KR20200074315A - Braced wing aircraft - Google Patents

Abstract

The present invention relates to a braced wing aircraft (1) having a fuselage (6) and a fixed wing device (1a). The fixed wing device (1a) includes at least two braced wings (2a, 2b) laterally and oppositely arranged on the fuselage (6). Each of the braced wings (2a, 2b) includes one or more upper wings (3a, 3b) and one or more lower wings (4a, 4b). The upper wings (3a, 3b) and the lower wings (4a, 4b) are arranged in a zigzag manner in a predetermined transition zone (9), and connected to each other. The upper wings (3a, 3b) are connected to the fuselage (6) at an associated upper wing route (10), and the lower wings (4a, 4b) are connected to the fuselage (6) at an associated lower wing route (11). Accordingly, provided is the new braced wing aircraft with braced wings exhibiting an improved structural-mechanical behavior.

Description

Braced Wing Aircraft {BRACED WING AIRCRAFT}

The present invention relates to a fixed wing arrangement comprising a fuselage brace wing aircraft and at least two brace wings disposed sideways and opposite each other in the fuselage.

Aircraft with brace wings have been well known for a long time, especially those with so-called box-wing or joined-wing configurations. In general, such box-wing or join-wing configurations are based on relatively complex devices of main load carrying members such as skins, ribs, and spars. However, these transport members are required to connect each upper wing and lower wing together in a sufficiently efficient manner.

However, when using upper and lower wings formed based on conventional wing structures, and more specifically, conventional staggered brace wing structures, usually associated at least in the region of each wing tip A plurality of kinks are formed in the wing spars. This results in an increase in constructional complexity in configurations having at least respective propellers or engines on which the propulsion units are mounted at each wing ends.

More generally, the challenge of such configurations is to provide an efficient structure in terms of the load continuity of the associated main rod carrying members of both wings, the upper wing and the lower wing, in each wing interconnection zone. There is also a need for a relatively simple integration of propellers or engines, each with propulsion units into each interconnection zone, and a relatively simple integration of the resulting overall wing assembly. In particular, it should be possible to have safe and efficient wing interaction between the upper wing and the lower wing in each wing interaction zone, with the maximum stiffness of the entire braced wing structure.

However, in lightweight designs, all kinks can result in a deviation in a given load path, which usually needs to be supported by additional ribs to ensure the required stiffness and strength. However, these additional ribs create additional weight, additional cost, additional fatigue sensitivity, and associated fastener requirements, thus increasing the complexity of the already complex wing configuration.

In addition, in the case of propellers or engines that respectively install the propulsion units into their respective wing interconnection zones, i.e. in the region of the respective wing ends, the spars of the upper and lower wings provide support for the propeller or engine, respectively, with the propulsion unit Need to provide. Indeed, its support is generally driven by the underlying wing stiffness. However, due to the associated interface areas in each wing interconnection zone and the cut of the main rod carrying members, the main rod path is relatively inefficient.

One important point of the above-mentioned critical design problems is that although the box-wing or join-wing configuration is well known, their practical application is very limited, and therefore, to aircraft with improved wing configurations. The only available examples for this are that it is limited. This is even more evident for aircraft with a box-wing or join-win configuration with propellers or engines, each with propulsion units in the vicinity of each wing end, ie in each wing interconnection zones.

A typical prop wing aircraft is described, for example, in patent document US5,046,684A. More specifically, this US5,046,684A describes a fuselage tilttrotor aircraft and fixed wing device. The first wing and the second wing are disposed on each side of the fuselage. The first wing is substantially fixed to the bottom of the fuselage, and the second wing is substantially fixed to the top of the fuselage, or to a structure extending over the fuselage. At least one of the first wing and the second wing has two planes so that the wings are gathered to be connected or nearly connected at their ends. In addition, an unducted rotor means is provided to propel the tiltrotor aircraft at speeds approaching nearly 400 knots when generating forward aerodynamic lift for highly efficient hovering flights and approaching forward cruise flights. do. The hilled rotor means are supported at the first wing and the second wing at or near the ends of the first and second wings. They can be pivoted for operation in different orientations in hovering and forward flight respectively.

In other words, according to patent document US5046684A, the tiltrotor aircraft features a fixed wing device, in which case the lower part, i.e., the first wing is in a straight line and passes in the positive direction, the upper part, that is, the second wing Is straight and represents a very pronounced negative sweep. The upper wing is anhedral, and connects the end of the lower wing of the fixed wing device to the end of the fin of the tiltrotor aircraft.

Patent document EP2690011A1 describes a propulsion wing aircraft in the form of a hybrid helicopter with a fixed wing device in the form of a join-wing configuration, in which case the lower wing and upper wing each of the hybrid helicopter It is provided on the side. Both wings are essentially straight and are interconnected with each other in the wing interconnection zone, and a push propeller is installed in the interconnection zone above the associated trailing edges of both wings.

Patent document EP3141478A1 describes another propeller wing aircraft in the form of a fuselage and a helicopter with at least one main rotor adapted to generate lift in operation. This fuselage includes a lower side and an upper side opposite the lower side. At least one main rotor is arranged on the upper side. At least one propeller is provided that is at least adapted to generate a forward thrust in operation, in which case the at least one propeller is mounted on a fixed wing device attached sideways to the fuselage. This fixed wing device comprises at least one upper wing disposed in the upper wing root joint area provided on the upper side of the fuselage, and at least one lower wing disposed in the lower wing root joint area provided on the lower side of the fuselage. It includes. The upper wing and the lower wing are at least interconnected in the associated interconnection zone. The lower wing includes an inboard section defining a first quarter line and a first centroidal axis, and a second quarter cord line and a second center of gravity And an outboard section defining an axis. The second center of gravity axis is inclined relative to the first center of gravity axis by a relative reciprocal angle defined in the first coordinate plane. The second quarter code line is inclined relative to the first quarter code line by a relative sweep angle defined in the second coordinate plane. The inboard section is connected to the fuselage in the lower wing root joint area and to the outboard section in the sections of the interconnection section. The outboard section is connected to the inboard section in sections of the interconnection section and to the upper wing in the associated interconnection section. More specifically, the outboard section includes wing spars, and the fuselage is provided with wing attachment frames. A hinged joint or clamped joint connects the wing spades to the wing attachment frames.

