EP2247501A2

EP2247501A2 - Wing-propulsion unit combination, airplane and wing section of an airplane comprising a propulsion unit tap air channel arrangement

Info

Publication number: EP2247501A2
Application number: EP09706710A
Authority: EP
Inventors: Sten Gatzke
Original assignee: Airbus Operations GmbH
Current assignee: Airbus Operations GmbH
Priority date: 2008-02-01
Filing date: 2009-01-30
Publication date: 2010-11-10
Also published as: CA2712625A1; CN101932509A; US8342443B2; RU2010135966A; DE102008007278B4; DE102008007278A1; WO2009095257A2; RU2488526C2; JP2011510861A; US20100288890A1; BRPI0906647A2; WO2009095257A3; CN101932509B

Abstract

Wing-propulsion unit combination comprising a wing (W) with a main wing (W1) and a propulsion unit (E) with a pre-mix chamber (E1), a combustion chamber and a hot air chamber (E2), further comprising: a) a propulsion unit tap air channel (2) running along the span direction (SW) and along the front edge of the main wing, said tap air channel comprising a propulsion unit tap air inlet apparatus (2-1) that is coupled to a propulsion unit hot air chamber (E2), and comprising a propulsion unit tap air outlet apparatus (2-2) that is made up of a mouth at the main wing (W1) or a connecting part for coupling the propulsion unit tap air channel to a user of the propulsion unit tap air, b) a surrounding air channel (10) running along the propulsion unit tap air channel (2) comprising a surrounding air inlet apparatus (10-1) that is located at a component of the airplane (AC) facing the proper flow direction (S) of the airplane (AC) and that comprises an opening (10-3) for letting in surrounding air into the surrounding air channel (10), and comprising a surrounding air outlet apparatus (10-2) with a passage between the surrounding air channel (10) and a pre-mix chamber (E1) of the propulsion unit (E), so that the arrangement (1) of propulsion unit tap air channel (2) and surrounding air channel (10) forms a heat exchange apparatus for cooling of the air flowing in the propulsion unit tap air channel (2) and so that the surrounding air passing through the surrounding air channel (10) is fed to the combustion chamber in the propulsion unit.

Description

Wing-engine combination, aircraft and wing section of an aircraft with an engine bleed-air duct arrangement

The invention relates to a wing-engine combination comprising a wing and an engine, an aircraft with a wing and a wing portion of an aircraft with an engine bleed air duct arrangement.

The use of engine bleed air or bleed air is used in the most diverse systems of an aircraft. It is used, among other things, for heat regulation and pressure supply to the airframe. Also, fuel, hydraulic and water tanks are kept under pressure by means of the Bleedair, for example, to prevent the failure of pumps. Bleedair removal is a simple and proven system built with technically easy-to-implement components.

A disadvantage of the use of the Bleedair is the consequent increase in fuel consumption and a drop in engine performance. For this reason, the Bleedair removal is switched off, for example, at high starting power to prevent overheating of the turbine. For this reason, some of the most modern aircraft have completely refrained from diverting bleed air from the engines in order to reduce fuel consumption. The air conditioning and other auxiliary units are operated completely electrically in these cases. In order to generate the necessary electrical energy, the engines are replaced by more powerful generators.

From US 64 42 944 a heat exchanger in an engine is known, is cooled by the hot Bleedair that it is passed in a first step in the engine inlet region, where it counteracts ice formation occurring there and is simultaneously cooled by the ambient air flow. The cooled bleedair can then be used on aircraft in different systems. The object of the invention is to provide a wing-engine combination, an aircraft and a wing section of an aircraft with an engine bleed duct arrangement, with or with the engine bleed air for various purposes and / or systems of the aircraft and in particular the air conditioning system of the aircraft can be used optimally.

This object is achieved with the features of the independent claims. Further embodiments are given in the dependent on these dependent claims.

By a solution according to the invention, the power loss can be at least partially compensated by the Bleedair removal, especially in an engine. Above all, the invention achieves an energetically optimal aircraft overall system, in particular with a reduction in the risk of overheating of a wing component due to the passage of bleed air out of the engine through the respective wing section.

According to another aspect of the invention, there is provided a wing / motor combination comprising a wing having a main wing and an engine having a premix space, a combustion space and a warm air space, further comprising:

an engine bleed air duct running along the spanwise direction and in particular along the leading edge of the main wing, having an engine bleed air inlet device coupled to an engine hot air space, and an engine bleed air outlet device comprising an orifice at the main wing or a connector for coupling the airfoil Engine bleed air duct is formed to a consumer of the engine bleed air,

an ambient air duct running along the engine bleed air duct with an ambient air intake device arranged on a component of the aircraft facing the intended airflow direction of the aircraft and an opening for admitting Ambient air in the ambient air duct, and with an ambient air outlet device having a passage between the ambient air duct and a premixing chamber of the engine, so that the arrangement of engine bleed air duct and ambient air duct, a heat exchanger device for cooling the engine bleed air Channel forms flowing air and the guided in the ambient air channel ambient air combustion of the engine is supplied.

In this case, the engine bleed air duct and the ambient air duct can be embodied such that the engine bleed air in the engine bleed air duct from the engine to the engine bleed air outlet device and the ambient air in the ambient air channel in one of the flow direction of the engine bleed air in the event of a proper flow around the blade be flowed set direction.

The consumer of the engine bleed air, to which the engine bleed air duct is coupled by means of the engine bleed air outlet device, may in particular be an air conditioning system of the aircraft.

In the wing / motor combination of the present invention, the component of the aircraft on which the opening of the ambient air intake device is provided may be spaced from the fuselage outer surface toward the engine hanger at a distance of 10% of the distance between the fuselage outer surface at a surface of the wing connection region and the engine suspension, or disposed on a surface of the belly fairing.

In general, the ambient air channel can be designed such that it orbits the engine bleed air channel at least in sections in a spiral manner.

It can also be provided that the ambient air channel at least completely encloses the engine bleed air duct in sections or over a partial circumference.

In the embodiments according to the invention it can be provided that in the ambient air channel, a device for influencing the flow in the Ambient air channel is integrated. The device for influencing the flow may in particular be formed by a flow-conveying drive, which is integrated into the system for influencing the flow in the ambient air channel from the ambient air inlet device to the ambient air outlet device. Alternatively or additionally, the device for influencing the flow may be formed by a movable opening change device with a cover for opening and closing the opening of the ambient air inlet device.

