US20050077435A1 - Profiled wing unit of an aircraft - Google Patents
Profiled wing unit of an aircraft Download PDFInfo
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- US20050077435A1 US20050077435A1 US10/733,550 US73355003A US2005077435A1 US 20050077435 A1 US20050077435 A1 US 20050077435A1 US 73355003 A US73355003 A US 73355003A US 2005077435 A1 US2005077435 A1 US 2005077435A1
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- ridge
- aircraft component
- trailing edge
- ridges
- component
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/26—Construction, shape, or attachment of separate skins, e.g. panels
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
Definitions
- the invention relates to a profiled aircraft component that forms part of a wing unit or a tail unit.
- Such units have a leading edge and a trailing edge as well as an inner structure covered by a top skin and a bottom skin. Both skins are supported by the inner structure between the leading and trailing edges.
- the control of a flying aircraft is accomplished by aerodynamically effective control surfaces such as ailerons, flaps, tabs, rudder surfaces and elevator surfaces referred to herein as aircraft components or simply as control surfaces which are conventionally integrated into other aircraft components, e.g. wings and/or tail assemblies of an aircraft.
- Rolling motions of an aircraft are controlled by an aileron installed in each wing.
- Each aileron is normally connected to the respective wing trailing edge by a hinge that permits operating the aileron up or down for the intended influence on the flight situation.
- control surfaces have a relatively short length compared to the wing span of an aircraft while simultaneously having a large depth compared to the wing depth measured between the leading and trailing edge of the wing.
- a control surface is normally connected to the wing by two hinges which provide a statically determined mounting. Due to the relatively small length of the control surface, such as an aileron, the difference between the deformation of the control surface, and the deformation or bending line of the wing also remains small. In such a mounting the bending of the wing in the z-direction is not imposed on the aileron, whereby no compulsion or unavoidable forces are generated in the aileron.
- Such forces would, however, occur for example in a mounting of the aileron to the landing flap with three hinges.
- Such unavoidable forces cause disadvantages which must be taken into account particularly where it is necessary to use slender control surfaces mounted with a continuous hinge connection formed by three or more hinges.
- the control surface under consideration has a length of about 4 m and a depth of about 0.4 m.
- Such a control surface technically also referred to as “tab” must be connected with more than two hinges to the wing or to the landing flap as shown in FIG. 6 in order to assure an aerodynamically satisfactory connection, whereby the hinge lines coincide as shown in FIG. 6 when the control surface is not deflected.
- the aerodynamically exact mounting shown in FIG. 6 is achieved only by the use of at least three hinges, whereby it is unavoidable that compulsion forces are imposed on the control surface by the bending of the component to which the control surface is hinged.
- compulsion forces are also generated by the bending of the control surface itself about its stiff axis which has a large moment of inertia when the deflection takes place while the hinge line is bent.
- FIG. 7 illustrates the formation of compulsion forces in the aileron or tab due to the bending of the component to which the tab is secured by a continuous hinge.
- the wing or landing flap is bent upwardly, whereby compulsion forces generate pressure in the tab when the tab is deflected upwardly, causing a negative tab deflection.
- tension forces would be generated in the tab.
- pressure or tension forces will be generated in the tab. Such forces can damage the tab to the extent that it may fail unless countermeasures are taken.
- Such countermeasures call conventionally for either strengthening the stringers and/or ribs or installing additional stringers and/or ribs. In both instances additional weight cannot be avoided. Moreover, heavier tabs require higher actuator forces and larger mounting forces in the hinges must be taken up. Moreover, stiffer tabs may adversely influence the deformation characteristic and thus the aerodynamic characteristic of the component to which the tab is connected, for example a wing or a landing flap or tail unit.
- a profiled aerodynamic aircraft component that comprises an inner structure such as spars and ribs between a leading edge and a trailing edge, whereby the component has a top skin and a bottom skin supported by the inner structure.
- the component has a longitudinal axis extending from end to end, in the x-direction, a depth axis extending between the leading and trailing edge in the y-direction.
- first and second ridges are also referred to as first and second fins or rib fins. These ridges or fins begin in an area next to the trailing edge or preferably at the trailing edge and extend toward the leading edge in the direction of the depth axis and each rib or fin has a height that is largest in the trailing edge area and diminishes from the trailing edge area toward the leading edge.