Although the above-mentioned patent documents are only described as examples, there are a wide variety of patent documents related to the subject of propeller wing aircraft with box- or joint-wing configurations, respectively, but they are mainly based on aerodynamic configurations, It should be noted that it addresses the given design of the upper wing and lower wing, and/or the pure design architecture of such wing configurations. Typical patent documents are patent documents US5503352A and US4365773A.

However, in all of these known prop wing aircraft, the placement of each of the structural items and members is unspecified or unclear. Indeed, if information is available, such as in U.S. Pat.No. 5046684A and/or U.S. Pat.No. 5503352A, there is no detailed description of each arrangement of internal structures underlying the spades and improvements to each of the load transfer or force flows provided. Does not. Otherwise, due to the fact that the lifting forces occurring at given wing surfaces in a box-wing configuration are vertical, each of the designs, for example as described in patent document US4365773A, still only represents the existing orientation of the spars themselves, That is, it does not describe the interconnection that is vertical and the basis of each upper wing and lower wing in each wing interconnection zones, and does not describe their structural respective mechanical arrangement as a whole. More specifically, all the above-mentioned prior art patent documents do not describe the internal configuration in each of the braced wings, especially box-wing or join-wing configurations, or they show only spars, for example, but wing interaction Structural-mechanic issues for propellers and engines, each with propulsion units mounted in the associated wing interconnection zones, or associated with the attachment zones and the attachment zones of the braces to a given fuselage. It does not reveal that they exist.

As an example, it should be noted that the patent documents EP2789534A1 and EP2772427A1 describe the internal arrangement of the spars in the aircraft wings, which are called "multi-box-wing" designs. However, the described "multi-box-wing" designs are not provided with any wing interconnection zones required to implement box-wing or joined-wing configurations in propped wing aircraft. -Box-wing" designs are described for aircraft with only single wings.

Patent documents US4090681, US2017197709, US2014061367, and EP2886449 were also considered.

It is therefore an object of the present invention to provide a new propped wing aircraft comprising at least two zigzag and interconnected dependent single wings, each with proped wing indicating improved structural-mechanical behavior.

This object is solved by a propped wing aircraft with a fuselage and a fixed wing arrangement, which fixed wing arrangement includes at least two proped wings placed sideways and opposite each other in the fuselage. The expression wing aircraft includes the features of claim 1.

More specifically, according to the present invention, a propeller wing aircraft having a fuselage and a fixed wing arrangement is provided. This fixed wing arrangement includes at least two braced wings disposed laterally and opposite each other in the fuselage. Each of the at least two brace wings comprises at least one upper wing and at least one lower wing, which are arranged in a zigzag manner in a predetermined transition region and are connected to each other. This at least one upper wing is connected to the fuselage at the associated upper wing route, and the at least one lower wing is connected to the fuselage at the associated lower wing route. The at least one upper wing includes at least one upper wing spar extending from an associated upper wing route to a predetermined transition zone. The at least one lower wing includes at least one lower wing spar extending from a predetermined transition zone to an associated lower wing route. At least one transition spar is provided in a predetermined transition zone. The at least one transition spar connects the at least one upper wing spar to the at least one lower wing spar. The at least one upper wing spar, the at least one lower wing spar, and the at least one transition spar are disposed in a plane of virtually spanned spades that incline with respect to the vertical aircraft axis.

Advantageously, a propped wing aircraft with propped wings having a "straightened" internal architecture can be provided in such a way that any structural kinks and their associated load path deflections can be completely avoided. This includes suitable attachment planes defined by respective attachment points of the props, each with wing roots of the props, and the associated interconnection points of each wing spars in a predetermined transition zone. This is achieved by forming a unique structural wing arrangement. These working planes advantageously define a minimally rigid kink design from a structural-mechanical point of view, thus providing improved support for a propulsion device mounted in a predetermined transition zone.

According to one aspect, the bracing wings of the bracing wing aircraft of the present invention are provided with a box-wing, in particular with a join-wing configuration, in which case the main mechanical system is each of the associated upper wing and lower wing to the fuselage. It is defined by the attachment points of. The lower axis defined by these attachment points for the corresponding front spar and rear spar in the upper wing and lower wing serves as the base for wing attachment. The attachment points of the upper wing and the lower wing are provided at the associated upper wing route and lower wing route, respectively.

Preferably, in the basic design of each front spar arrangement, the given webs of each upper wing front spar are virtually spanned front spars by these webs extending in the longitudinal direction of the upper and lower wings. In such a way that the plane can be established, it is inclined to this axis like the spar in front of the lower wing. Preferentially, at least a similar back spa device is provided for the upper wing rear spar and the lower wing rear spar so that the virtually spanning rear spar plane can be formed for the interconnected rear spars. The virtually spanning front spar plane and the virtually spanning rear spar plane can be advantageously defined according to the sweep angles underlying the upper wing and lower wing, and the maximum possible stiffness for a given prop wing In order to provide a, the given distance between the virtually overlying front sparse plane and the virtually overlying back sparse plane is preferably arranged to be maximal.