According to the invention, the vane can have at least one vane coupled to the main vane, which is movable relative to it, with a vane de-icing channel of the vane integrated therein and extending along its spanwise direction, and at least one coupling duct which at least one vane de-icing duct Vorblügels with the engine bleed air channel of the main wing fluidly connects. The respective vane deicing channel may have a plurality of outlet openings, which open at the trailing edge of the slat. These outlet openings can be provided in such a way that they delays the separation of the flow flowing around the wing through the air flowing out through the outlet openings. The wing may have several slats, several of which each have a slat deicing channel, wherein at least two adjacent in the spanwise direction slats are connected by means of a connecting line.

According to a further aspect of the invention, an aircraft is provided with a wing, wherein

the aircraft has at least one sensor device for acquiring flight condition data,

the aircraft has a drive device operatively coupled to the sensor device and the flow modulator and a function that generates and sends control commands to the flow path controller in the ambient air channel based on the flight state data; the flow-influencing device comprises a receiving module for receiving control signals from the driving device and a function adjusting the power of the flow-influencing device.

In particular, the aircraft may have a sensor device for detecting the outside temperature functionally connected to the drive device, a sensor device for detecting the aircraft speed and / or a sensor device for detecting the flying height or the absolute pressure.

According to one embodiment of the invention, the flow-influencing device is constituted by a flow-conveying drive integrated into the air flow intensifier in the ambient air passage from the ambient air inlet device to the ambient air outlet device and having an interface for receiving drive commands from the drive device has to adjust the speed of the flow on the basis of control commands for influencing the flow in the ambient air duct by means of the delivery power. Alternatively or additionally, it may be provided that the device for influencing the flow from an opening change device with an opening change mechanism is formed with a cover for opening and closing the opening and an actuator for actuating the opening change mechanism, which interfaces for receiving of drive commands from the drive device to adjust the opening state of the cover due to drive commands for influencing the flow in the ambient air passage.

In particular, the flight condition data, on the basis of which the activation function of the activation device, the control commands for the respective device for influencing the flow due to one or a combination of the following state variables can be formed: the outside temperature, the aircraft speed, the altitude and / or the absolute pressure In addition, humidity can be used. In another embodiment, a temperature measuring device for measuring the temperature of the engine bleed air at at least one location in the engine bleed air duct and / or a temperature measuring device for detecting the temperature at a surface region of the leading edge of the main wing between the fuselage and the engine is installed in the main wing is functionally connected to the control function for transmitting the detected temperature values. The control function can have a control function that generates control commands for transmission to the device for influencing the flow in the ambient air channel, with which a desired temperature of the temperature of the engine bleed air or the leading edge of the main wing is controlled. In this embodiment, it can be provided in particular that the control function is activated when the opening change device is open to the maximum and in this state, a larger flow in the ambient air channel is required, so then, for example, the flow conveyor drive is activated and vice versa.

In another aspect of the invention, a wing portion of an aircraft is provided with an engine bleed air duct arrangement for directing hot engine bleed air from an engine. In this case, the engine bleed air duct arrangement has:

an engine bleed air duct,

an ambient air passage extending along the engine bleed air passage and abutting the engine bleed air passage so that the ambient air passage and the engine bleed air passage form a heat exchanger;

an outer shell having a sheath inside and a sheath outside that at least partially surrounds the ambient air channel when viewed in cross section of the channel assembly,

a fastening device for fastening the channel arrangement to the wing section. In this embodiment, it may be provided that

the engine bleed air duct is composed of segments which are arranged one behind the other in the longitudinal direction of the channel arrangement,

the ambient air channel is composed of segments, which are arranged one behind the other as viewed in the longitudinal direction of the channel arrangement.

The channel-shaped profile section can be designed in such a way that it spirals around the inner jacket outside.

Alternatively or additionally, the profile section may be formed from a partial hollow profile, wherein the circumferentially open peripheral portion is closed by the outside of the shell of the engine bleed air duct.

The profile section can be connected pressure-tight with the inner shell outside. In this case, the profile section may be welded pressure-tight on the inner shell outside.

It can also be provided that the engine bleed air duct arrangement is composed of a plurality of segments, wherein a connection region for connecting a further bleed airduct segment is formed on at least one of the two sides of the bleed airduct segment.

According to a further aspect of the invention, a bleed airduct segment is provided for forming a bleed airduct assembly with integrated heat exchanger for directing hot bleed air from an engine into a component of an aircraft. The bleed airduct segment includes an outer sheath segment having a sheath inner side and a sheath outer surface that may be composable with at least one other outer sheath segment to form an outer sheath having a sheath inner side and a sheath outer side an inner-shell segment having an inner-shell inner side and an inner-shell outer side that may be composable with at least one further inner-shell segment to form an inner shell having an inner-shell inner side and an inner-shell outer side, and an insulating material or an insulating material layer in between the inside of the case and the inner shell outside formed gap, wherein along the inner shell outside at least one channel-shaped profile section to form a channel extends. The inner jacket runs inside the outer shell segment.

In the mounted and installed in the aircraft state of the at least one bleed airduct segment, the inner shell segment is coupled to an air outlet of an engine, so that bleed air flows in the inner shell segment. Furthermore, the profile section, if installed in an aircraft structure, has an inlet or an access to the ambient air, so that ambient air flows through the profile section. In this case, the bleed airduct segment can be embodied and installed in the aircraft such that air flows from the surroundings of the aircraft counter to the flow direction of the bleed air.

The bleed airduct segment consequently has a double jacket formed from the inner jacket and the outer envelope segment, with a channel segment embedded in insulating material. Preferably, the two shells, namely the outer sheath or the outer sheath segment and the inner sheath or the inner sheath segment have seen a common central axis in the longitudinal direction of the Bleedairduct arrangement or the Bleedairduct segment, that is, the outer sheath has the same distance to the inner shell everywhere. The hot engine air flowing in the duct of the bleed airduct assembly with the bleed airduct segments releases at least some of its heat to the inner shell. The cold ambient air flowing in the channel in the opposite direction to the bleed air can absorb at least part of the energy that heats the inner jacket and is thereby heated. The efficiency of the heat transfer depends primarily on the material of the inner shell, which can be selected according to the application.

The profile section of a bleed airduct segment that forms a channel segment may orbit spirally around the inner shell outside of this bleed airduct segment, that is, it may be spirally wound or wound around the inner jacket outer surface. However, the profile section can also be arranged parallel to or along a central axis of the inner jacket of the bleed airduct segment on the inner jacket. Outside the Bleedairduct segment run. In this case, each such Bleedairduct- segment several such profile sections can be arranged in the circumferential direction next to each other and fluidly connected to each other, for example, at the beginning and / or end of Bleedairduct- segment. When the bleed-air duct arrangement is formed, the profile sections of the bleed-airduct segments to be joined together to form the channel of the same are fluid-tightly connected to one another.

