Structural components for an airfoil structure, an airfoil structure and its assembly method, and an aircraft

Abstract

The present invention provides a structural component for an airfoil structure, an airfoil structure and a method of assembling the airfoil structure, and an aircraft. The structural component includes: at least one connecting member configured to connect a leading edge member or a trailing edge member of the airfoil structure to a torsion box member such that the connecting member prevents the leading edge member or the trailing edge member from pivoting away from an operating position relative to the torsion box member; and at least one corresponding support member, wherein the support member is configured to be attachable to the connecting member and further configured to be attachable to at least one system element. With this design, an airfoil structure can be achieved that allows for a more efficient assembly process and optimizes the positions where tolerance gaps can be corrected.

Description

Technical Field

[0001] The present technology relates to structural components, airfoil structures and methods of assembling airfoil structures, and aircraft including airfoil structures. Background Art

[0002] Airfoil structures found in various aircraft, spacecraft and wind turbine applications typically include a torsion box structural member attached to a leading edge structural member and a trailing edge structural member. When the torsion box is applied to an airfoil structure such as an aircraft wing and stabilizer, the torsion box is commonly referred to as a "wing box". Wing box configurations commonly used in commercial airliners include a front spar member, a rear spar member, an upper cover member extending between the front spar member and the rear spar member, and a lower cover member extending between the front spar member and the rear spar. One or more wing box ribs may also be included between the spar and the cover. Each of the front spar member and the rear spar member may be formed as a C-shaped section having an upper flange and a lower flange extending from an upright web. During the assembly of the wing box, the upper wing cover and the lower wing cover are typically attached to the flanges of the front spar member and the rear spar member. Fixed leading edge structural members and trailing edge structural members - such as a leading edge D-nose (as opposed to a movable structure such as a slat or flap device) - are then attached to the wing box by means of butt straps that are attached to the overhanging edges of the upper cover member and the lower cover member and / or to the upright webs of each spar member.

[0003] Since the fixing component is an airfoil structure, the overall shape of the fixing component must conform to a predetermined shape. Any misalignment of the various components may result in a shape deviation, which may cause unexpected performance and handling qualities of the airfoil structure when operating in an aerodynamic flow. Therefore, the precise final positions of the various components relative to each other in the assembled product (i.e., when fixed in the operating position) are crucial throughout the assembly process. The variation in the dimensions of each component relative to the engineering concept (usually managed by manufacturing drawings) must be controlled within a predetermined angular dimension range and linear dimension range. These ranges are commonly referred to as engineering tolerances. Tolerances are estimated during the design of the airfoil structure, taking into account the type of material used for the various components and the manufacturing process. Tolerance deviations are sometimes referred to as tolerance gaps. It is often necessary to correct the tolerance gaps between the mating surfaces of the various components that are difficult to access once the components are in the installed position. This often occurs in the position of the buttstrap, and then partial or complete structural disassembly of the airfoil structure is required, followed by the addition and / or removal of a predetermined amount of material from the outside of the relevant tolerance components. The addition and / or removal are typically achieved by using solid or liquid structural shims (also known as compensators) and / or component trimming. Component trimming may result in the component becoming a non-standard component. Similar tolerance deviations are also common in the case where system elements such as electrical wiring cable ducts and their associated support bracket systems are attached to the front spar member or the rear spar member or attached to the fixed leading edge structural member or trailing edge structural member at various positions, and similar methods are used to correct these tolerance gaps until the allowable fitting and positioning of the various system elements to the airfoil structure are achieved. Typically, a large number of such system element support brackets are used in the airfoil structure.

[0004] Therefore, the process of correcting tolerance gaps is extremely time-consuming and is an important factor affecting the rate at which the final airfoil structure can be economically produced. Therefore, it has been proposed to remove the buttstrap member attachments of the leading edge structural member and / or the trailing edge structural member to prevent tolerance gaps in these areas. It has also been proposed to introduce the use of modular leading edge members and / or trailing edge members and associated modular system components into the wing box member to reduce the total time required to assemble the airfoil structure and the associated system elements. Therefore, an airfoil structure design that enables a more efficient assembly process and optimizes the locations where tolerance gaps can be corrected is desirable. Summary of the Invention

[0005] Embodiments of the present technology provide a structural component for an airfoil structure, the structural component comprising: at least one connecting member configured to connect a leading edge member or a trailing edge member of the airfoil structure to a torsion box member such that the connecting member prevents the leading edge member or the trailing edge member from pivoting away from an operating position relative to the torsion box member; and at least one corresponding support member, wherein the support member is configured to be attachable to the connecting member and further configured to be attachable to at least one system element.

