing portion are formed on each of the first and second support ribs, respectively, the tension cable fixing portion being fitted in the mounting holes.

Wherein, more preferably, an internal thread is formed in the mounting hole, and a corresponding external thread is formed on the mounting hole of the tensioning cable fixing part. The threaded connection allows adjustment of the tension of the tensioning cable.

Preferably, the tensioning cable is located adjacent the skin. More preferably, the tensioning cable is disposed against the skin. In this way, the tensioning cables are able to more directly absorb the impact forces to which the skin is subjected.

Preferably, the tensioning cable is made of an elastic material. In this way, the tensioning cable is able to elastically deform while supporting the skin 30 during impact, so that the tensioning cable can absorb more of the impact force.

Preferably, the skin has a U-shaped cross-section that allows the impact force to be broken down on both the upper and lower sides and also helps guide an impact such as a bird.

Here, the skin is made of an aluminum alloy material. In addition to this, the skin may also be made of other suitable aircraft materials known in the art.

The invention also discloses an aircraft. Wherein the aircraft comprises an aircraft wing as described above.

Drawings

An appreciation of the advantages and features of the invention can be gained through a description of the specific embodiments thereof below with reference to the accompanying drawings, which are meant to be exemplary only and are not limiting as to the scope of the invention. In the drawings:

fig. 1 is an exploded perspective view of a portion of the structure of an aircraft wing of the present invention, and in particular of the leading edge portion of the wing.

Fig. 2 is a front view of the wing portion of the aircraft shown in fig. 1.

Figures 3A-3C schematically illustrate, in a cross-sectional view taken along line A-A in figure 2, the bird strike protection principle of the aircraft wing structure of the present invention upon impact; wherein fig. 3A shows the aircraft wing about to be impacted, fig. 3B shows the aircraft wing in a deformed state when it is initially impacted, and fig. 3C shows a schematic view of the aircraft wing guiding the bird from the upper and lower sides.

Detailed Description

The following detailed description of the embodiments of the invention refers to the accompanying drawings. It should be understood that the drawings are only illustrative of the preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various obvious modifications, variations, and equivalents of the present invention may be made by those skilled in the art on the basis of the embodiments shown in the drawings, which fall within the scope of the present invention.

Fig. 1 shows an exploded perspective view of part of the structure of an aircraft wing according to the invention, in particular of the leading edge portion of the wing, and fig. 2 shows a front view of the assembled leading edge portion of the aircraft wing. The aircraft wing is applicable in an aircraft such as a large passenger aircraft.

As shown, the leading edge portion 1 of an aircraft wing comprises a leading edge spar 10, on which at least one, preferably a plurality of support ribs 20 are provided on the leading edge spar 10. In the exemplary structure shown in the figures, two support ribs 20 are provided.

The leading edge portion 1 further comprises a skin 30, which skin 30 is connected to the leading edge hatch 10 and encloses an inner space together with the leading edge hatch 10, in which inner space the support rib 20 is arranged. Wherein the skin 30 preferably includes a U-shaped cross section to enhance the cushioning of the skin 30 against impacts. The material used to make the skin 30 may include a metallic material such as an aluminum alloy, or may be made of other composite materials suitable for use in the aerospace field.

In the aircraft wing according to the invention, at least one, preferably a plurality of tensioning cables 40 are also provided in the leading edge portion 1 of the aircraft wing. These tensioning cables 40 are arranged in the interior space enclosed by the leading-edge cabin girder 10 and the skin 30, extending in the longitudinal direction of the leading-edge portion. Preferably, the tensioning cable 40 is positioned adjacent the skin 30, and more preferably, the tensioning cable 40 is positioned against the skin 30. By providing the tensioning cables 40, the tensioning cables 40 may provide additional support to the skin 30 of the leading edge of the wing when the aircraft is subjected to an impact event such as a bird strike during flight, and also help absorb a portion of the impact force.

Also, the tensioning cable 40 may preferably be made of a material having a certain elasticity so as to provide further impact absorbing capability, thereby improving the crashworthiness of the leading edge portion 1 of the aircraft wing.

In a preferred construction of the invention, the tensioning cable 40 may be connected and tensioned between two support ribs 20. For example, in the structure shown in fig. 1, two support ribs 20 are included, the two support ribs 20 being provided in the vicinity of both end portions of the wing, respectively, mounting holes 21 being formed in each support rib 20, and tension cable fixing portions 41 being formed at both ends of the tension cable 40, respectively. The structure of the tension cable fixing portion 41 corresponds to that of the mounting hole 21, so that the tension cable fixing portion 41 can be fitted and fixed into the mounting hole 21.