The profile section, which forms the channel for the ambient air in a bleed airduct segment or in a bleed air duct arrangement formed from composite bleed air duct segments, can be designed as a pipeline segment or pipeline. This may be flat in its support area on the inner shell outside or have a curvature with the radius of the inner shell outside, so that it rests flat on the outside, thereby allowing the largest possible contact surface. The pipeline segment or the pipeline itself may be rectangular or semicircular in their basic form, or may have any commercially available or specially made shape for the purpose. If the channel segment is formed by the profile section in the form of a hollow profile, a first heat transfer takes place between the bleed air flowing through the channel and the inner jacket inner side, a second heat transfer between the inner jacket outer side and the section of the hollow profile adjacent thereto -Outside, and a third heat transfer between the hollow profile inside at a region which is opposite to the inner shell outer side adjacent portion of the hollow profile segment, and the ambient air.

To increase the efficiency of the profile section may be formed by a partial hollow profile, which is seen in the cross section of the hollow profile no closed profile shape and, for example, a longitudinally cut through in the middle tube. In this case, the two ends of the partial hollow profile lie on the inner jacket outer side, and the ambient air guided in the channel has direct contact with the inner jacket outer side. A hollow profile, for example the above-mentioned pipe, normally forms a pressure-tight profile section on its own, which can then be connected as a whole to the inner-shell outer side. In order to form an airtight channel, the profile section forming part-hollow profile with the two part-profile longitudinal edges may be pressure-tight on the inner shell outside fixed, for example glued or welded. If it is a welded joint, this can be made by vacuum welding, since by vacuum welding a particularly good quality of the weld can be achieved, which also meets the needs of the aviation industry.

The profile section has a height H, wherein the height is referred to the maximum amount by which the profile section or the profile section forming hollow profile or partial hollow profile protrudes perpendicularly from the inner shell outside. For example, in a semicircular partial hollow section, the height H of the weld line increases continuously, and reaches its maximum in the zenith of the semicircle of the partial hollow section. Since the profile section is disposed in the space between the inner shell outside and the shell inside, the maximum possible height H corresponds to the distance between these two surfaces.

The maximum height of the profile section can also be chosen to be smaller than the distance between the inner shell outside and the inside of the envelope. As a result, there is a gap between the profile-section surface and the sheath inside, which, like the remaining space between inner wall and sheath, can be filled with insulating material. This insulating layer prevents secondary heat exchange between the profile section and the shell, which could adversely affect the efficiency of the primary heat exchange between the bleedair and the ambient air.

In one embodiment, a plurality of bleed airduct segments are arranged in the longitudinal direction one behind the other and connected to each other, so that the inner shell segments form an inner jacket and the channel segments form a channel section or channel. In order to connect a Bleedairduct segment with at least one other Bleedairduct segment, is at least one the two sides of the bleed airduct segment formed a connection area. The connection region is designed such that, in the case of a pressure-tight connection of two bleed airduct segments, a pressure-tight connection is simultaneously formed between the two profile sections present on the bleed airduct segments. In this case, additional sealing means can be used at the connection between the two profile sections and / or between the bleed airduct segments for reliable pressure-tight connection. The connection region can therefore firstly have a first connection means on at least one axial end of the inner jacket segment for connection to a further inner jacket segment of a further bleed airduct segment to be connected to the bleedairduct segment and a second connection means at one end of the profile section for connection having a further profile section of a to be connected to the Bleedairduct segment further Bleedairduct segment.

The invention further relates to a bleed airduct or a bleed airduct arrangement with at least two pressure-tightly interconnected in its connecting areas Bleedairduct segments described above. Mostly, the bleed airduct assembly is formed of a plurality of interconnected bleed airduct segments, with a first bleed air duct segment located at a first end of the bleed airduct assembly with its channel section forming the tread portion for connection to an ambient air inlet and a last bleed airduct segment located at a second end of the bleed airduct assembly is provided with its channel forming the profile section for connection to an engine feed line. That is, ambient air is directed into the channel via the ambient air inlet, is channeled along the bleed airduct, and flows at the end of the last bleed airduct segment into an engine feed line through which it is directed into the interior of the engine. This additional air, which is supplied in this way the engine or the combustion process, counteracts the loss of power of the engine by the diversion of the bleedair.

To increase the amount of air entering the ambient air inlet, a fan may be provided in the region of the ambient air inlet that is, for example, electrically powered. The bleed airduct can for example be installed or integrated in a forewing. In this case, the Bleedairduct can run in the longitudinal direction of the front wing, whereby the cooled Bleedair Bleedairduct can be used, for example, in a heating of the forewing edge, for example, to prevent ice formation in this area, or hydraulic lines from excessive cooling, the negative flow properties of a hydraulic fluid could affect, protect.

The invention further relates to a bleed airduct system with a prescribed bleed airduct and an additional regulating device with which the quantity of bleed air flowing into the bleed airduct can be regulated. In this case, the regulating device can have a function with which the amount of the incoming bleed air can be regulated as a function of the air temperature targeted in the bleed airduct. That is, the regulator may increase the amount of incoming bleed air when the temperature of the bleed air in the bleed airduct is lower than desired, and can reduce the amount of bleed air entering when the temperature of the bleed air in the bleed air duct is too high. As a comparison value can be specified in the function of the regulating device, a target value for the temperature of the bleed air in Bleedairduct, after which the regulating device regulates the incoming Bleedair amount. The regulation device may also be operatively coupled to at least one other aircraft system function that communicates a temperature value to the regulator, such as the ambient temperature of the aircraft or the temperature of the fluid in a hydraulic subsystem, after which the regulator regulates the amount of incoming bleed air. In this case, in particular, the ambient air inlet to increase the ambient air inflow have a fan.