[0006] Another embodiment of the present technology provides a structural component in which at least one end of at least one connecting member is configured to be connected to a leading edge member or a trailing edge member or to a torsion box member using a lap joint.

[0007] Another embodiment of the present technology provides a structural component in which at least one end of at least one connecting member is configured to be hingedly connected to a leading edge member or a trailing edge member or to a torsion box member.

[0008] Another embodiment of the present technology provides a structural component in which the length of at least one connecting member is configured to be adjustable.

[0009] Another embodiment of the present technology provides a structural component comprising a plurality of system elements that can be attached at different locations of each support member to provide torsional stiffness and / or bending stiffness about one or more axes of the structural component.

[0010] Another embodiment of the present technology provides a structural component in which at least one system element is an air bleed duct.

[0011] Another embodiment of the present technology provides a structural component in which at least one system element is an electrical wiring cable duct.

[0012] Another embodiment of the present technology provides a structural component in which no degrees of freedom are allowed at the attachment between at least one support member and at least one system element.

[0013] Another embodiment of the present technology provides a structural component in which rotational degrees of freedom or translational degrees of freedom are allowed between at least one support member and at least one system element to allow the at least one system element to translate or rotate relative to the at least one support member after attachment.

[0014] Another embodiment of the present technology provides a structural component in which at least one connecting member and the corresponding support member are provided as a single part.

[0015] Another embodiment of the present technology provides the following structural components, in which at least one support member includes at least one attachment portion, and the at least one attachment portion is configured to be attachable to a corresponding connection member using at least one mechanical fastener.

[0016] Another embodiment of the present technology provides the following structural components, which are configured to span one or more rib compartments.

[0017] Another embodiment of the present technology provides the following structural components, which are configured to partially span one or more rib compartments.

[0018] Another embodiment of the present technology provides the following structural components, which are configured to span from 1 to 15 rib compartments.

[0019] Another embodiment of the present technology provides the following structural components, which further include a replaceable aerodynamic panel positioned between the lower surface of the leading edge member or trailing edge member and the lower surface of the wing box member, and wherein the replaceable aerodynamic panel is removably attached to at least one connection member.

[0020] Another embodiment of the present technology provides the following structural components, which are provided in a modular form.

[0021] Another embodiment of the present technology provides an airfoil structure, which includes at least one structural component.

[0022] Another embodiment of the present technology provides an aircraft, which includes an airfoil structure.

[0023] Another embodiment of the present technology provides a method of assembling an airfoil structure, the method including the following steps: providing a torsion box member including a spar web and an upper cover panel; providing a leading edge member or a trailing edge member; positioning the leading edge member or the trailing edge member adjacent to the torsion box member at the position of a pivot joint in an installation position; connecting the leading edge member or the trailing edge member to the torsion box member at the pivot joint; providing a structural component including one or more support members attached to one or more corresponding connection members and one or more system elements capable of being attached to the respective attachment portions of each support member; positioning the structural component between the leading edge member or the trailing edge member and the torsion box member; rotating the leading edge member or the trailing edge member about the pivot joint to an operating position; and fixing the leading edge member or the trailing edge member in the operating position; fixedly connecting one or more connection members of the structural component to the leading edge member or the trailing edge member and fixedly connecting to the torsion box member to prevent the leading edge member or the trailing edge member from pivoting away from the operating position relative to the torsion box member.