For example, an internal thread may be formed in the mounting hole 21 and a matching external thread formed on the outer surface of the tensioning cable fixing portion 41. The tension cable fixing portion 41 is mounted into the mounting hole 21 by screw-engagement between the internal screw and the external screw. Also, during the installation, by screwing in and out the tension cable fixing portion 41 with respect to the installation hole 21, it is possible to allow an installer to adjust the tension of the tension cable 40.

Alternatively, in another mounting structure, the outer diameter of the tension cable fixing portion 41 is formed to be slightly larger than the inner diameter of the mounting hole 21, so that the tension cable fixing portion 41 is interference-fitted in the mounting hole 21.

In another structure, the mounting holes 21 formed on the support rib 20 may be omitted, and both ends of the tension cable 40 may be directly fixed to the support rib 20 by means such as welding, etc., which is also within the scope of the present invention.

Further, the tension cable 40 is not necessarily connected to the support rib 20, but may be connected to other suitable structures, for example, flange portions may be formed at both ends of the skin 30, respectively, to which both ends of the tension cable 40 are fixed. Thus, although two support ribs 20 are provided to connect both ends of the tension cable 40, respectively, in the preferred structure shown in the drawings of the present invention, other numbers of support ribs 20, such as one, three or more support ribs 20, may be provided, and the support ribs 20 are not necessarily required to connect the tension cable 40.

The principle of bird strike protection for the improved structure of the aircraft wing of the present invention will now be described in connection with figures 3A to 3C.

Figures 3A-3C show cross-sectional views taken along line A-A in figure 2, schematically illustrating the bird strike protection principle of the aircraft wing structure of the present invention.

As shown in fig. 3A, during the flight of the aircraft, the leading edge of the wing of the aircraft may be involved in an event of collision with a bird 2 in front. At this point, the skin 30 of the leading edge of the wing of the aircraft is in the form of a perfectly U-shaped cross section, and a plurality of tensioning cables 40 are disposed against the skin 30.

When the bird 2 strikes the skin 30 at the leading edge of the wing, as shown in fig. 3B, the skin 30 is deformed under force, and tension cables 40 disposed inside the skin 30 and preferably against the skin 30 provide support to the deformed skin 30 to prevent damage to the skin 30 from excessive deformation. Further, the tension cord 40 is preferably made of an elastic material so as to be elastically deformed while supporting the skin 30.

Referring next to fig. 3C, the energy of bird 2 when it strikes skin 30 is absorbed by deformation of skin 30 and tensioning cables 40, and tensioning cables 40 act to support skin 30, thereby preventing skin 30 from cracking. In the event of an impact, the impact such as bird 2 will exhibit hydrodynamic-like characteristics due to its high velocity relative to the wing. The unbroken skin 30 can now guide the bird 2 out of the leading edge of the wing from both the upper and lower sides as the fluid to be treated, thereby protecting the internal structure of the wing from further impacts of the bird 2.

From the above description, it can be seen that the aircraft wing structure of the present invention can effectively reduce the influence of bird strike on the wing, so as to meet the design requirement of bird strike prevention for the aircraft structure with a lighter structure.

Claims

1. An aircraft wing, a leading edge portion of the aircraft wing comprising:

a leading edge hatch beam on which at least one support rib is provided; and

a skin connected to the leading edge spar and enclosing an interior space with the leading edge spar, the support rib being located in the interior space;

wherein the leading edge portion further comprises at least one tensioning cable therein, the leading edge portion of the aircraft wing comprising at least two support ribs, a first support rib and a second support rib of the at least two support ribs being located adjacent respective ends of the aircraft wing, the tensioning cable extending longitudinally of the leading edge portion in the interior space and a first end of the at least one tensioning cable being connected to the first support rib and a second end of the at least one tensioning cable being connected to the second support rib such that the at least one tensioning cable is tensioned between the first support rib and the second support rib and is located adjacent the skin such that the tensioning cable provides additional support for the skin and is capable of absorbing a portion of the impact force to reduce the likelihood of the fracture of the aircraft wing.

2. The aircraft wing according to claim 1, wherein tensioning cable fixing portions are formed at both ends of the tensioning cable, and mounting holes corresponding to the tensioning cable fixing portions are formed on the first support rib and the second support rib, respectively, and the tensioning cable fixing portions are fitted in the mounting holes.

3. The aircraft wing of claim 2, wherein the mounting hole has internal threads formed therein and the tensioning cable fixing portion has corresponding external threads formed thereon.

4. The aircraft wing of claim 1, wherein the tensioning cables are disposed against the skin.

5. The aircraft wing of claim 1, wherein the tensioning cables are made of an elastic material.

6. An aircraft wing according to any one of claims 1 to 5, wherein the skin is U-shaped in cross section.

7. An aircraft wing according to any one of claims 1 to 5, wherein the skin is made of an aluminium alloy material.

8. An aircraft, characterized in that it comprises an aircraft wing according to any one of claims 1 to 7.