It should be noted that the virtually spanning front spar plane and the virtually spanning rear spar plane are not necessarily parallel. In fact, their orientation and placement relative to each other can be chosen at will, and can be selected according to each individual need of the desired aerodynamic configuration of the upper wing and lower wing. However, the main feature is that the front and rear spars of the upper and lower wings define a plane sectional cut through the brace.

More specifically, according to one aspect the front spars of the upper wing and the lower wing and the associated front transition spars between the front spars of the upper wing and the lower wing are in one and the same moon plane, ie virtually across the front spar. Extend in the field plane. Thus, there is no kink in the virtually spanning front spar plane, and the entire front spar and front transition spar unit thus defined acts as a mechanical unit within the virtually spanning front spar plane. The individual spars, i.e. the front transition spar associated with the front spars of the upper wing and the lower wing, can be embodied as a one piece integral component, or continuous and/or single joints such as hinges. It can be implemented as individual components that are mechanically held together by each other by joins.

Likewise, according to one aspect the rear spades of the upper wing and the lower wing and the associated rear transition spars between the rear spars of the upper wing and the lower wing are also one and the same single plane, i. Extends from. Thus, there is no kink in the virtually spanning back spar plane and the entire back spar defined thereby, and the rear transition spar unit acts as a mechanical unit within the virtually spanning back spar plane. The individual spars, i.e. the rear transition spars associated with the rear spars in the upper wing and the lower wing, are embodied as an integral component of one piece or mechanically held to each other by continuous and/or single joints such as hinges. The magazine can be implemented as a separate component.

In more advanced configurations, the base number of correspondingly provided front and/or rear spar arrangements can be adapted as desired. In other words, there is preferably at least one such front and/or rear spar arrangement as described above, but two or more front and/or rear spar arrangements may likewise be used. Even additional secondary spars can be incorporated into each front and/or rear spar arrangement, preferably in virtually spanning front and/or rear spar planes. However, such additional second spars do not necessarily have to span the entire length of either the upper wing or the lower wing.

Advantageously, front and/or rear spar arrangements are provided for the inclined position of the associated spars for each given code line, either the upper wing or the lower wing. In other words, in contrast to conventional wing arrangements the spades are not oriented perpendicular to such a cord line.

More specifically, due to the arrangement of the front spars and/or rear spars with associated virtually spanning front spar planes and associated front/back transition spars in the rear spar plane, such an overall underlying wing structure is relatively The omission of any kinks can be made to be rigid. In practice, each kink reduces the stiffness upon which it is based, so that increased stiffness can be obtained by avoiding kinks.

It should be noted that increased stiffness is usually desired in wing architectures due to aerodynamic elasticity. Therefore, if any loss of stiffness should be offset by additional structural items, as any kink results in a loss in stiffness or additional weight of the lightweight structure, virtually spanning front and back spar planes The device of the present invention at provides a very effective means for increasing stiffness. In fact, it should be noted that the rigidity of the structures of the wings is mostly design drivers and mass consumers. In particular, the need for stiffness is even more important if the propulsion devices must be installed at each wing end, ie predetermined transition zones, but more generally at any position of a given brace wing, and thus the present invention By having stiffened wing architecture and increasing stiffness, it becomes more advantageous.

Also, if there are no kinks in the wing architecture in each underlying spa design, additional ribs are required because they are required in a conventional box-wing or join-wing architecture to support the kinks. There is no need for it. By avoiding such additional ribs, each number of components can be reduced, thus reducing cost and weight. At the same time, simplification of the entire wing assembly can be made.

Further, by inclining the spar webs for each of the virtually spanning front and back spar planes, an increase in the moment of inertia of the entire wing assembly in the major axis of its weakest inertia can be achieved. This is for box wing or joined wing configurations.

Also, for example, depending on the underlying concept associated with a bird colliding event, the inclination of the virtually spanning front and rear spar planes advantageously improves the resistance in the situation of the bird colliding, which is the case. Because the birds advantageously only penetrate each leading edge locally. Therefore, for example, it does not have to be completely stopped by the front spar, which instead deflects the bird only according to its inclination angle. Therefore, a small amount of energy emanating from the new collision must be dissipated by the spa web, and in addition, the magnitude of the peak force during the new collision is lower.

According to one aspect, the spar webs of the front and rear spars of the upper and lower wings are oriented obliquely, ie essentially oriented parallel to the main major axis of the mechanical system of the stirrer wings, thus providing maximum stiffness This is because the caps of the entire web and the front spar and rear spar are at almost the same maximum distance to the main axis with the lowest moment of inertia, thereby resulting from the structural mass of all front and rear spar webs and caps. Take the maximum gain. This allows to avoid local reinforcement at the outermost corners of each conventional box-wing configuration, which is box-wing configurations with spats oriented perpendicular to the underlying wing profile code line. It can be conveniently applied to maximize the rigidity of each of the proped wings, but it is also complicated and expensive to manufacture. Therefore, by using the bracing wings of the present invention, manufacturing time and cost can be significantly reduced.

In summary, the brace wing aircraft of the present invention is advantageous in that it is suitable for solving issues of stiffness, architectural complexity, and the number of structural support components required for the implementation of brace wings. More specifically, these brace wings can be provided with increased stiffness, simplified architecture, and reduced number of structural support elements such as additional ribs. Therefore, a lighter brace wing can be designed, which also saves cost and each manufacturing time.

According to a preferred embodiment of the present invention, at least one upper wing spar, at least one lower wing spar, and at least one transition spar are integrated into one single piece component.

According to another preferred embodiment of the present invention, at least one transition spar is integrated into only one of the at least one upper wing spar and the at least one lower wing spar, to be integrated into a single piece component.