In the following, embodiments of the invention will be described with reference to the attached figures. These show in detail:

1 shows a schematic sectional view of an embodiment of the inventively provided engine bleed air duct arrangement with a Engine bleed air duct and an ambient air duct located within a shell outside shown in dashed lines;

Figure 2 is a perspective view of an embodiment of the engine bleed air duct assembly in which the shell exterior is not shown;

FIG. 3 is another perspective view of an embodiment of the engine bleed air duct assembly in which the shell exterior is not shown;

Figure 4 is a side view of an embodiment of the engine bleed air duct assembly in which the shell outside is not shown;

Figure 5a is a perspective view of two segments of an engine bleed air duct arrangement according to the invention, which are shown detached from each other in the illustration;

FIG. 5b shows a perspective view of the segments of an engine bleed air duct arrangement shown in FIG. 5a in the assembled and interconnected state;

FIG. 5c shows an enlarged detail of the engine bleed air duct arrangement with two interconnected segments,

6a shows an exemplary embodiment of a wing / engine combination according to the invention in a representation in which the arrangement of components thereof as well as functional modules are shown in a schematic plan view,

6b, a second embodiment of a wing-engine combination according to the invention in the representation according to the figure 6a.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the bleed air duct arrangement or engine bleed air duct arrangement 1 according to the invention is shown in FIG. 1 in a schematic sectional representation, which shows a main duct or an engine bleed air duct 1 for guiding warm air or bleed air removed from the engine and an ambient air duct 10 for conducting ambient air. The engine bleed air duct arrangement 1 is provided according to the invention for structural integration into an aircraft AC and in particular into a wing W of an aircraft AC.

According to the invention, the use of engine bleed air is generally AC for various functional purposes in the aircraft. In this case, the engine bleed air for deicing of structural parts of the aircraft and in particular of the wing W as well as for devices and systems in the aircraft AC can be used. By providing the engine bleed air duct arrangement 1 according to the invention, the engine bleed air for the purposes mentioned can be used and while the supply or management of engine bleed air in the wing W are adapted to the requirements of the wing structure and in particular to the properties of modern materials. By providing an ambient air channel which extends at least in sections along and outside of the engine bleed air duct, according to the invention, the bleed air guided in the engine bleed air duct is cooled in an optimum manner by the cooler ambient air. In this case, the entire engine bleed air duct arrangement 1 or the inventive wing-engine combination with the engine bleed air duct arrangement 1 can be designed such that the heat of the bleed air is adapted to the respective application.

In one exemplary embodiment of the invention, a consumer to which the bleed air is supplied according to the invention is an air conditioning system of the aircraft AC.

According to one embodiment of the invention, the ambient air can be taken into the ambient air channel 10 and guided therein, without being changed in an active manner. In another aspect, an apparatus for influencing the flow in the ambient air duct 10 may be integrated to actively influence the flow in the ambient air duct 10.

The wing-engine combination according to the invention according to the figures 6a u. FIG. 6b has a wing W with a main wing W1 and an engine E ₁ with a premixing chamber E1, a combustion chamber and a warm-air space E2. The premix space is a space or area of the engine in which by mixing of air with fuel, the gas mixture is generated, which is supplied to the combustion process. In the context of the invention, the pre-mixing space can also be a space associated therewith or connected thereto, the gas of which is supplied to the combustion process of the engine. Hot air space E2 of the engine E in this context means a space or a region of the engine which contains air warmed directly or indirectly by the combustion process. The hot air space E2 may be, in particular, the engine sheath flow chamber or the engine sheath flow space.

The wing W is connected to a hull R, so that between the wing W and the hull R, a connection portion W2 is provided, which may be part of the wing W or TiI of the hull R. Furthermore, the wing W may have a slat or slats that is or are adjustable relative to the wing W or not. In FIGS. 6a and 6b, three slats 71, 72, 73 are shown on the illustrated wing W in each case.

The wing-engine combination according to the invention has an engine bleed air duct 2 extending along the spanwise direction SW and at least in sections along the leading edge of the main wing. This includes an engine bleed air inlet device 2-1 coupled to an engine warm air space E2 or an engine sheath flow chamber and an engine bleed air outlet device 2-2, which is formed of an orifice on the main wing W1 or a connector for coupling the engine bleed air. Channel is formed to a consumer of the engine bleed air.

In this case, along the longitudinal direction of the engine bleed air channel 2, an ambient air channel 10. This can be dense or at a small distance from, for example, up to 10 mm distance next to the engine bleed air duct 2 and run in particular adjacent thereto. The ambient air channel 10 can circulate the engine bleed air channel 2 in particular spirally. Alternatively, the ambient air duct 10 may be designed such that it at least partially encloses the engine bleed air duct 2 in sections or over a partial circumference. The ambient air channel 10 has an ambient air inlet device 10-1, which is arranged at one of the intended direction of flow S of the aircraft AC facing component of the aircraft AC or oriented in the direction of the aircraft longitudinal axis L-AC and an opening 10-3 to Admitting ambient air into the ambient air channel 10 has. In this case, the opening 10-3 can in particular be designed as an opening embedded in the surface contour of the wing, a so-called scub opening. Furthermore, the ambient air duct 10 has an ambient air outlet device 10-2 with a passage between the ambient air duct 10 and the premixing chamber E1 of the engine E. In the wing-engine combination according to the invention thus the arrangement 1 of engine bleed air channel 2 and ambient air channel 10 forms a heat exchanger device for cooling the air flowing in the engine bleed air channel 2 and the ambient air channel 10 guided ambient air combustion in the Engine supplied.

The wing-engine combination according to the invention can be integrated in the wing and designed so that when the flight in accordance with the intended resulting flow around the wing W and the fuselage R the engine bleed air in the engine bleed air duct from the engine to the engine bleed air outlet device and the ambient air in the ambient air channel 10 in a direction opposite to the direction of flow of the engine bleed air flow direction.

The component of the aircraft on which the opening 10-3 of the ambient air inlet device 10-1 is provided may generally be on a surface of the wing, wherein the ambient air inlet device 10-1 is designed in particular such that the opening 10-3 or mouth of the ambient air channel 10 has a directional component, which is directed in the direction of the intended flow around the wing flow. The directional component is the surface normal of the cross-sectional area of the opening 10-3. The component of the aircraft on which the opening 10-3 of the ambient-air inlet device 10-1 is provided may, in particular, be the wing connection region W2, which is spaced from the fuselage outer side in the direction of the engine suspension by 10% of the distance Distance D1 between the fuselage exterior and the engine hanger extends, or the belly fairing area or a surface of the belly fairing.

An exemplary embodiment of an engine bleed-air duct arrangement 1 designed according to the invention is shown in FIGS. 1 to 4 as well as 5a and 5b and is formed from at least two segments 1a which are connected to one another in a pressure-tight manner. Alternatively, the engine bleed air duct arrangement 1 may also be formed from a single segment of an engine bleed air duct 2. In this case, it may be formed by a segment of an ambient air channel 10 or a plurality of segments 10 a of an ambient air channel 10. In the illustrated embodiment, the main duct 2 of the bleed airduct assembly 1 is provided for conducting hot air or hot air from a hot air chamber and, more particularly, the mantle flow portion of the engine of an aircraft. The introduction of the hot air is shown schematically with the arrow P1 and the outflow of hot air with the arrow P2. The hot air is routed to a consumer for further use, which may be in particular an air conditioning system of the aircraft. To remove the hot air from a power plant chamber or the hot air area E2 of the engine E, the main channel 2 is connected via a connecting piece with the engine room or the hot air area E2 to remove warm air. Other users may be, for example, the pressurized cabin, in which the bleedair is used for heat regulation and pressure supply, or fuel, hydraulic or water tanks, which are held under pressure by means of the Bleedair.