[0024] Another embodiment of the present technology provides the following method, which further includes the following steps: rotating the leading edge member or the trailing edge member relative to the torsion box member by adjusting the length of the connecting member to compensate for the tolerance gap. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Embodiments of the present technology will now be described with reference to the following drawings by way of example only, in which:

[0026] Figure 1 A front view schematic diagram of an aircraft in an operating state is shown;

[0027] Figure 2 Shows Figure 1 a top view schematic diagram of the aircraft;

[0028] Figure 3 Shows Figure 1 and Figure 2 a schematic cross-sectional view taken along line A-A of an airfoil structure, wherein the modular leading edge member 301 and the wing box member 303 are maintained in the installed position;

[0029] Figure 4 Shows Figure 3 a schematic cross-sectional view of an airfoil structure, wherein the fixed modular leading edge member 301 is installed in a further installed position so that the fixed modular leading edge member 301 can pivot relative to the wing box 303;

[0030] Figure 5 Shows Figure 3 a schematic cross-sectional view of an airfoil structure, wherein the fixed modular leading edge member 301 is fixedly attached to the wing box 303 in the operating position;

[0031] Figure 6 Shows a schematic cross-sectional view of an airfoil structure according to another embodiment of the present technology Figure 3 ;

[0032] Figure 7 Shows a schematic cross-sectional view of an airfoil structure according to another embodiment of the present technology Figure 3 ;

[0033] Figure 8 Shows a schematic cross-section B-B of a pivot joint according to an embodiment of the present technology Figures 4 to 7 ;

[0034] Figure 9 Shows a schematic cross-section B-B of a pivot joint according to an alternative embodiment of the present technology Figures 4 to 7 ;

[0035] Figure 10shows an airfoil structure according to another embodiment of the present technology Figure 3 ;

[0036] Figure 11 shows a diagram of a method for assembling an airfoil structure according to an embodiment of the present technology;

[0037] Figure 12 shows a schematic isometric view of an airfoil structure according to another embodiment of the present technology;

[0038] Figure 13A shows another according to the present technology Figure 3 airfoil structure;

[0039] Figure 13B shows Figure 13A exploded view of the airfoil structure;

[0040] Figure 14 shows a schematic isometric view of an airfoil structure according to another embodiment of the present technology; and

[0041] Figure 15 shows a diagram of a method for assembling an airfoil structure according to an embodiment of the present technology; DETAILED DESCRIPTION

[0042] Referring to Figure 1 , shows an aircraft 101 having an airfoil structure 103 (also referred to as a wing) that extends generally horizontally through the fuselage 109. Another airfoil structure 105 (also referred to as a horizontal tail) extends generally horizontally from both sides of the rear of the fuselage 109. Yet another airfoil structure 107 (also referred to as a vertical tail) extends vertically from the upper rear of the fuselage 109.

[0043] The aircraft 101 has a set of orthogonal aircraft axes. The origin of the longitudinal axis x is located at the center of gravity of the aircraft 101, and the longitudinal axis x extends longitudinally through the fuselage 109 from the nose to the tail in the normal flight direction. The origin of the lateral axis or spanwise axis y is also located at the center of gravity and extends substantially laterally from wingtip to wingtip. The origin of the vertical axis or normal axis z is also located at the center of gravity and passes vertically through the center of gravity. Define another pair of orthogonal axes for the airfoil structure 103: a first axis 111 defined by the long dimension of the leading edge spar web 317 (see Figure 3 ) and a second orthogonal axis 113 defined by the short dimension of the leading edge spar web 317.

[0044] Referring to Figure 2, the airfoil structure 103 includes a set of high-lift devices known as leading-edge slats 203, which are mechanically connected to the airfoil structure 103 at the leading-edge region 204. The airfoil structure 103 also includes a set of high-lift devices known as trailing-edge flaps 205, which are mechanically connected to the airfoil structure 103 at the trailing-edge region 206. The slats 203 and flaps 205 are movable (i.e., non-fixed) devices that can be actuated according to the pilot's input during operation between a fully deployed position and a fully retracted position. The purpose of the slats 203 and flaps 205 is to increase the camber, chord length, and overall surface area of the wing 103 when deployed, thereby increasing the lift coefficient generated by the wing 103 when the aircraft 101 needs to fly slowly. Adjacent to each slat 203 or flap 205 and / or in regions where no high-lift devices are provided, the leading-edge structure and trailing-edge structure of the airfoil structure 103 are fixed, i.e., not configured to move during the operation of the aircraft 101 like the slats 203 and flaps 205. Similarly, the vertical tail 107 and the horizontal tail 105 each include their own respective leading edges 209, 211, trailing edges 213, 215, and fixed structures.