According to another preferred embodiment of the invention, at least one upper wing spar and at least one lower wing spar are securely mechanically attached to the at least one transition spar. This rigid attachment is preferably a hinged joint, in which case the hinge axis is oriented preferentially perpendicular to the corresponding virtual spar plane, or a fully clamped joint.

According to another preferred embodiment of the invention, at least one upper wing and at least one lower wing each comprise a chord line, in this case a single virtually spanned plane. spars plane) is inclined with respect to the cord line.

According to another preferred embodiment of the invention, the at least one upper wing comprises a spar after the upper wing and a spar before the upper wing. The at least one lower wing includes a spar after the lower wing and a spar in front of the lower wing. The at least one transition spa includes a back transition spa and a front transition spa.

According to another preferred embodiment of the present invention, the upper wing rear spar, the lower wing rear spar, and the rear transition spar are arranged in a plane of one virtually crossed back spar inclined relative to the vertical aircraft axis. The upper wing front spar, the lower wing front spar, and the front transition spar are disposed in a plane of one virtually spanning front spar that is inclined relative to the vertical aircraft axis.

According to another preferred embodiment of the present invention, one virtually spanning rear spar plane and one virtually spanning front spar plane are arranged parallel to each other.

According to another preferred embodiment of the present invention, one virtually spanning rear spar plane and one virtually spanning front spar plane are inclined relative to each other.

According to another preferred embodiment of the present invention, the rear wing spar, the lower wing rear spar, the rear transition spar, the upper wing front spar, the lower wing front spar, and the front transition spar are the mains of the associated one of the at least two proped wings Delimit the load carrying center box.

According to another preferred embodiment of the present invention, the associated one of the at least two brace wings further comprises a leading portion and a trailing portion, and both the leading portion and the trailing portion are main rods. It is securely attached to the shipping center box.

According to another preferred embodiment of the present invention, the upper wing rear spar, the lower wing rear spar, the rear transition spar, the upper wing front spar, the lower wing front spar, and the front transition spar have closed webs. These are flat beams.

According to another preferred embodiment of the present invention, the front transition spar and the rear transition spar are completely or partially annular.

According to another preferred embodiment of the invention, the propulsion device is arranged in a predetermined transition zone.

According to another preferred embodiment of the present invention, the propeller wing aircraft is implemented as a rotorcraft with at least one main rotor.

Preferred embodiments of the present invention are outlined by way of example in the following description with reference to the accompanying drawings. In these accompanying drawings, elements and elements that function identically or identically are denoted by the same reference numbers and letters, and are thus described only once in the following description.

1 is a plan view of a prop-type wing aircraft with prop-type wing according to the present invention.
FIG. 2 is a partially transparent perspective view of one of the brace wings of FIG. 1 with a transition zone according to one aspect.
3 is an exploded, partially transparent perspective view of the brace wing of FIG. 2;
4 is a partially transparent side view of the brace wing of FIG. 2, seen from the transition zone.
FIG. 5 is a partially transparent plan view of one of the braces of FIG. 1 with a common transverse position of each wing root.
FIG. 6 is a partially transparent sidecut view of the brace wing of FIG. 4;

1 shows a propulsive wing aircraft 1 with a fixed wing device 1a and a fuselage 6. The fixed wing device 1a preferably comprises two or more brace wings 2 in which the upper wings 3 and the lower wings 4 are respectively provided. Illustratively, the fixed wing device 1a includes a first brace wing 2a and a second brace wing 2b disposed laterally and opposite to each other in the fuselage 6. The first bracing wing 2a is typically mounted on the right side of the bracing wing aircraft 1, and the second bracing wing 2b is typically board side of the bracing wing aircraft 1 ).

According to one aspect, the propulsion wing aircraft 1 is provided with suitable propulsion devices 5 and an empennage 7. By way of example, these propulsion devices 5 are implemented as puller propellers, but they can likewise be implemented as pusher propellers. Likewise, the propulsion devices 5 can alternatively be implemented as fixedly mounted or tilted rotor assemblies. Preferably, the propulsion devices 5 are securely mounted in the respective transition zones 9 of the stirrer wings 2a, 2b.

According to one aspect, each of the brace wings 2a, 2b comprises at least one of the upper wings 3 and at least one of the lower wings 4, which are zigzag in the associated one of the transition zones 9 Placed and interconnected. More specifically, the brace wing 2a exemplarily denotes the upper wing 3a and the lower wing 4a, and the upper wing 3a and the lower wing 4a exemplify the brace wing ( The first predetermined transition zone 9 associated with 2a) is arranged zigzag and interconnected. The brace wing 2b includes an upper wing 3b and a lower wing 4b, and the upper wing 3b and the lower wing 4b are second predetermined transitions associated with the brace wing 2b. In zone 9 are arranged zigzag and interconnected.

Preferably, each of the upper wings 3a, 3b is connected to the fuselage 6 at the associated upper wing route 10, and each of the lower wings 4a, 4b is connected to the fuselage 6 at the associated lower wing route 11 Connected. Each of the upper wing routes 10 illustratively defines a transverse position 37a of the upper wing route 10 with respect to the longitudinal axis 8 of the brace wing aircraft 1. The transverse positions 37a of the upper wing routes 10 and the transverse positions 37b of the lower wing routes 11 are spaced apart in the longitudinal direction of the prop wing aircraft 1, that is, in the direction of the vertical axis 8, respectively. Away from each other. These distances of the positions 37a, 37b, respectively traversing, define the respective staggers of the upper wing 3 and the lower wing 4 at the wing roots 10, 11, so that the upper wings 3a, It is said that 3b) and the lower wings 4a, 4b are staggered.

For example, the support wing aircraft 1 is embodied as an airplane. However, the propeller wing aircraft 1 can likewise be embodied as a so-called convertiplane or rotorcraft with at least one main rotor at the top of the fuselage 6.