- the ridges or fins are provided in pairs so that the second ridge is at least partly nested in the first ridge to provide an improvement in the aerodynamic characteristic of the component equipped with such fins or ridges.
- these pairs are spaced from one another along the longitudinal axis of the respective aircraft component, whereby the on-center spacing between neighboring ridges may be uniform and/or the spacings may differ from one another.
- FIG. 1 is a perspective, simplified illustration of an aircraft component such as a landing flap provided according to the invention with a pair of ridges or fins of which one fin is formed in the top skin and the other fin is formed in the bottom skin;
- an aircraft component such as a landing flap provided according to the invention with a pair of ridges or fins of which one fin is formed in the top skin and the other fin is formed in the bottom skin;
- FIG. 2 shows a broken away perspective view of a first end of the two rib ridges which are joined to each other at least along a width in a trailing edge area;
- FIG. 3 is a view similar to that of FIG. 2 , however in the direction of the profile depth to illustrate the nesting of the two fins or ridges, one within the other to form a pair;
- FIG. 4 shows a schematic view in the longitudinal direction of the component with the ridges forming a pair joined to each other in the hatched trailing edge area;
- FIG. 5 shows a conventional two hinge mounting of a tab to a wing or landing flap
- FIG. 6 is a view similar to that of FIG. 5 , but illustrating a three inch mounting
- FIG. 7 shows a two hinge mounting with the flap deflected in the negative, upward direction whereby the black arrows show compulsion forces as pressure forces in the tab;
- FIG. 8 illustrates schematically the primary object of the invention or rather aerodynamically desirable features that will minimize or avoid the imposition of compulsion forces on or in the tab;
- FIG. 9 illustrates a schematic top plan view of an aircraft wing or flap equipped with a tab provided with a plurality of ridges or fins.
- FIGS. 5, 6 and 7 have been adequately described above and are self-explanatory with the labels provided in these prior art Figures.
- FIG. 1 shows an aircraft component 12 , for example a landing flap constructed according to the invention.
- the aircraft component 12 has an aerodynamic profile with an inner structure that includes a spar area 15 extending in the x-direction along the leading edge 1 , a rib area not shown, and a trailing edge area 9 extending between a trailing edge 2 and a dashed line 11 which extends in the x-direction and parallel to the trailing edge 2 .
- the dashed line 11 is spaced from the trailing edge 2 by a width W to be described in more detail below.
- the trailing edge 2 is equipped with a trailing edge bar 16 .
- the profiled, aerodynamic component 12 has a top skin 4 and a bottom skin 5 mounted to the inner structure of the component. According to the invention a portion of the top skin 4 is formed outwardly in the z-direction to produce a first ridge or fin or rib fin 6 . Similarly, a portion of the bottom skin 5 is deformed to form a second ridge, fin or rib fin 7 which nests at least partially inside the ridge or fin 6 .
- the ridge 6 has a first ridge end 6 A, preferably formed as a tip that is positioned on a fictitious line 10 extending in parallel to the leading edge 1 and spaced from the leading edge 1 . This fictitious line 10 is preferably located in the spar area 15 .
- the ridge 6 further has a first ridge portion 6 B which has the above mentioned width W shown in FIGS. 2, 3 and 4 .
- the width W extends in the profile depth or y-direction.
- the first ridge portion 6 B is connected to the first ridge end 6 A by a ridge portion bounded by a ridge line 6 C and top skin lines 6 D and 6 E. These lines 6 C, 6 D and 6 E show how the first ridge 6 tapers from the trailing edge 2 toward the leading edge 1 .
- the ridge, fin or rib fin 7 is constructed and shaped in the same way as described above.
- the second ridge 7 has a second ridge end 7 A and a second ridge portion 7 B connected to the second ridge end 7 A by the ridge line 7 C and the bottom skin lines 7 D and 7 E.
- second ridge 7 also tapers from the second ridge portion 7 B toward the second ridge end namely from the trailing edge 2 toward the leading edge 1 .
- Each deformed portion of the top skin 4 and of the bottom skin 5 is shaped or formed or molded in the z-direction in such a way that the ridge or rib 7 is at least partially nested within the ridge 6 , thus forming a pair of ridges 6 and 7 .