The exemplary embodiment of the engine bleed-air duct arrangement 1 according to the invention illustrated in FIGS. 1 to 4 and 5a has an inner jacket 6 for forming an engine bleed-air duct 2 or a segment 2a thereof and a surrounding air duct 10 or channel along the same spirally. Segment 10 a of the ambient air channel. The engine bleed air duct assembly 1 further includes an outer shell 3 surrounding the engine bleed air duct 2 and the ambient air duct 10. The outer shell 3 may be closed in cross-section or open, that run over a partial circumference of the ambient air channel 10. In the space between the outer shell 3 and the inner shell 6 is the ambient air channel 10 and the channel segments 10a of the Ambient air channel 10 a arranged or applied. In one embodiment, a plurality of profile sections 10a are arranged one behind the other and connected to an ambient air channel 10. In the illustrated embodiment, the individual profile sections or channel segments 10a of the ambient air duct 10 are secured to the inner shell outer side 8 of the respective engine bleed duct segment 2a. By providing the outer shell 3, the engine bleed air is effectively cooled in the engine bleed air duct 2.

The outer sheath 3 can also be formed from sheath segments 3a arranged one behind the other in the longitudinal direction L-S of the engine bleed air duct arrangement.

The ambient air channel 10 has an inlet or ambient air inlet device 10-1 through which air from the environment of the aircraft flows into the channel (arrow P3). In this case, the ambient air inlet device 10-1 for the ambient air may be located close to the consumer end of the bleed airduct 1. In this way, the engine bleed air can be cooled particularly effectively, in particular in the region of the engine bleed air duct arrangement which is relatively close to the respective consumer. The ambient air intake device 10-1 may therefore be in particular at a connection piece or a coupling to the interior of a pressure cabin, a fuel, hydraulic or water tank. The ambient air flows in the ambient air channel 10 counter to the flow direction of the bleed air in the direction of the engine side end of the channel 10. At the engine side end of the ambient air channel 10, the ambient air in particular via an ambient air outlet device 10-2 supplied to the engine E for further use become. Deise ambient air outlet device 10- 2 is thus in particular a supply to a drive train chamber, including in particular a pre-mixing chamber E1 is provided.

The engine bleed air duct assembly 1 may be configured within the wing or wing W such that the engine bleed air flows therefrom from the engine bleed air inlet device to the engine bleed air outlet device and the ambient air channel 10 may continue to be configured such that the ambient air flows from the ambient air inlet device to the ambient air outlet device.

In this case, the ambient air on its way from the ambient air inlet device 10-1 to the ambient air outlet device 10-2 is heated by the engine bleed air flowing in the opposite direction, the engine bleed air is cooled accordingly. The engine bleed air duct 2 and the engine bleed air duct segment 2a and the ambient air duct 10 thereby form a heat exchanger that the heat of the engine bleed air is partially released to the ambient air flowing in the ambient air duct 10. The efficiency of this heat exchange, in particular by selecting a suitable material of the inner shell 6 or its thermal conductivity, the material of the ambient air duct 10 or its thermal conductivity, in particular when the ambient air duct 10 rests on the inner jacket outer side 8, the size of the entire common heat transfer surface of ambient air duct 10 and inner shell outside 8, the amount of engine bleed air flowing in the engine bleed air duct 2, the amount of ambient air flowing in the ambient air duct 10 and the temperature difference between bleedair and ambient air.

The ambient air channel 10 may be formed in the embodiment shown in Figures 1 to 4 and 5a, 5b from mutually coupled profile sections 10a or channel segments mounted on an engine bleed air duct segment 2a before the engine bleed air duct segments 2a are put together be, or be assembled separately from these while segmentally attached to the inner shell outside 8. The ambient air duct 10 or its channel segments 10a may be formed as a hollow profile, so that the heat exchange between the engine bleed air and the ambient air via the inner shell inside 7, the inner shell outside 8 and the engine bleed air duct 2 instead. Furthermore, the inner-shell outer side 8 transfers the heat to the wall of the ambient-air duct 10, so that the air flowing in the ambient-air duct 10 is heated. If, however, the ambient air duct 10 is formed as a partial hollow profile in which the cross section thereof is not closed, as in the case of a half pipe, for example, the ambient air duct 10 can be formed be that the half pipe rests with its open longitudinal region on the outer side 8 of the inner shell 6 and thereby rests pressure-tight with its two longitudinal cutting edges on the inner jacket outer side 8 and / or pressure-tight manner by means of an adhesive or welded connection with the inner jacket outer side 8. The ambient air duct 10 does not have its own wall at the point of heat transfer, so that the heat exchange between the engine bleed air and the ambient air takes place only via the inner jacket inner side 7 and the inner jacket outer side 8. This results in a particularly effective and favorable for certain applications heat transfer between the engine bleed air and the ambient air.

Such a partial hollow profile of the ambient air channel 10 may have different shapes. Instead of the half tube described above, it may for example have the shape of a U-profile, a V-profile or another cross-sectional shape, which is suitable for channeling. The width of the partial hollow profile, that is, the distance between the two resting on the inner jacket outer side 8 edges is freely selectable. The heights, that is to say the maximum distance of the partial tube profile from the inner jacket outer side 8 measured in a direction perpendicular to the inner jacket outer side 8, can however correspond at most to the distance between the inner wall outer side 8 and the envelope inner side 4. In order to keep a heat loss on the outer shell 3 of the bleed airduct segment 2 as low as possible, the height of the partial hollow profile may be smaller than the distance between the inner shell outer side 8 and the sheath inner side 4 at this point, so that the outer side the ambient air channel 10 is not applied to the inside 4 of the outer shell 3.