[0045] Referring Figure 3 , a cross-sectional view A-A of the leading-edge region 204 of the airfoil structure 103 is shown in an installed state corresponding to an embodiment of the present technology. It should be understood that, except that the trailing edge is reversed and includes a different aerodynamic shape, a similar view for the trailing edge would be substantially the same. The leading-edge structure is provided as a modular component, i.e., an integrated pre-assembled structural module known as a modular leading-edge member 301. The modular leading-edge member 301 may also be pre-equipped with actuation elements and / or systems for the slats 203. The use of pre-assembled integrated modules is desirable at this installation stage because it allows for the control of tolerance gaps between a reduced number of components, thereby reducing the overall time required to assemble the airfoil structure 103. It should be understood that the same advantages would apply to modular trailing-edge members.

[0046] The modular leading edge member 301 is held separately in a mounting clip (not shown) from the wing box member 303. The wing box member 303 may also be referred to as a torsion box member. The wing box member 303 is held in a clip position (clip not shown) that supports the wing box member 303 in a desired operational aerodynamic shape. The fixed modular leading edge member 301 includes a leading edge skin member 305 fixedly attached to at least one leading edge rib member 306. The leading edge skin member 305 is formed of an aluminum plate and bonded to the outward-facing flange of the leading edge rib member 306 such that the leading edge skin member 305 defines the desired aerodynamic shape of the leading edge region 204 of the wing 103 at section A-A when the wing 103 is in an operational position (not yet shown). The leading edge rib member 306 is formed of a composite material, although the leading edge rib member 306 may be constructed by any other suitable material means, such as being milled from an aircraft-grade aluminum alloy billet as a single piece. It should be understood that the modular leading edge member 301 is a single integral assembly, and thus the modular leading edge member 301 itself may include any number of leading edge rib members 306 and skin members 305, so long as the leading edge rib members 306 and skin members 305 themselves are assemblies.

[0047] The leading edge rib member 306 defines a recessed portion 307 that extends in a direction generally parallel to the vertical axis z of the aircraft at the lower portion and in a direction generally parallel to the longitudinal axis x of the aircraft at the upper portion. The lower portion of the leading edge rib member 306 terminates in a flange 309 that extends toward the tail. The upper portion of the leading edge rib member 306 terminates in a U-shaped clip 311 that extends toward the tail. The U-shaped clip 311 may alternatively be a single lug element referred to as a shank. The leading edge rib member 306 also includes an upper portion that forms a cavity 312 that is located in the region of the U-shaped clip 311 between the leading edge skin member 305 and the leading edge rib member 306. The leading edge skin member 305 in the region of the cavity 312, which is the rearmost portion 313 of the leading edge skin member 305, is inclined inwardly toward the U-shaped clip 311 when in an unstressed state, as is the case in the first installed position shown. In the operational position, the desired position of the rearmost portion 313 relative to the remainder of the leading edge skin member 305 is shown by line 315. A spanwise stiffening element 316 may be attached to the lower surface of the rearmost portion. The stiffening element 316 provides additional strength and stiffness to the rearmost skin portion 313 between the leading edge rib members 306 in the modular assembly to reduce skin deformation when the airfoil structure is subjected to operational aerodynamic loading.