- the first ridge end 6 A and the second ridge end 7 A are located vertically one above the other on a common vertical line L 1 extending in the z-direction.
- the component 12 has a profile centerline 8 extending in the y-direction and a profile depth t from leading edge 1 to trailing edge 2 in the y-direction.
- the first end portion 6 B of the ridge 6 and the second end portion 7 B of the second ridge 7 are so shaped that the surfaces of the first and second end portions 6 B and 7 B are in intimate contact with each other along the width W in the y-direction in the trailing edge area 9 where the two ridges 6 and 7 forming a pair are permanently bonded to each other.
- This bond may be made with the help of a cold or hot adhesive which may be either a single component or a multi-component adhesive or any other suitable adhesive, whereby the bonding may be enhanced by heating and/or pressing for a respective curing when the top skin 4 and the bottom skin 5 are made of fiber composite materials such as CFCs.
- the two ridge surfaces forming the end portions 6 B and 7 B may be riveted to one another in the area with the width W, particularly if the top and bottom skins are made of materials suitable for riveting.
- the ridge or ridges stiffen the respective top or bottom skin 4 , 5 particularly in the z-direction while simultaneously making the component provided with the ridges flexible around the z-axis and the y-axis as shown in FIG. 8 .
- the flexibility about the z-axis avoids or minimizes the introduction of compulsion forces into the component such as a tab even if the tab is deflected out of its 0°-position.
- the flexibility about the y-axis of the tab permits an aerodynamic conformity of the tab to the component such as a flap.
- the tab remains stiff in the x-direction and there is no aerodynamic deformation in the x-direction when the tab is deflected. Please see FIG. 8 .
- FIGS. 2 and 3 show the adhesive bonding AB merely as an interface between the ridges 6 and 7 .
- FIG. 2 further shows a ⁇ 45° fiber orientation in the fiber composite materials of which the top skin 4 and the bottom skin 5 are made.
- the ridges 6 and 7 have a height H, whereby the height of the outer or upper ridge 6 is smaller than the height of the lower or inner ridge 7 .
- a complete bonding is assured between the interface surfaces of the two ridges 6 and 7 along the width W corresponding to the width of the trailing edge area 9 which is reinforced by the above mentioned trailing edge bar 16 as seen in FIGS. 1 and 4 .
- the first end 6 B of the first ridge 6 and the second end 7 B of the second edge 7 as shown in FIG.
- the ridges 6 and 7 do not need to coincide with their end face exactly with the trailing edge 2 . It is satisfactory if the ridges 6 and 7 start within the width W. In any construction the ridge lines 6 C and 7 C will be spaced from each other between the bonded area and the respective ridge end 6 A, 7 A. The respective spacing VS is shown in FIGS. 1 and 4 and increases from right to left due to the tapering of the ridges 6 and 7 from right to left in FIG. 4 . Correspondingly, the height H of the respective ridge 6 and 7 diminishes from right to left. This construction provides the required flexibility around the z-axis while permitting a stiffening of the skins 4 and 5 in the z-direction.
- the bonding of the ridges 6 and 7 to each other along the width W strengthens the entire tab structure in the x-direction, whereby the ridges take over the function of the ribs in a profiled aircraft component.
- the height H of the ridges 6 and 7 can be diminished from right to left in FIG. 4 because their neutral phase runs along the respective ridge lines 6 C and 7 C where the least deformations take place when the respective component is operated to deflect up or down.
- These ribs according to the invention stiffen the entire structure in the x-direction, thereby improving the capability of the structure to transmit or take up shearing forces.
- the box spar 15 takes up any torsion loads and is thus dimensioned to be sufficiently stiff for this purpose, whereby a spar 15 with a closed cross-sectional profile having a ⁇ 45° fiber orientation in the fiber composite construction of the spar 15 is ideal.
- FIG. 4 shows such a closed profile of the spar 15 .
- FIG. 9 shows an aircraft component 12 A such as a wing or a landing flap or a tail fin.
- a tab 18 constructed according to the invention for example as a CFC fintab is secured with its leading edge to the trailing edge of the component 12 A by a plurality of hinges 17 .