FIG. 2 shows the support wing 2a of the support wing 2 of the support wing aircraft 1 of FIG. 1 to further illustrate a typical internal configuration arrangement. More specifically, the internal arrangement and configuration of the upper wing 3a and the lower wing 4a together with each predetermined transition zone 9 of the stirrer wing 2a is described in more detail below. However, the brace wing 2a is illustrated and described solely with reference to FIG. 2, and similarly, by way of example with reference to FIGS. 3 to 6 and showing each of the brace wings 2a, 2b of FIG. 1 Or any other of the brace wings 2 of the brace wing aircraft 1 of FIG. 1.

According to one aspect, the upper wing 3a comprises at least one upper wing spar 14, 15 extending from the upper wing route 10 to a predetermined transition zone 9. Similarly, the at least one lower wing 4a preferably comprises at least one lower wing spar 12, 13 extending from a predetermined transition zone 9 to the associated lower wing root 11. Further, at a predetermined transition zone 9, at least one transition spar 29, 28 is preferably provided. The at least one transition spar (29, 28) preferentially connects the at least one upper wing spar (14, 15) to the at least one lower wing spar (12, 13). According to one aspect, at least one upper wing spar 14, 15, at least one lower wing spar 12, 13, and at least one transition wing spar 29, 28 are vertical aircraft axes (32 in FIG. 4). ) Are disposed in the virtually spanning spades planes 16a, 17a inclined with respect to.

More specifically, according to one aspect, the upper wing 3a includes an upper wing rear spar 14 and an upper wing front spar 15. The lower wing 4a illustratively includes a lower wing rear spar 12 and a lower wing front spar 13. Preferably, the transition zone 9 is provided with a front transition spar 28 and a rear transition spar 29. The front transition spar 28 preferably connects the upper wing front spar 15 to the lower wing front spar 13, and the rear transition spar 29 lowers the upper wing rear spar 14 in the transition zone 9 It is preferably connected to the spar 12 behind the wing.

According to one aspect, at least one of the upper wing rear spar 14 and the upper wing front spar 15, the associated one of the lower wing rear spar 12 and the lower wing front spar 13, and the rear transition spar 29 The associated ones of the front transition spar 28 are integrated into one single piece component. Illustratively, the upper wing rear spar 14, the rear transition spar 29, and the lower wing rear spar 12 are integrated into a single, single piece component, ie, an integral component, and the upper wing The front spar 15, the front transition spar 28, and the lower wing front spar 13 likewise are integrated into a second, single piece component, ie, an integral component.

However, typical of the upper wing rear spar 14 and upper wing front spar 15, lower wing rear spar 12 and lower wing front spar 13, and rear transition spar 29 and front transition spar 28 It should be noted that the integration into one piece is described by way of example only and is not intended to limit the invention to it. Instead, at least one of the rear transition spar 29 and the front transition spar 28 is only one of the respective upper wing back and front spars 14, 15 or the lower wing back and front spars 12, 13 Can be integrated and integrated into a single piece component, securely mechanically attached to either the lower wing front and front spars 12, 13 or the upper wing back and front spars 14, 15 Can be. For example, the rear transition spar 29 may have a lower wing rear spar 12 and be integrated into a single piece component, and is only mechanically attached to the upper wing rear spar 14. Alternatively, the rear transition spar 29 can have an upper wing rear spar 14 and be integrated into one single piece component, and can be securely mechanically attached only to the lower wing rear spar 12. It is done in an expression. The mechanical attachments between the single elements can be a simple hinged joint, in which case the hinge axis can be preferably a fully oriented or fully clamped joint perpendicular to the corresponding virtual spar plane.

However, likewise at least one of each of the front and/or rear transition spars 28, 29 is only connected to the lower wing front or rear spars 13, 12 associated with the associated upper wing front or rear spars 15, 14, It should be noted that with one of the spades, it can be securely attached mechanically without being integrated into one single piece component. In other words, the rear transition spar 29 can be securely mechanically attached only to the upper wing rear spar 14 and the lower wing rear spar 12, for example.

In addition, possible interconnections between the upper wing front and rear spars 15, 14, each front and rear transition spars 28, 29, and the lower wing front and rear spars 13, 12 are only the lower wing. It should be noted that the rear spar 12, the upper wing rear spar 14, and the rear transition spar 29 have been described as examples. However, the described configurations can likewise be applied to the upper wing front spar 15, the associated front transition spar 28, and the lower wing front spar 13.

According to one aspect, the lower wing rear spar 12, the upper wing rear spar 14, and the rear transition spar 29 are disposed in one virtually spanning rear spar plane 16a. This one virtually spanning rear spar plane 16a is between each of the rear spar roots 10, 11 and the upper wing rear spar 14 of the lower wing rear spar 12, ie the upper wing root ( Between 10) and the lower wing root 11, between the lower wing rear spar center of gravity shaft 18 of the lower wing rear spar 12 and the upper wing rear spar center of gravity shaft 20 of the upper wing rear spar 14. It is exemplarily defined by a virtual connection line 16.

Similarly, the lower wing front spar 13, the upper wing front spar 15, and the front transition spar 28 are disposed in one virtually spanning front spar plane 17a. One virtually hung front spades plane 17a is between each of the front spar routes 10, 11 and the upper wing front spar 15 of the lower wing front spar 13, i.e., the upper wing route 10. Between the lower wing root 11 and the lower wing front spar center of gravity axis 19 defined by the lower wing front spar 13 and the upper wing front spar center of gravity axis defined by the upper wing front spar 15 ( It is preferably defined by a virtual connection line 17 between 21).