[0048] The wing box member 303 includes a single-piece composite front spar web 317, an upper cover 319, and a lower cover 321. The upper cover 319 and the lower cover 321 define the outermost aerodynamic surfaces of the wing box member 303. The front spar web 317 extends between the upper cover 319 and the lower cover 321 and defines a spar minor axis 113 that extends substantially in the same direction as the aircraft z-axis in this example. The lower wing box flange 323 extends forward in a first flight direction and extends in a second direction along the spar major axis 111. The upper recess 325 is defined by the foremost portion of the upper cover 319. The rearmost position of the upper recess 325 defines the boundary of the aerodynamic surface provided by the upper cover 319. Similarly, the lower recess 327 is defined by the foremost portion of the outermost surface of the wing box member 303, and the rearmost position of the lower recess 327 defines the boundary of the aerodynamic surface provided by the lower cover 321. The wing box member 303 is further provided with a bracket including a shank 329. The shank 329 is dimensioned to correspond to the U-bolt 311 and is configured to fit between the U-bolts 311 when the modular leading edge member 301 is mounted to the wing box member 303. Both the shank 329 and the U-bolts 311 each define a hole 331 having the same diameter dimension. Each hole 311 is configured to receive a straight bushing 332 having an inner diameter (not shown). Each bushing 332 may be made of a corrosion-resistant material, such as brass or steel. It should be understood that the U-bolts 311 and the shank 329 may be provided in the opposite manner, for example, the U-bolts 311 may be provided by a bracket on the wing box 303.

[0049] In the present embodiment, the axes of the holes 331 and the corresponding bushings 332 are coaxially aligned to define a pivot axis 333 that is aligned to be substantially parallel to the major axis 111 of the front spar web 317 of the spar (shown in Figure 2 ).

[0050] Referring to Figure 4 , a section of the wing 103 in the leading edge region shown in Figure 3 is shown in a further installed state, whereby the modular leading edge member 301 is positioned at an angle relative to the wing box member 303 such that the inner diameters of the bushings 332 in the U-bolts 311 and the shank 329 are coaxially aligned. Then a pin 401 is inserted to form a pivot joint 403, and the pin 401 is correspondingly in a close clearance fit with the inner diameter dimension defined by each bushing 332. Using the pin 401, the U-bolts 311, and the shank 329 as the pivot joint 403 is advantageous because it allows for the correction of tolerance gaps at a single location in a more direct manner. How to achieve the correction of tolerance gaps at the pivot joint 403 will be described in more detail later with reference to Figure 8 and Figure 9 .

[0051] In the present embodiment, the pin 401 includes a head at the proximal end and a threaded portion at the distal end, which is configured to receive a corresponding threaded turnbuckle (not shown). When the threaded turnbuckle is not fully installed, the pivot joint 403 allows one degree of rotational freedom of the modular leading edge member 301 relative to the wing box member 303 about the pivot axis 333. The rearmost portion 313 of the leading edge skin member 305 may be configured not to contact the wing box member 303 in a further installed state. This can facilitate the insertion of the pin 401, since the pre-tension load of the rearmost portion 313 does not need to act. Once the threaded pin 401 is inserted, the fixed modular leading edge member 301 pivots in the clockwise direction shown about the pivot axis 333 defined by the pivot joint 403 provided by the U-bolt 311, the shank 329, and the threaded pin 401, i.e., the modular leading edge member 301 pivots about the pivot joint 403 substantially parallel to the plane formed by the aircraft x-axis and the minor axis 113 of the spar web 317. The advantage of the above orientation of the pivot axis 333 is that it provides an airfoil assembly principle that facilitates the removal of the modular leading edge assembly 301 when the aircraft 301 is in use. In addition, when the airfoil 103 is subjected to operational aerodynamic loading and inertial loading, the pin 401 and the pivot joint 403 are mainly loaded with shear forces, which is more structurally efficient and thus results in a lightweight design with high load-carrying capacity.

[0052] However, it should be understood that in certain cases of the orientation of the airfoil, such as the orientation of the vertical tail airfoil 105, and / or the assembly principle, such as the assembly principle of the vertical airfoil assembly, it may be desirable to arrange the pivot joint 403 such that the pivot axis 333 is substantially parallel to the minor axis 113 of the spar web 317, i.e., the modular leading edge member 301 pivots about the pivot joint 403 substantially parallel to the plane formed by the aircraft x-axis and the major axis 111 of the spar web 317.