- a plurality of ridges 6 and 7 forming respective pairs of ridges as described above is spaced at predetermined spacings along the tab 18 . These predetermined on-center spacings between neighboring pairs of ridges 6 , 7 may be uniform or may differ from one another.
- Flap track fairings 19 , 20 which house actuators 21 and 22 for deflecting the tab 18 .
- the fairings 19 , 20 are mounted on the component 12 A. Each faring is equipped with cut-outs to accommodate the deflection motion of the tab 18 .
- Each actuator 21 , 22 is constructed to provide about 50% of the required power for operating the tab 18 which is preferably made of carbon fiber composite materials, CFC-fin tip.
- the length L of the ridges 6 , 7 is either shorter or longer than one half of the profile depths t, depending on the desired aerodynamic characteristics of the component.
- the ridges are longer than the profile depth t and end at 6 A, 7 A in the spar area 15 .
- the ridge ends 6 A, 7 A are preferably, but not necessarily aligned along a line L 1 extending perpendicularly to the depth axis 8 . Regardless of the position of the ridge ends 6 A, 7 A, these ridge ends 6 A, 7 A are preferably shaped as pointed tips to provide a desirable aerodynamic ridge configuration, particularly for the first ridge 6 in the top skin 4 .
- the bulging-out configuration of the ridges 6 , 7 as best seen in FIG.
- ridge sectional configurations also opens downwardly.
- the ridges 6 , 7 preferably have the outer configuration of a longitudinal portion of an aerodynamically formed cone that is cut-off lengthwise, but not necessarily along a central longitudinal cone axis.
Abstract
Description
- This application is based on and claims the priority under 35 U.S.C. §119 of German Patent Application 103 46 982.6 filed on Oct. 9, 2003, the entire disclosure of which is incorporated herein by reference.
- The invention relates to a profiled aircraft component that forms part of a wing unit or a tail unit. Such units have a leading edge and a trailing edge as well as an inner structure covered by a top skin and a bottom skin. Both skins are supported by the inner structure between the leading and trailing edges.
- The control of a flying aircraft is accomplished by aerodynamically effective control surfaces such as ailerons, flaps, tabs, rudder surfaces and elevator surfaces referred to herein as aircraft components or simply as control surfaces which are conventionally integrated into other aircraft components, e.g. wings and/or tail assemblies of an aircraft. Rolling motions of an aircraft are controlled by an aileron installed in each wing. Each aileron is normally connected to the respective wing trailing edge by a hinge that permits operating the aileron up or down for the intended influence on the flight situation.
- Common to all control surfaces is the fact that these control surfaces have a relatively short length compared to the wing span of an aircraft while simultaneously having a large depth compared to the wing depth measured between the leading and trailing edge of the wing. As shown in
FIG. 5 a control surface is normally connected to the wing by two hinges which provide a statically determined mounting. Due to the relatively small length of the control surface, such as an aileron, the difference between the deformation of the control surface, and the deformation or bending line of the wing also remains small. In such a mounting the bending of the wing in the z-direction is not imposed on the aileron, whereby no compulsion or unavoidable forces are generated in the aileron. Such forces would, however, occur for example in a mounting of the aileron to the landing flap with three hinges. Such unavoidable forces cause disadvantages which must be taken into account particularly where it is necessary to use slender control surfaces mounted with a continuous hinge connection formed by three or more hinges. In this connection the control surface under consideration has a length of about 4 m and a depth of about 0.4 m. Such a control surface technically also referred to as “tab” must be connected with more than two hinges to the wing or to the landing flap as shown inFIG. 6 in order to assure an aerodynamically satisfactory connection, whereby the hinge lines coincide as shown inFIG. 6 when the control surface is not deflected. - The aerodynamically exact mounting shown in