Preferably, one virtually spanning back spardle plane 16a is inclined relative to the vertical aircraft axis (32 in FIG. 4). Likewise, one virtually spanning front spar plane 17a is also inclined relative to the vertical aircraft axis (32 in FIG. 4). This is a result of the zigzag arrangement of the upper wing 3a and the lower wing 4a at their respective wing routes 10 and 11.

According to one aspect, one virtually spanning rear spar plane 16a and one virtually spanning front spar plane 17a are disposed parallel to each other. However, such a parallel arrangement is not compulsory, and one virtually spanning rear spar plane 16a and one virtually spanning front spar plane 17a may alternatively be inclined relative to each other. .

Further, according to one aspect, the front transition spar 28 and the rear transition spar 29 have structural continuity of the upper wing front and upper spars 15, 14 to the associated lower wing front and rear spars 13, 12. Allow delivery. In addition, the upper wing front spar 15 and the upper wing rear spar 14, the associated lower wing front spar 13 and the lower wing rear spar 12 are disposed, and one associated virtually spanning front and rear spar By structurally connecting the front transition spar 29 and the rear transition spar 28 respectively in the field planes 17a, 16a, any kinks can be omitted, thus providing increased rigidity of such a device. To do.

FIG. 3 shows the support wing 2a of FIG. 2 of the support wing 2 of the propulsion wing aircraft 1 of FIG. 1 with an upper wing 3a, a lower wing 4a, and a transition zone 9 Shows According to one aspect, the upper wing back and front spades 14, 15, the lower wing back and front spades 12, 13, and the associated back and front transition spades 29, 28 of the stirrer wing 2a ) Delimits the main rod carrying center box 23 of the stirrer wing 2a. The main rod transport center box 23 is mounted on the leading portion 23 of the brace wing 2a and the trailing portion 24 of the brace wing 2a.

More specifically, the main load carrying center box 23 preferably includes an upper wing center box 25 and a lower wing center box 26, and a transition box 27. Preferentially, the upper wing center box 25, the lower wing center box 26, and the transition box 27 connecting the upper wing center box 25 and the lower wing center box 26 to each other are supported by the wing 2a. ).

According to one aspect, the lower wing rear spar 12, the rear transition spar 29, and the upper wing rear spar 14 are along the longitudinal axis 8 of FIG. 1 of the brace wing aircraft 1 of FIG. In the longitudinal direction, the rear wall of the main load carrying center box 23 is defined. Similarly, the lower wing front spar 13, the front transition spar 28, and the upper wing front spar 15 form the front wall of the main load carrying center box 23. This main rod carrying center box 23 is It is preferably firmly attached to the leading portion 22 and trailing portion 24 of the brace wing 2a.

FIG. 3 further illustrates the placement of the lower wing rear spar 12, the rear transition spar 29, and the upper wing rear spar 14 in one virtually crossed back spar plane 16a of FIG. 2. . Illustratively, the lower wing rear spar 12, the rear transition spar 29, and the upper wing rear spar 14 are typically of a single V-shaped integrated single piece without any kink. It is implemented as a component.

This is typically achieved by implementing the back transition spar 29 in an annular shape, but this is not necessary. Open C-shaped (ie ring segments) are also suitable. Further, the lower wing rear spar 12, the upper wing rear spar 14, and the rear transition spar 29 are preferably implemented as flat, straight longitudinal beams.

However, the above descriptions relate to the lower wing rear spar 12, the upper wing rear spar 14, and the rear transition spar 29, which are illustratively only in FIG. 3 and represent all respective spars. It should be noted that it is emphasized. In other words, the above description is likewise preferably applied to the lower wing front spar 13, the front transition spar 28, and the upper wing front spar 15.

FIG. 4 shows the support wing 2a of FIGS. 2 and 3 of the support wing 2 of the support wing aircraft 1 of FIG. 1. In FIG. 4, a propeller having respective transition zones 9 in the direction of the fuselage 6 of FIG. 1, ie in the direction of the upper wing root 10 and the lower wing root 11 of the propeller wing 2a Wing 2a is seen from its outermost end. In other words, the brace wing 2a is shown in a side view, which is the direction of the plane of symmetry of the brace wing aircraft 1 of FIG. 1 defined by the vertical axis 8 and the vertical aircraft axis 32 of FIG. 1. It means that it is shown in.

4 further illustrates the lower wing rear spar 12, the rear transition spar 29, and the upper wing rear spar 14, which are placed in one virtually crossed back spar plane 16a of FIG. 4, which also illustrates the lower wing front spar 13, the upper wing front spar 15, and the front transition spar 28, which are virtually across the front spar plane of FIG. 2 ( 17a). As described above with reference to FIG. 2, one virtually spanning rear spar plane 16a and one virtually spanning front spar plane 17a are inclined relative to the vertical aircraft axis 32.

As described above with reference to FIG. 2, one virtually spanned rear spar by a hypothetical connecting line 16, a spar center of gravity spar 18 behind the lower wing, and a spar center of gravity spar 20 of the upper wing The field plane 16a is defined. Similarly, one virtually spanning front spar plane 17a is defined by a virtual connecting line 17, a spar center of gravity center of the lower wing 19, and a spar center of gravity center of the upper wing 21. .

According to one aspect, the imaginary connecting line 16 extends between the spar routes after each upper wing and lower wing, ie between the upper wing route 10 and the lower wing route 11. More specifically, the virtual connection line 16 and the virtual connection line 17 preferably extend between each upper sparder root reference point 30 and each lower sparder root reference point 31. do. The upper sparder root reference points 30 are preferably located in the upper wing route 10, and the lower sparder root reference points 31 are preferably located in the lower wing route 11. More specifically, the upper sparder root reference points 30 are defined by the respective intersections of the corresponding upper wing back and front spardle centroid axes 20, 21 at the upper wing route 10. . Similarly, the lower spar root reference points 31 are defined by the respective intersections of the corresponding lower wing back and front spar centroid axes 18, 19 at the lower wing route 11.