[0053] Referring to Figure 5, a section of the wing 103 located in the leading edge region is shown in the operating state. The modular leading edge member 301 has been rotated about the pivot joint 403 to the indicated clamping position 501, and then the nut is fully installed at the distal end of the threaded pin 401 and twisted to provide the following compression device: This compression device is configured to press the U-shaped clamp 311 against the shank 329. The applied compression generates sufficient surface friction between the shank 329 and the U-shaped clamp 311, so as to prevent the modular leading edge member 301 from pivoting (rotating) relative to the wing box member away from the operating position. In this state, the modular leading edge member 301 is fixedly attached to the wing box member 303 at a position corresponding to the clamping position 501. This results in the following open wing airfoil structure 103: In this open wing airfoil structure 103, a gap 505 is provided between the lower region of the modular leading edge assembly 301 and the wing box member 303 in front of the front spar web 317. This gap 505 can be closed by attaching a removable aerodynamic panel 1001 to form a continuous external aerodynamic profile, which will be described in more detail later with reference to Figure 10 The removable aerodynamic panel 1001 will be described in more detail. It should be noted that the clamping position 501 is calibrated to the required operating position of the modular leading edge member 301 relative to the wing box member 303, and the change in this clamping position 501 between the member 301 and the member 303 is the tolerance gap that needs to be adjusted.

[0054] The open wing airfoil structure 103 according to the present embodiment will be particularly advantageous when it is necessary to increase the accessibility level inside the airfoil structure 103 for certain spanwise positions or even along the entire span. The open wing airfoil structure 103 will also be particularly advantageous when large system equipment components such as high-lift device actuation components need to be accommodated inside the airfoil structure 103.

[0055] Attaching the modular leading edge member 301 to the wing box member 303 in the above-specified manner avoids any butt strap attachment of the leading edge structural member and / or the trailing edge structural member. Given that the clearance between the pin 401, the U-shaped clamp 311 and the shank 329 is more adaptable compared to, for example, a butt strap, it should be considered that using the pivot joint 403 thus allows the following connection method for the two integral members, which adapts to the adjustment of large tolerance gaps in a direct manner. In addition, if a tolerance gap is determined between the modular leading edge member 301 and the wing box member 303, the pivot joint 403 can be disassembled to adjust the connection more easily compared to, for example, using a butt strap member that requires repositioning of the members 301 and 303 when the tolerance gap needs to be adjusted. Therefore, an airfoil structure 103 that is easier to assemble and takes less assembly time is provided.

[0056] During rotation of the modular leading edge member 301, the rearmost portion 313 of the leading edge skin member 305 abuts against the recess 325 and deforms into a prestressed state indicated by line 315 such that the rearmost portion 313 substantially conforms to the recess 325. This is advantageous as it provides for simpler assembly and attachment of the leading edge skin member 305 to the upper cover 319 without the need to drill and bolt to butt straps at multiple spanwise locations. This also results in a precisely controlled lap joint of the modular leading edge skin member 305 with the upper cover 319, thereby minimizing physical steps in terms of the external aerodynamic shape between the elements 301 and 303. Considering the above, this aspect of the airfoil structure 103 design is particularly advantageous for airfoils that desire laminar aerodynamic flow characteristics.

[0057] Referring Figure 6 , there is provided another embodiment of the present technology that is substantially the same as the Figure 5 embodiment, except that the frictional force caused by the compression between the U-shaped clamp 311 and the shank 329 of the pivot joint is not used to prevent the rotation of the modular leading edge member 301 relative to the wing box member 303. Instead, the connecting member 601 is used separately from the pivot joint to prevent the modular leading edge member 301 from pivoting relative to the wing box member 303 away from the operating position. The connecting member 601 is fixedly attached to the modular leading edge member 301 and the wing box member 303. Since the connecting member 601 will transfer the load, the pivot joint 403 can be allowed to be sized for a lower load level, thus reducing the size, weight, and complexity of the pivot joint 403.