The space 9 between the outer shell 3 and the inner shell 6 may be filled with insulating material 9b to form an optimized insulating layer. In this case, the ambient air channel 10 running along the inner shell outer side 8 is surrounded by the insulating material 9b. In the case where the height of the channel as described above is smaller than the distance between the inner-shell outer side 8 and the sheath-inner side 4, the ambient air passage 10 is surrounded at the entire area of insulating material 9b which does not bleed at the engine Channel 2 is present. In FIG. 2, an engine bleed air duct arrangement 1 without outer shell 3 is shown in a perspective view. The inner jacket 6 with the inner jacket outer side 8 on which a partial hollow profile is applied, which forms a profile section or channel section 10a or a channel segment of the ambient air channel 10, can be seen. The channel segment 10a is spirally wound on the inner jacket outer side 8 and along the longitudinal direction LS of the entire Bleedairduct segment 2a. In this case, the channel segment 10a at its front end shown and the invisible in Figure 2 rear end each have a connection region, each with an outlet 15 of a channel segment 10a at the respective end of a channel segment 10a with the inlet 14 of another channel segment 10a of the engine bleed air duct arrangement 1 can be connected.

The engine bleed air duct arrangement 1 of Figure 2 is shown in Figure 3 in a further perspective view.

Figure 4 shows the engine bleed air duct assembly 1 in a side view in which the outer shell 3 is indicated, wherein the outer shell 3 is cut in Figure 4, so that in the plan view, the channel segment 10a and the Innenhüllen- outside 8 to recognize. In the view of Figure 4 it is clear that the channel portion 10a does not extend all the way to the inside of the envelope 4 of the outer segment 3 belonging to the respective segment of an engine bleed-air channel arrangement, but that a gap 9a exists between the channel top side and the inside of the envelope 4 consists. The space between the inner shell 6 and the outer shell 3 may be filled with insulating material 9b, that is, the channel portion 10a is embedded on three sides in insulating material 9b.

In FIGS. 5a and 5b, it is shown that the exemplary embodiment of an engine bleed air duct arrangement 1 is designed in such a way that two segments 1a can be connected to one another in a connection area for mounting the engine bleed air duct arrangement 1. With a corresponding configuration of the connection regions, the connection regions 13 of the respective channel segments 10a of the ambient air duct 10 and of the respective engine bleed air duct segments 2a can each produce a pressure-tight connection, for example in that in each case two engine bleed-air duct segments 2a to be connected to one another and / or in each case two channel segments 10a to be connected to one another engage in one another by a length in the assembled state. In this case, establishing the connection of an engine bleed air duct arrangement 1 of two segments 1a by placing or applying the respective end sides of the engine bleed air channel segments 2a at a suitable rotation angle thereof relative to each other and then rotating one of the engine bleed air duct segments 2a relative to the other engine bleed Channel segment 2a can be achieved. This "screwing on" can simultaneously cause the two connection sides of the respective engine bleed air duct segments 2a to be pressed against one another in a first step, whereby a required pressure-tight connection can be achieved particularly well Engine bleed air duct segments 2a additionally sealing means or sealing means, not shown, between the ends of the respective segments 2a and 10a can be used to escape the Bleedair and / or the ambient air at the junctions of the engine bleed duct assemblies 1 and the profile sections or channel Segments of the ambient air channel 10a to prevent.

FIG. 5c shows the connecting region 13 of two channel sections 10a formed on the inner jacket outer side 8 of two adjacent engine bleed-air duct arrangements 1 at the moment of joining.

According to a further aspect of the invention, it can be provided that the amount and / or the speed of the ambient air flowing into and / or in the ambient air duct 10 is actively influenced by one or more devices for influencing the flow in the ambient air duct 10. On the one hand, the ambient air inlet device 10-1 could have an opening change device or a valve with a cover or a closure flap, which is controlled and opened or closed by a drive device depending on the ambient air requirement in the ambient air channel 10. However, it may also be in the ambient air channel 10 and in particular in the inlet region or at the ambient air inlet device 10-1 a driven by a drive device flow conveyor drive and for example a pump or a fan be provided, which can be activated as required, de-activated and / or can be controlled to adjust its output power to influence the amount of ambient air flowing in the ambient air duct 10 ambient air, ie to increase or decrease. It can also be provided both an opening change device and a flow conveyor drive, which are controlled by the drive device.

For this purpose, the aircraft AC has a sensor device or a plurality of sensor devices (not shown) for acquiring flight condition data. The at least one sensor device is functionally connected to the activation device and has a receiving module for receiving detected flight state data. The driver is operably coupled to the respective flow modulator and has a function that generates and sends control commands to the device to influence the flow in the ambient air channel based on the flight state data. The at least one flow influencing device has a receiving module for receiving control signals from the driving device and a function adjusting the output power of the flow influencing device to influence the flow in the ambient air passage 10.

The sensor device may include an outside temperature sensor, a plane speed sensor, a fly height sensor, a humidity sensor, and / or an absolute pressure sensor. In particular, these sensors can be sensors that are already available in an aircraft system.

Alternatively or additionally, a sensor for detecting the flow velocity may be provided on the surface of the joint W or in the region of the ambient air inlet device 10-1 and in particular the opening thereof. The sensor may be a piezo wall shear stress sensor for detecting the wall shear stress, from which the flow velocity can be determined at the point at which the sensor is arranged. It can be provided that the sensor data respectively required by the control function are received directly from the respective sensors or that the sensor data from the respective sensors first transmitted to a flight control system or mission system and from there the control function is supplied.

The activation function can have an assignment function, in which sensor values a value for a control command is assigned to a sensor, so that with the identification of the respective activation command this is generated and transmitted to the respective device for influencing the flow. Such an assignment function can be stored in the drive apparatus, in particular in a memory in tabular form or matrix form, to which the drive function has access. The activation function may alternatively or additionally also have an analytical function for determining the activation commands.

According to a further embodiment it can be provided that the function can use a combination of sensor values. In particular, the actuation function may use two or three sensor values of the group of sensor values of a detected outside temperature, a detected aircraft speed or a detected altitude, and determine therefrom respectively a probability or an assumption for the presence of an increased risk of icing on the wing. This can be done, in particular, by weighting sensor values according to their proximity to a respectively prescribed limit value, whereby each sensor value receives an evaluation number that is proportional to its distance from the respectively associated limit value. In this case, the sum of the evaluation numbers is assigned a specific strength with which the flow in the ambient-air duct 10 is to be increased or reduced, so that from this sum quantity the control command for the setting value of the device for influencing the flow. The setting value for a flow-conveying drive corresponds to its output power to be commanded, and the setting value for an opening-changing device corresponds to the opening position thereof. In general, an absolute pressure can be used instead of the altitude. In the embodiment of a device for influencing the flow as opening change device (not shown in the figures), this has an opening change mechanism, a cover for opening and closing the opening 10-3 and an actuator for actuating the opening change mechanism. The cover may, for example, be a slide which is guided on a guide device fastened to a structural part and covers the opening 10-3 more or less, depending on its adjustment state. The actuator has an interface for receiving drive commands from the drive device to set the opening state of the cover based on drive commands for influencing the flow in the ambient air passage.