FIG. 6 is achieved only by the use of at least three hinges, whereby it is unavoidable that compulsion forces are imposed on the control surface by the bending of the component to which the control surface is hinged. In addition to the compulsion forces generated by the bending of the wing or landing flap to which the control surface is hinged, compulsion forces are also generated by the bending of the control surface itself about its stiff axis which has a large moment of inertia when the deflection takes place while the hinge line is bent. -
FIG. 7 illustrates the formation of compulsion forces in the aileron or tab due to the bending of the component to which the tab is secured by a continuous hinge. The wing or landing flap is bent upwardly, whereby compulsion forces generate pressure in the tab when the tab is deflected upwardly, causing a negative tab deflection. When the tab is deflected downwardly, in a positive tab deflection, tension forces would be generated in the tab. Thus, depending on the bending direction of the component to which the tab is hinged, and depending on the positive or negative tab deflection, pressure or tension forces will be generated in the tab. Such forces can damage the tab to the extent that it may fail unless countermeasures are taken. Such countermeasures call conventionally for either strengthening the stringers and/or ribs or installing additional stringers and/or ribs. In both instances additional weight cannot be avoided. Moreover, heavier tabs require higher actuator forces and larger mounting forces in the hinges must be taken up. Moreover, stiffer tabs may adversely influence the deformation characteristic and thus the aerodynamic characteristic of the component to which the tab is connected, for example a wing or a landing flap or tail unit. - In view of the foregoing it is the aim of the invention to achieve the following objects singly or in combination:
-
- to construct an aircraft component and/or a control surface connected to such a component by at least three hinges in such a way that the above outlined problems are avoided;
- to avoid or minimize the imposition of compulsion forces by making the respective component flexible in the y- and z-axis and stiff in the x-axis so that the respective component will adapt itself to the hinge line not only when the tab is in the 0° position, but also when it is deflected positively or negatively downwardly or upwardly;
- to construct the respective component of lightweight materials such as CFC sandwich materials, to thereby reduce the weight of such components generally and specifically also at the areas where mounting forces must be taken up;
- to achieve the above objects by aerodynamic improvements in the structure of the respective components and preferably also in components to which the present control surfaces are mounted;
- to also minimize or avoid other adverse effects caused by the bending of a control surface and/or by the bending of the component to which the control surface is mounted; and
- to reduce the mounting and actuator forces to achieve a weight reduction in the areas where these forces are normally effective, namely where these components are hinged to one another.
- The above objects have been achieved according to the invention in a profiled aerodynamic aircraft component that comprises an inner structure such as spars and ribs between a leading edge and a trailing edge, whereby the component has a top skin and a bottom skin supported by the inner structure. The component has a longitudinal axis extending from end to end, in the x-direction, a depth axis extending between the leading and trailing edge in the y-direction. These components are equipped according to the invention with at least one first ridge bulging outwardly in the top skin and at least one second ridge bulging in the bottom skin toward the at least one first ridge. The bulge extends in the z-direction. The first and second ridges are also referred to as first and second fins or rib fins. These ridges or fins begin in an area next to the trailing edge or preferably at the trailing edge and extend toward the leading edge in the direction of the depth axis and each rib or fin has a height that is largest in the trailing edge area and diminishes from the trailing edge area toward the leading edge.
- The ridges or fins are provided in pairs so that the second ridge is at least partly nested in the first ridge to provide an improvement in the aerodynamic characteristic of the component equipped with such fins or ridges.
- Where the component is equipped with several pairs of such ridges or fins, these pairs are spaced from one another along the longitudinal axis of the respective aircraft component, whereby the on-center spacing between neighboring ridges may be uniform and/or the spacings may differ from one another.