According to one aspect, the parameter that most affects the inclination of one virtually spanning rear spar plane 16a and one virtually spanning front spar plane 17a is the propeller wing 2a. ) Is the associated staggering angle 33. The staggered angle 33 of the brace wing 2a is an angle defined between the imaginary connecting lines 16 and 17 and the vertical aircraft axis 32.

FIG. 5 shows the support wing 2a of FIGS. 2-4 of the support wing 2 of the support wing aircraft 1 of FIG. 1, together with the upper wing route 10 and the lower wing route 11. Show. As described above with reference to FIG. 1, the upper wing route 10 is located at a transverse position 37a, and the lower wing route 11 is located at a horizontal position 37b. However, in contrast to FIG. 1, the transverse positions 37a, 37b are now defined as a common transverse position 37 according to one aspect, ie they are of the prop wing aircraft 1 of FIG. 1. It is typically aligned in the longitudinal direction along the longitudinal axis 8.

However, it should be noted that the arrangement of the upper wing route 10 and the lower wing route 11 on the common transverse position 37 is described by way of example only and is not limited to the present invention. Instead, as shown in FIG. 1, it is likewise considered to have different horizontal positions 37a, 37b.

FIG. 6 shows the support wing 2 of the support wing aircraft 1 of FIG. 1 with an upper wing 3a and a lower wing 4a, together with an upper wing route 10 and a lower wing route 11. 4 shows the bracing wing 2a. According to FIG. 4, the upper wing 3a is provided with an upper wing rear spar 14 and an upper wing front spar 15, and the lower wing 4a has a lower upper rear spar 12 and a lower wing front spar 13 ) Is provided. However, in contrast to FIG. 4, the upper wing 3a and the lower wing 4a are shown in cross-section, ie the transition zone 9 of FIG. 4 is cut off in the representation of FIG. 6 by a parallel plane. off), offset from the plane of symmetry of the aircraft. Therefore, a typical implementation of the upper wing center box 25 in the upper wing 3a and the lower wing center box 26 in the lower wing 4a can be illustrated in more detail.

Illustratively, the upper wing 3a and the lower wing 4a each include a cord line 35. Preferably, one virtually spanning front spade plane 17a and rear spar plane 16a in FIG. 4 are inclined relative to the cord line 35.

According to one aspect, the upper wing 3a and the lower wing 4a are configured to work together as a mechanical unit so that the major axes resulting from this mechanical unit are inclined. Hence, reference sign 34 denotes a major axis with the largest moment of inertia, reference sign 36 denotes a major axis with the lowest moment of inertia, and this major axis has a major axis 34 with the largest moment of inertia. ).

As can be derived from FIG. 6, there is a relatively large difference between the two major moments of inertia, in which case the main axis 36 with the lowest moment of inertia is usually braced as a result of each relatively small wing code. It represents a weak point of the overall wing architecture of the wing 2a. It is therefore absolutely necessary to place as much material as possible away from the main axis 36 with the lowest possible moment of inertia. Due to the inclination of the virtual rear spar plane 16a and the virtual front spar plane 17a, the upper wing back and front spars 14, 15 and the lower wing back and front spars 12, 13 The entire webs of are placed almost parallel to the main axis 36 with the lowest moment of inertia, and thus optimally placed in terms of maximizing their contribution to the moment of inertia. It can be clearly seen from FIG. 6 that the lower wing rear and front spars 12, 13 and the upper wing rear and front spars 14, 15 are inclined relative to the cord line 35, which is mainly wing staggered. (staggering), that is, the result of the intermeshing angle 33 in FIG. 4.

It should be noted again that the above description mainly refers to the support wing 2a of the support wing 2 of the support wing aircraft 1 in FIG. 1. Also, essentially only the arrangement of each of the rear spars and/or front spars in the stirrer wing 2a is described in more detail. However, this is only shown for all brace wings and all spa devices according to the present invention. In other words, all teachings related to the stirrer wing 2a can be similarly applied to the stirrer wing 2b, and all teachings just described for rear spar placement or front spar placement are likewise front spar placement or rear It can be applied to spade placement, and vice versa.

Finally, it should be noted that further modifications are also within the common knowledge of those skilled in the art and are therefore considered to be part of the present invention.

For example, although the lower wing back and front spars 12, 13 and the upper wing back and front spars 14, 15, and the rear and front transition spars 29, 28 are flat beams, ie a flat web Although described as reference to FIGS. 2 to 6 as being beams, they are not necessarily designed as beam elements with completely flat and closed webs. Instead, they are frameworks, truss constructions, beaded webs, hardened webs, webs with lightening holes, or but in large planes within each virtual plane (in -plane) bending stiffness and load capability can be provided as any kind of structural element that is preferably provided. Further, it has been exemplarily described as being annular, and the rear and front transitional spades 29 and 28 surrounding the entire parameter of the transition zone 9 of the propulsion wing aircraft 1 of FIG. 1 must be annularly shaped. There is no need to have. Instead, they can each cover only a portion of the transition zone 9, ie as a ring segment. Depending on the wing spars, the transition zones can also use any kind of structural design that provides large in-plane bending stiffness and load capacity within each virtual plane. In addition, they can be attached by any suitable means to the upper wing spar and the lower wing spar by continuous attachment or single attachment.