[0058] The connecting member 601 can be in the form of an adjustable strut that includes a tubular portion 605 formed of a metallic material, the tubular portion 605 having a threaded inner surface that engages with a pair of threaded rod ends 603 in a threadable engagement manner. At least one rod end is required. The first rod end 603 is hingedly connected to a corresponding lug 602 formed by the leading edge rib member 306. The second rod end 603 is also connected to the lug 602 formed by the spar web 317 in a similar manner. The rod ends 603 have threads in opposite directions such that rotation of the tubular portion in one direction increases the length of the connecting member 601 and rotation in the other direction decreases the length of the connecting member 601. Using an adjustable strut as the connecting member 601 can be advantageously used to make minor adjustments to the position of the modular leading edge member 301 relative to the wing box 303 about the pivot joint 403. In this way, it can be used to compensate for tolerance gaps or make relatively minor adjustments to the position of the modular leading edge member 301 relative to the wing box member 303. Alternatively, the connecting member 601 can be in the form of a non-adjustable strut. The strut can be in the form of a solid rod.

[0059] The connecting member 601 can be arranged as far as possible away from the pin 607 and in an orientation that allows the connecting member 601 to be mainly loaded in tension and / or compression (in the case where the pivot joint 403 is present between the lower part of the modular leading edge member 301 and the wing box member 303). This embodiment can be advantageous because the orientation of the connecting member 601 is adaptable due to the positioning of the lug 602. This means that the orientation of the connecting member 601 can be adapted to the main load direction requirements that may vary along the wingspan of the airfoil structure 103.

[0060] Another difference between this embodiment and Figure 5 the embodiment of

[0061] is that a different type of pin 607 is used in the pivot joint 403. The pin 607 includes a smooth shank that extends along most of the length of the pin 607. The pin 607 is configured to allow 1 degree of rotational freedom about the holes 331 of the U-bolt 311 and the shank 329, but the pin 607 is not configured to compress the pivot joint when fully installed. One end of the pin 607 has a head that abuts against the U-bolt 329 (or the spacer below) during installation. The pin 607 is fixed in place between the U-bolt 311 and the shank 329 using a split pin fixed in a slotted nut attached to the other end of the pin 607. The use of the split pin arrangement allows the pin 607 to be quickly fixed in the pivot joint 403. Figure 7 Referring to Figure 6 an alternative embodiment of the present technology is provided. This alternative embodiment is substantially the same as the embodiment shown in Figure 6 except that the connecting member 701 is formed from a rod having a substantially rectangular or circular cross-section, which is machined from an aerospace grade aluminum alloy material. For high load applications or to ensure material compatibility, titanium alloy or corrosion-resistant steel materials can be used. Such a connecting member 701 would be suitable in cases where a higher main load is expected to be carried by the connecting member 701 between the modular leading edge member 301 and the wing box member. Similar to

[0062] The lapped joints 703 connect the respective ends of the connecting member 701 to the modular leading edge member 301 and the wing box member 303, respectively. At the front end, the lapped joint 703 is formed by mechanically fastening the connecting member 701 to the rearwardly extending flange 309 of the modular leading edge member 301 by means of a plurality of threaded fasteners 707. At the rear end, the lapped joint 703 is formed by mechanically fastening the connecting member 701 to the lower wing box flange 323 of the wing box member 303 by means of a plurality of threaded fasteners 709. The lap in the lapped joint 703 can be configured such that the length of the connecting member 701 between the mechanical fastening positions can be adjusted to compensate for tolerance gaps, which is advantageous for the reasons described previously.

[0063] Referring Figure 8 , an alternative embodiment is provided that can be applied to any of the foregoing embodiments. By using one or more linear compensators 801 in the pivot joint 403, the interface between the U-bolt 311, the shank 329, and the pin 401 or the pin 607 can be adjustable to remove manufacturing or assembly tolerance gaps. This can be particularly advantageous for use in an airfoil structure 103 that is formed primarily of composite materials and may require linear tolerance gaps on the order of ±10 mm between components that need to be corrected.

[0064] In the present embodiment, an eccentric bushing 801 is used as a linear compensator to compensate for the combined linear tolerance gaps between the modular leading edge member 301 and the wing box member 303, substantially in the x and z directions. Another linear compensator 803 formed of a substantially flat brass plate material of a specific size is also used to compensate for the single linear tolerance gap between the modular leading edge member 301 and the wing box member 303 in the direction of the spar major axis 111. It should be understood that any suitable alternative to the above types of linear compensators can be used. For example, an eccentric bolt / washer combination can be used instead of the eccentric bushing.