- In order that the invention may be clearly understood, it will now be described in connection with example embodiments thereof, with reference to the accompanying drawings, wherein:
-
FIG. 1 is a perspective, simplified illustration of an aircraft component such as a landing flap provided according to the invention with a pair of ridges or fins of which one fin is formed in the top skin and the other fin is formed in the bottom skin; -
FIG. 2 shows a broken away perspective view of a first end of the two rib ridges which are joined to each other at least along a width in a trailing edge area; -
FIG. 3 is a view similar to that ofFIG. 2 , however in the direction of the profile depth to illustrate the nesting of the two fins or ridges, one within the other to form a pair; -
FIG. 4 shows a schematic view in the longitudinal direction of the component with the ridges forming a pair joined to each other in the hatched trailing edge area; -
FIG. 5 shows a conventional two hinge mounting of a tab to a wing or landing flap; -
FIG. 6 is a view similar to that ofFIG. 5 , but illustrating a three inch mounting; -
FIG. 7 shows a two hinge mounting with the flap deflected in the negative, upward direction whereby the black arrows show compulsion forces as pressure forces in the tab; -
FIG. 8 illustrates schematically the primary object of the invention or rather aerodynamically desirable features that will minimize or avoid the imposition of compulsion forces on or in the tab; and -
FIG. 9 illustrates a schematic top plan view of an aircraft wing or flap equipped with a tab provided with a plurality of ridges or fins. -
FIGS. 5, 6 and 7 have been adequately described above and are self-explanatory with the labels provided in these prior art Figures. -
FIG. 1 shows anaircraft component 12, for example a landing flap constructed according to the invention. Theaircraft component 12 has an aerodynamic profile with an inner structure that includes aspar area 15 extending in the x-direction along the leadingedge 1, a rib area not shown, and atrailing edge area 9 extending between atrailing edge 2 and adashed line 11 which extends in the x-direction and parallel to thetrailing edge 2. Thedashed line 11 is spaced from thetrailing edge 2 by a width W to be described in more detail below. Thetrailing edge 2 is equipped with atrailing edge bar 16. - The profiled,
aerodynamic component 12 has atop skin 4 and abottom skin 5 mounted to the inner structure of the component. According to the invention a portion of thetop skin 4 is formed outwardly in the z-direction to produce a first ridge or fin orrib fin 6. Similarly, a portion of thebottom skin 5 is deformed to form a second ridge, fin orrib fin 7 which nests at least partially inside the ridge orfin 6. Theridge 6 has afirst ridge end 6A, preferably formed as a tip that is positioned on afictitious line 10 extending in parallel to theleading edge 1 and spaced from theleading edge 1. Thisfictitious line 10 is preferably located in thespar area 15. Theridge 6 further has afirst ridge portion 6B which has the above mentioned width W shown inFIGS. 2, 3 and 4. The width W extends in the profile depth or y-direction. Thefirst ridge portion 6B is connected to thefirst ridge end 6A by a ridge portion bounded by aridge line 6C andtop skin lines lines first ridge 6 tapers from the trailingedge 2 toward theleading edge 1. - The ridge, fin or
rib fin 7 is constructed and shaped in the same way as described above. Thus, thesecond ridge 7 has asecond ridge end 7A and asecond ridge portion 7B connected to thesecond ridge end 7A by theridge line 7C and thebottom skin lines second ridge 7 also tapers from thesecond ridge portion 7B toward the second ridge end namely from the trailingedge 2 toward theleading edge 1. Each deformed portion of thetop skin 4 and of thebottom skin 5 is shaped or formed or molded in the z-direction in such a way that the ridge orrib 7 is at least partially nested within theridge 6, thus forming a pair ofridges first ridge end 6A and thesecond ridge end 7A are located vertically one above the other on a common vertical line L1 extending in the z-direction. - Incidentally, the
component 12 has aprofile centerline 8 extending in the y-direction and a profile depth t from leadingedge 1 to trailingedge 2 in the y-direction. - Referring to