The driving device 51 may be functionally and / or physically integrated with the flight control device 50 or the mission control device, or may be operatively connected thereto via a data bus or a signal connection.

In a further embodiment it can be provided that by adjusting the flow rate and / or the velocity of the flow in the ambient air duct 10 by means of a control function, a predetermined temperature of the engine bleed air at at least one point in the engine bleed air duct 2 and / or a predetermined temperature at a Surface area of the leading edge of the main wing between the fuselage and engine is regulated. In this case, a temperature range can also be predetermined or regulated in each case. In this embodiment, a temperature measuring device for measuring the temperature of the engine bleed air at at least one location in the engine bleed air duct 2 and / or a temperature measuring device for detecting the temperature at a surface region of the leading edge of the main wing between the fuselage and the engine is installed in the main wing. The temperature-measuring device is operatively connected to a control function for controlling the described device for influencing the flow, such as a flow-conveying drive and / or an opening-changing device. As an alternative or in addition to a flow-conveying drive and / or an opening-changing device, the device for influencing the flow can also have a valve 63 which can be actuated by the actuation function by opening and closing the flow rate and / or the velocity of the flow in the ambient air duct 10 to regulate. In this case, the control of the valve 63 may be provided as described in connection with the flow conveyor drive. The drive function has a control function that generates drive commands for transmission to the flow-conditioning device in the ambient air duct 10, which controls a desired temperature of the engine bleed air or the leading edge of the main wing. The target temperature can be determined in particular depending on the outside temperature, a detected aircraft speed or a detected altitude.

In this case, provision can be made, in particular, for the control function to be activated when the opening-changing device is open to the maximum.

Furthermore, it can be provided that the activation function is controlled by the flight control device 50 in certain operating modes of the aircraft system. In particular, it may be provided that it activates a flow conveyor drive 60 provided in the ground operation and keeps it at a predetermined power output, since a low throughput of ambient air in the ambient air duct 10 can flow because of the low velocity of the ambient air. In particular, it can be provided that the flow request drive is held with a lower, a medium and a high power output with a uniform distribution of the total power output in the high output power.

The described control can alternatively or additionally also be carried out on the basis of the current bleed air temperature detected by a corresponding sensor and / or the actual pressure of the engine bleed air detected at or near an end user of the engine bleed air with a corresponding sensor. It is provided with respect to a said target temperature that more bleed air is directed into the engine bleed air duct 1 when the temperature or the pressure is too low, and the bleed air supply is throttled into the engine bleed air duct 1 when the temperature and / or the pressure is too high. According to the invention, at least one slat 71, 72, 73 can be arranged on the wing W, which can in particular be movably coupled relative thereto. One or more of the slats have a slat deicing channel 30 of the slat integrated therein and extending along its spanwise direction SW and at least one coupling line 74 containing the slat deicing channel 30 of at least one slat 71, 72, 73 with the engine bleed air channel 2 of the main wing W1 fluidly connects. If the respective slat is adjustably arranged on the main wing W1, which is variable in length and designed, for example telescopically extendable. The outlet of the engine bleed air from the respective slat can be realized by existing suitable leakage losses or by a lateral outlet. The respective slat or slat deicing channel 30 can also have a plurality of outlet openings 75, which open at the trailing edge 77 of the respective slat. The outlet openings 75 may be provided such that they influence the flow around the main wing.

LIST OF REFERENCE NUMBERS

Engine bleed air duct arrangement

a segment of an engine bleed air duct arrangement

Engine bleed air duct or bleed airduct a Engine bleed air duct segment or main channel segment or bleed airduct segment -1 Engine bleed air inlet device -2 Engine bleed air bleed device

outer shell a segment of the outer shell or outer shell segment

Sheath inside

Sheath outside

Inner sheath a inner sheath segment

Inside the inner shell

Inner shell outside

Gap a gap 0 ambient air channel 10a profile section, channel segment of the ambient air duct

10-1 ambient air inlet device

10-2 Ambient air outlet device

10-3 opening the ambient air inlet device

13 connection area

14 inlet of a channel segment of the ambient air duct

15 Outlet of one channel segment of the ambient air duct 30, vane de-icing duct

50 flight control device or mission control device

51 Control device 60 Flow conveyor drive

71 slats

72 slats

73 slat E engine

E1 engine premix space

E2 engine warm air area or engine shroud room

L-AC aircraft longitudinal direction

P1 Arrow for introducing warm air

P2 Arrow for outflow of hot air S flow direction

SW spanwise direction

W wings

W1 main wing

W1 connection area

Claims

claims

A wing / engine combination comprising a wing (W) with a main wing (W1) and an engine (E) with a premixing chamber (E1), a combustion chamber and a hot air space (E2), further comprising:

an engine bleed air duct (2) extending along the spanwise direction (SW) and along the leading edge of the main wing, having an engine bleed air inlet device (2-1) coupled to an engine warm air space (E2) and an engine bleed air exhaust device (2); 2-2) formed from an orifice on the main wing (W1) or a connection part for coupling the engine bleed air duct to a consumer of the engine bleed air,

an ambient air duct (10) extending along the engine bleed air duct (2) with an ambient air intake device (10-1) arranged on a component of the aircraft (AC) facing the intended flow direction (S) of the aircraft (AC) and an opening (10-3) for introducing ambient air into the ambient air duct (10), and an ambient air outlet device (10-2) having a passage between the ambient air duct (10) and a premixing chamber (E1) of the engine (E), so that the arrangement (1) of engine bleed air duct (2) and ambient air duct (10) forms a heat exchanger device for cooling the air flowing in the engine bleed air duct (2) and the ambient air duct (10) ambient air supplied to the combustion in the engine.

2. wing-engine combination according to claim 1, characterized in that the engine bleed air duct (2) and the ambient air duct (10) are designed such that at a proper flow around the wing the Engine bleed air in the engine bleed air duct (2) from the engine to the engine bleed air outlet device and the ambient air in the ambient air duct (10) are directed in a direction opposite to the flow direction of the engine bleed air flow direction.

3. wing-engine combination according to claim 1 or 2, characterized in that the consumer is an air conditioning system of the aircraft (AC).

4. wing-engine combination according to one of the preceding claims, characterized in that the component of the aircraft, on which the opening (10-3) of the ambient air inlet device (10-1) is provided, on a surface of the wing connection region (W2 ) extending from the hull exterior toward the engine hanger 10% of the distance (D 1) between the fuselage exterior and the engine hanger, or disposed on a surface of the belly fairing.