1: propped wing aircraft 1a: fixed wing device
2: Proped wings 2a, 2b: Proped wings
3: upper wings 3a, 3b: upper wings
4: lower wings 4a, 4b: lower wings
5: propulsion device 6: fuselage
7: tail wing 8: aircraft longitudinal axis
9: Transition Zone 10: Upper Wing Route
11: Lower wing route 12: Lower wing back spa
13: Spa at the lower wing 14: Spa at the upper wing
15: upper wing front spar 16: virtual rear spar routes connecting line
16a: virtual back spar plane 17: virtual front spar root connection line
17a: virtual front spades plane 18: spar center of gravity axis behind lower wing
19: Spa center of gravity shaft in front of lower wing
20: Spaw center axis behind upper wing
21: Spa center of gravity axis in front of the upper wing
22: prop wing reading part 23: main rod carrying prop wing center box
24: prop wing trailing part 25: upper wing center box
26: lower wing center box 27: prop wing transfer box
28: front transition spa 29: front transition spa
30: upper spadle route reference points
31: Lower spades root reference points
32: Vertical axis of the aircraft 33: Bracing wing stagger angle
34: main axis with the greatest moment of inertia
35: Code line 36: Main axis with lowest moment of inertia
37: Common transverse position of wing routes
37a: horizontal position of upper wing route
37b: Horizontal position of lower wing route

Claims (15)

A braced wing aircraft having a fuselage 6 and a fixed wing arrangement 1a,
The fixed wing device 1a includes at least two brace wings 2a, 2b disposed sideways and opposite to each other on the fuselage 6, each of at least two brace wings 2a, 2b Includes at least one upper wing (3a, 3b) and at least one lower wing (4a, 4b), wherein the upper wing (3a, 3b) and the lower wing (4a, 4b) It is arranged in a zigzag manner in a predetermined transition zone 9 and connected to each other, the at least one upper wing 3a, 3b connected to the fuselage 6 at an associated upper wing root 10 And the at least one lower wing 4a, 4b is connected to the fuselage 6 at the associated lower wing route 11, and the at least one upper wing 3a, 3b is associated with the associated upper wing route 10 And at least one upper wing spar (14, 15) extending from to a predetermined transition zone (9), wherein the at least one lower wing (4a, 4b) is from the predetermined transition zone (9). At least one lower wing spar (12, 13) extending to the associated lower wing root (11),
In the predetermined transition zone 9, at least one transition spar 28, 29 is provided, and the at least one transition spar 28, 29 is provided for the at least one upper wing spar 14,15. Connected to one lower wing spar (12, 13), the at least one upper wing spar (14, 15), the at least one lower wing spar (12, 13), and the at least one transition spar (28, 29) A propellered wing aircraft, characterized in that it is arranged on a single virtually spanned spars plane (16a, 17a) inclined relative to the vertical aircraft axis (32). According to claim 1,
The at least one upper wing spar (14, 15), the at least one lower wing spar (12, 13), and the at least one transition spar (28, 29) are components of one single piece Supported wing aircraft, characterized by being integrated into. According to claim 1,
The at least one transition spar (28, 29) is integrated into only one of the at least one upper wing spar (14, 15) and the at least one lower wing spar (12, 13), a single piece construction A propped wing aircraft characterized by being integrated into the element. According to claim 1,
The at least one upper wing spar (14, 15) and the at least one lower wing spar (12, 13), the at least one transition spar (28, 29), characterized in that the mechanically securely attached to the strut Wing aircraft. According to claim 1,
The at least one upper wing 3a, 3b and the at least one lower wing 4a, 4b each include a chord line 35, one virtually spanning spar plane 16a, 17a) is a propulsion wing aircraft, characterized in that inclined with respect to the cord line (35). According to claim 1,
The at least one upper wing 3a, 3b includes an upper wing rear spar 14 and an upper wing front spar 15, wherein the at least one lower wing 4a, 4b is lower It includes a rear wing spar (12) and a lower wing front spar (13), wherein the at least one transition spar (28, 29) comprises a rear transition spar (29) and a front transition spar (28). Prop wing aircraft. The method of claim 6,
The upper wing rear spar 14, the lower wing rear spar 12, and the rear transition spar 29 are one virtually crossed rear spar plane that is inclined relative to the vertical aircraft axis 32 ( 16a), the upper wing front spar 15, the lower wing front spar 13, and the front transition spar 28 are one virtually inclined inclined relative to the vertical aircraft axis 32. Supported wing aircraft, characterized in that disposed in the front spar plane (17a). The method of claim 7,
The one virtually spanning rear spar plane 16a and the one virtually spanning front spar plane 17a are arranged parallel to each other. The method of claim 7,
The one virtually spanning rear spar plane 16a and the one virtually spanning front spar plane 17a are inclined with respect to each other. The method of claim 6,
The upper wing rear spar 14, the lower wing rear spar 12, the rear transition spar 29, the upper wing front spar 15, the lower wing front spar 13, and the front transition spar ( 28) A propped wing aircraft, characterized in that it delimits the main load carrying center box 23 of the associated one of the at least two proped wings (2a, 2b). The method of claim 10,
The associated one of the at least two brace wings 2a, 2b further includes a leading portion 22 and a trailing portion 24, and the leading portion 22 and the trailing portion (24) is a prop-type wing aircraft, characterized in that all are securely attached to the main load carrying center box (23). The method of claim 10,
The upper wing rear spar 14, the lower wing rear spar 12, the rear transition spar 29, the upper wing front spar 15, the lower wing front spar 13, and the front transition spar ( 28), propped wing aircraft, characterized in that the flat beams (flat beams) with closed web (closed web). The method of claim 12,
The front transition spar 28 and the rear transition spar 29 are fully or partially ring-shaped, characterized in that the wing wing aircraft. According to claim 1,
A propulsion device (5) is arranged in the predetermined transition zone (9), characterized in that the wing wing aircraft. According to claim 1,
A propellered wing aircraft, characterized in that it is implemented as a rotorcraft with at least one main rotor.

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