FIGS. 1, 2 , 3 and 4 in conjunction, thefirst end portion 6B of theridge 6 and thesecond end portion 7B of thesecond ridge 7 are so shaped that the surfaces of the first andsecond end portions edge area 9 where the tworidges top skin 4 and thebottom skin 5 are made of fiber composite materials such as CFCs. The two ridge surfaces forming theend portions bottom skin FIG. 8 . The flexibility about the z-axis avoids or minimizes the introduction of compulsion forces into the component such as a tab even if the tab is deflected out of its 0°-position. Similarly, the flexibility about the y-axis of the tab permits an aerodynamic conformity of the tab to the component such as a flap. However, the tab remains stiff in the x-direction and there is no aerodynamic deformation in the x-direction when the tab is deflected. Please seeFIG. 8 . -
FIGS. 2 and 3 show the adhesive bonding AB merely as an interface between theridges FIG. 2 further shows a ±45° fiber orientation in the fiber composite materials of which thetop skin 4 and thebottom skin 5 are made. Theridges upper ridge 6 is smaller than the height of the lower orinner ridge 7. A complete bonding is assured between the interface surfaces of the tworidges edge area 9 which is reinforced by the above mentioned trailingedge bar 16 as seen inFIGS. 1 and 4 . Thefirst end 6B of thefirst ridge 6 and thesecond end 7B of thesecond edge 7 as shown inFIG. 3 do not need to coincide with their end face exactly with the trailingedge 2. It is satisfactory if theridges ridge lines respective ridge end FIGS. 1 and 4 and increases from right to left due to the tapering of theridges FIG. 4 . Correspondingly, the height H of therespective ridge skins ridges ridges FIG. 4 because their neutral phase runs along therespective ridge lines ridges box spar 15 takes up any torsion loads and is thus dimensioned to be sufficiently stiff for this purpose, whereby aspar 15 with a closed cross-sectional profile having a ±45° fiber orientation in the fiber composite construction of thespar 15 is ideal.FIG. 4 shows such a closed profile of thespar 15.FIG. 9 shows anaircraft component 12A such as a wing or a landing flap or a tail fin. Atab 18 constructed according to the invention, for example as a CFC fintab is secured with its leading edge to the trailing edge of thecomponent 12A by a plurality of hinges 17. A plurality ofridges tab 18. These predetermined on-center spacings between neighboring pairs ofridges Flap track fairings house actuators tab 18. Thefairings component 12A. Each faring is equipped with cut-outs to accommodate the deflection motion of thetab 18. Eachactuator tab 18 which is preferably made of carbon fiber composite materials, CFC-fin tip. - The length L of the
ridges spar area 15. The ridge ends 6A, 7A are preferably, but not necessarily aligned along a line L1 extending perpendicularly to thedepth axis 8. Regardless of the position of the ridge ends 6A, 7A, these ridge ends 6A, 7A are preferably shaped as pointed tips to provide a desirable aerodynamic ridge configuration, particularly for thefirst ridge 6 in thetop skin 4. The bulging-out configuration of theridges FIG. 3 has preferably but not necessarily a sectional configuration that resembles a parabola which opens downwardly in a wing component such as a flap, tab or aileron, or it opens backwardly in a tail component such as a rudder fin or tab. In an elevator component the ridge sectional configurations also opens downwardly. - The
ridges - Although the invention has been described with reference to specific example embodiments, it will be appreciated that it is intended to cover all modifications and equivalents within the scope of the appended claims. It should also be understood that the present disclosure includes all possible combinations of any individual features recited in any of the appended claims.
Claims (23)
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DE10346982.6 | 2003-10-09 | ||
DE10346982A DE10346982A1 (en) | 2003-10-09 | 2003-10-09 | Structure profile structure of an airplane |
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US6869050B1 US6869050B1 (en) | 2005-03-22 |
US20050077435A1 true US20050077435A1 (en) | 2005-04-14 |
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US10/733,550 Expired - Lifetime US6869050B1 (en) | 2003-10-09 | 2003-12-10 | Profiled wing unit of an aircraft |
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US (1) | US6869050B1 (en) |
EP (1) | EP1522492B1 (en) |
AT (1) | ATE358625T1 (en) |
CA (1) | CA2452787C (en) |
DE (2) | DE10346982A1 (en) |
ES (1) | ES2282561T3 (en) |
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US10654557B2 (en) | 2014-09-25 | 2020-05-19 | Bombardier Inc. | Morphing skin for an aircraft |
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DK2350452T4 (en) | 2008-10-14 | 2020-08-31 | Vestas Wind Sys As | Wind turbine blade with device for changing the aerodynamic surface or shape |