5. wing-engine combination according to one of the preceding claims, characterized in that the ambient air channel (10) the engine bleed air channel (2) at least partially spirally rotates.

6. wing-engine combination according to one of the preceding claims, characterized in that the ambient air channel (10) the engine bleed air duct (2) partially encloses sections or at least a partial extent.

7. wing-engine combination according to one of the preceding claims, characterized in that in the ambient air channel (10) is integrated a device for influencing the flow in the ambient air channel.

A wing / motor combination according to claim 7, characterized in that the flow control device is constituted by a flow-conveying drive which is adapted to influence the flow in the ambient air duct (10) from the ambient air inlet device to the Ambient air outlet device is integrated.

A wing / motor combination as claimed in claim 7 or 8, characterized in that the device for influencing the flow comprises a movable opening modification device with a cover for opening and closing the opening (10-3) of the ambient air inlet device (10 -1) is formed.

10. wing-engine combination according to one of the preceding claims, characterized in that the wing (W) at least one on the main wing (W1) coupled slat (71, 72, 73) (in particular with respect to this movable) with an integrated in this and along its spanwise direction (SW-V1, SW-V2, SW-V3) extending slat de-icing channel (30) of the slat and at least one coupling line which the Vorflügelenteisungs channel (30) at least one slat (71, 72, 73) fluidly connects with the engine bleed air duct (2) of the main wing (W1).

11. wing-engine combination according to claim 10, characterized in that the Vorflügelenteisungs channel (30) has a plurality of outlet openings (75) which open at the trailing edge (77) of the slat.

12. wing-engine combination according to claim 10 or 11, characterized in that the wing a plurality of slats (V1, V2, V3), of which several each have a Vorflügelenteisungs channel (30), wherein at least two in the spanwise direction (SW) adjacent slats are connected by means of a connecting line.

13. Airplane with a wing according to one of the preceding claims 7 to 12, characterized

the aircraft (AC) has at least one sensor device for detecting flight condition data,

in that the aircraft (AC) has a drive device which is functionally coupled to the sensor device and the device for influencing the flow, and a function which generates and sends control commands for the device for influencing the flow in the ambient air channel on the basis of the flight state data .

in that the device for influencing the flow has a receiving module for receiving control signals from the driving device and a function which adjusts the power of the device for influencing the flow.

14. Aircraft according to claim 13, characterized in that a sensor device operatively connected to the control device for detecting the outside temperature, a sensor device for detecting the aircraft speed and / or a sensor device for detecting the altitude or the absolute pressure is provided.

15. Aircraft according to claim 13 or 14, characterized in that the device for influencing the flow from a flow-conveying drive is formed in the for amplifying the flow in the ambient air duct (10) from the ambient air inlet device to the ambient air Outlet device is integrated and has an interface for receiving drive commands from the drive device to adjust the speed of flow due to control commands for influencing the flow in the ambient air duct by means of the delivery rate.

16. Aircraft according to claim 13, 14 or 15, characterized in that the device for influencing the flow of an opening change device with an opening change mechanism with a cover for opening and closing the opening and an actuator for actuating the opening change mechanism is formed, which has an interface for receiving drive commands from the drive device to adjust the opening state of the cover due to control commands for influencing the flow in the ambient air duct.

17. Aircraft according to one of claims 13 to 16, characterized in that the flight state data, on the basis of which the drive function of the drive device, the drive commands for the respective device for influencing the flow due to one or a combination of the following state variables are formed: the outside temperature, the aircraft Speed, altitude and / or absolute pressure.

18. Aircraft according to claim 17, characterized in that in addition humidity is used.

19. Aircraft according to one of claims 13 to 18, characterized in that in the main wing, a temperature-measuring device for measuring the temperature of the engine bleed air to at least one point in the engine bleed air duct (2) and / or a temperature-measuring device for detecting the temperature is installed a surface area of the leading edge of the main wing between the fuselage and the engine, which is connected to the control function functionally for transmitting the detected temperature values, and that the drive function has a control function, the control commands for transmission to the device for influencing the flow in the ambient air duct ( 10) with which a target temperature of the temperature of the engine bleed air or the leading edge of the main wing is controlled.

20. Aircraft according to claim 19, characterized in that the control function is activated at the maximum open aperture change device.

A wing section of an aircraft (AC) having an engine bleed air duct arrangement (1) for directing hot engine bleed air from an engine, the engine bleed air duct arrangement (1) comprising:

an engine bleed air duct (2),

an ambient air passage (10) extending along the engine bleed air passage (2) and abutting the engine bleed air passage (2) such that the ambient air passage (10) and the engine bleed air passage (2) comprise a heat exchanger form,

an outer casing (3) having a casing inner side (4) and a casing outer side (5) which at least partially surrounds the ambient air duct (10) in the cross section of the duct arrangement (1), a fastening device for fastening the channel arrangement (1) to the wing section.

22 wing portion of an aircraft (AC) with an engine bleed air duct arrangement (1) according to claim 21, characterized in that

the engine bleed air duct (2) is composed of segments (2a) arranged one after the other in the longitudinal direction (L-A) of the duct arrangement (1),

the ambient air channel (10) is composed of segments (210a) which are arranged one behind the other in the longitudinal direction (L-A) of the channel arrangement (1).

23 wing portion of an aircraft (AC) with an engine bleed air duct assembly (1) according to claim 21 or 22, characterized in that the channel-shaped profile section (10 a), the inner jacket outer side (8) spirally rotates.

24 wing portion of an aircraft (AC) with an engine bleed air duct arrangement (1) according to claim 21 or 22, characterized in that the profile section (10 a) is formed from a partial hollow profile, wherein the cross-sectionally open peripheral portion of the outside (6a) of the shell of the engine bleed air duct (2) is closed.

25 wing portion of an aircraft (AC) with an engine bleed air duct arrangement (1) according to any one of the preceding claims 21 to 24, characterized characterized in that the profile section (10a) is pressure-tightly connected to the inner jacket outer side (8).

26 wing portion of an aircraft (AC) with an engine bleed air duct arrangement (1) according to claim 25, characterized in that the profile section (10a) on the inner jacket outer side (8) is pressure-resistant welded.

Wing section of an aircraft (AC) with an engine bleed air duct arrangement (1) according to any one of the preceding claims 21 to 26, characterized in that engine bleed air duct arrangement (1) is composed of a plurality of segments (1a), wherein at least one of the two Side of the bleed airduct segment (2) a connection area (13) for connection of another Bleedairduct segment (2) is formed.