DE102012006187B4 (en) | 2012-03-27 | 2020-03-12 | Airbus Operations Gmbh | Flap arrangement and aircraft with at least one flap arrangement |
RU2513331C1 (en) * | 2012-12-18 | 2014-04-20 | Юлия Алексеевна Щепочкина | Aircraft wing |
GB2524050A (en) * | 2014-03-12 | 2015-09-16 | Airbus Operations Ltd | An improved aerodynamic device |
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US6273367B1 (en) * | 1998-12-17 | 2001-08-14 | Eads Deutschland Gmbh | Cover-skin structure |
US6345792B2 (en) * | 1998-03-31 | 2002-02-12 | Continuum Dynamics, Inc. | Actuating device with at least three stable positions |
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US4830315A (en) * | 1986-04-30 | 1989-05-16 | United Technologies Corporation | Airfoil-shaped body |
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2003
- 2003-10-09 DE DE10346982A patent/DE10346982A1/en not_active Withdrawn
- 2003-11-06 EP EP03025295A patent/EP1522492B1/en not_active Expired - Lifetime
- 2003-11-06 ES ES03025295T patent/ES2282561T3/en not_active Expired - Lifetime
- 2003-11-06 AT AT03025295T patent/ATE358625T1/en not_active IP Right Cessation
- 2003-11-06 DE DE50306970T patent/DE50306970D1/en not_active Expired - Lifetime
- 2003-12-09 RU RU2003135823/11A patent/RU2349501C2/en not_active IP Right Cessation
- 2003-12-10 US US10/733,550 patent/US6869050B1/en not_active Expired - Lifetime
- 2003-12-10 CA CA2452787A patent/CA2452787C/en not_active Expired - Fee Related
Patent Citations (17)
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US1554326A (en) * | 1920-06-15 | 1925-09-22 | Black Archibald | Aerofoil construction |
US1764842A (en) * | 1929-02-15 | 1930-06-17 | Jones Clifford Clarke | Airfoil |
US2038337A (en) * | 1934-10-29 | 1936-04-21 | Ralph D Ballmann | Airplane wing |
US2896880A (en) * | 1954-01-13 | 1959-07-28 | Raymond D Vogler | Rotary spoilers for use in lateral control of an airplane |
US2973170A (en) * | 1957-06-27 | 1961-02-28 | Clarence J Rodman | Wing structure |
US3144220A (en) * | 1962-02-23 | 1964-08-11 | Mathias H Kittelson | Control apparatus |
US4084029A (en) * | 1977-07-25 | 1978-04-11 | The Boeing Company | Sine wave beam web and method of manufacture |
US4909655A (en) * | 1989-02-06 | 1990-03-20 | Grumman Aerospace Corporation | Interleaved tab assembly for connecting structural members |
US4893964A (en) * | 1989-02-06 | 1990-01-16 | Grumman Aerospace Corporation | Interlocking structural members utilizing overlying composite strips |
US5088665A (en) * | 1989-10-31 | 1992-02-18 | The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration | Serrated trailing edges for improving lift and drag characteristics of lifting surfaces |
US5433404A (en) * | 1991-08-01 | 1995-07-18 | The Secretary Of State For Defence In Her Britannic Majesty's Government Of The United Kingdom Of Great Britain And Northern Ireland | Airfoil with variable geometry expansion surface |
US6092766A (en) * | 1995-12-12 | 2000-07-25 | Ulrich Laroche | Process for forming a surface for contact with a flowing fluid and body with such surface regions |
US6119978A (en) * | 1997-07-24 | 2000-09-19 | Fuji Jukogyo Kabushiki Kaisha | Leading edge structure of aircraft airfoil and method of fabricating the same |
US6105904A (en) * | 1998-03-30 | 2000-08-22 | Orbital Research Inc. | Deployable flow control device |
US6345792B2 (en) * | 1998-03-31 | 2002-02-12 | Continuum Dynamics, Inc. | Actuating device with at least three stable positions |
US6273367B1 (en) * | 1998-12-17 | 2001-08-14 | Eads Deutschland Gmbh | Cover-skin structure |
US6116540A (en) * | 1999-05-12 | 2000-09-12 | Northrop Grumman Corporation | Aircraft vertical tail with shadowed base |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110095133A1 (en) * | 2009-10-27 | 2011-04-28 | Airbus Operations Limited | Cover trailing edge profile |
US8376278B2 (en) * | 2009-10-27 | 2013-02-19 | Airbus Operations Limited | Cover trailing edge profile |
US10654557B2 (en) | 2014-09-25 | 2020-05-19 | Bombardier Inc. | Morphing skin for an aircraft |
Also Published As
Publication number | Publication date |
---|---|
EP1522492A1 (en) | 2005-04-13 |
US6869050B1 (en) | 2005-03-22 |
EP1522492B1 (en) | 2007-04-04 |
ES2282561T3 (en) | 2007-10-16 |
CA2452787A1 (en) | 2005-04-09 |
CA2452787C (en) | 2010-07-20 |
ATE358625T1 (en) | 2007-04-15 |
DE50306970D1 (en) | 2007-05-16 |
RU2003135823A (en) | 2005-05-20 |
RU2349501C2 (en) | 2009-03-20 |
DE10346982A1 (en) | 2005-05-04 |
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