[0065] Referring Figure 9, another alternative embodiment applicable to any of the foregoing embodiments is provided. By using one or more angle compensators 901 in the pivot joint 403, the connection between the U-bolt 311, the shank 329, and the pins 401, 607 (depending on the selected type) can be adjusted to remove the angular tolerance gap. This is particularly advantageous for use in an airfoil structure 103 that is mainly formed of composite materials and may require correcting an angular tolerance gap on the order of ±1 degree to ±1.5 degrees between components. In this embodiment, a spherical bearing replaces the bushing 332 that is typically installed in the shank 329 and serves as the angle compensator 901 to compensate for the angular tolerance gap between the modular leading edge member 301 and the wing box member 303. It should be understood that any suitable alternative of the above-described type of angle compensator can be used. For example, a set of spherical washers can be used instead and can be installed on each side of the shank 329 between the U-bolts 311. Although the load-bearing capacity of the spherical washers is lower than that of the spherical bearings, the spherical washers may be suitable for low-load applications and are generally cheaper than the spherical bearings. In addition, the spherical washers can be more easily installed in the pivot joint 403, even if the pin 401 is removed and the shank 329 and the U-bolt 311 remain in the installed position.

[0066] Referring to Figure 10 , another embodiment of the present technology is shown, which is applicable to any of the embodiments described so far. An aerodynamic panel 1001 is shown positioned between the lower surface of the modular leading edge member 301 and the lower surface of the wing box member 303. The outermost surface 1003 of the aerodynamic panel 1001 is aligned with the outermost surface of the airfoil structure 103, such that a smooth aerodynamic outer surface is achieved. The aerodynamic panel 1001 is formed of a rigid carbon fiber reinforced composite material, however, the aerodynamic panel 1001 can be formed of any other equivalent material - such as aluminum alloy. The aerodynamic panel 1001 is removably fixed to the connecting member 701 by means of a plurality of tightly fitting mechanical fasteners 1005, and the plurality of tightly fitting mechanical fasteners 1005 are threadably engaged with a corresponding set of captive anchor nuts 1007 attached to the inner surface of the connecting member 701. The use of captive anchor nuts allows for a replaceable panel 1001 that can be quickly installed and replaced during assembly or use. The aerodynamic panel 1001 can also be fixed to the rearwardly extending flange 309 and the lower wing box flange 323 in the same manner by mechanical fasteners. It should be understood that the fairing 1001 can also be fixed to a plurality of connecting members 701 that extend in the spanwise dimension.

[0067] Referring to Figure 11, A method of assembling an airfoil structure 103 includes the following steps: Step 1101, in this step 1101, provide a torsion box member 303, which includes a spar web 317 and an upper cover panel 319; Step 1103, in this step 1103, provide a leading edge member or a trailing edge member 301; Step 1105, in this step 1105, position the leading edge member or the trailing edge member 301 adjacent to the torsion box member 303 at the position of the pivot joint 403 in the installation position; Step 1107, in this step 1107, connect the leading edge member or the trailing edge member 301 to the torsion box member 303 at the pivot joint 403; Step 1109, in this step 1109, rotate the leading edge member or the trailing edge member 301 around the pivot joint 403 to the operating position; and Step 1111, in this step 1111, fix the leading edge member or the trailing edge member 301 in the operating position. Optionally, the assembling method may include the following steps: Step 1113, in this step 1113, provide connecting members 601, 701; and Step 1115, in this step 1115, fixedly connect the connecting members 601, 701 to the leading edge member or the trailing edge member 301 and the torsion box member 303 to prevent the leading edge member or the trailing edge member 301 from pivoting relative to the torsion box member 303 away from the operating position. In addition, the assembling method may optionally include Step 1117, in this step 1117, rotate the leading edge member or the trailing edge member 301 relative to the torsion box member 303 by adjusting the lengths of the connecting members 601, 701 to compensate for the angular tolerance gap.

[0068] Although all of the previously discussed embodiments describe a modular leading edge member 301 connected to the wing box member at a single pivot joint 403, it should be understood that Figure 5 , Figure 6 and Figure 10 more than one pivot joint in any combination of the pivot joints shown in may be provided for a given modular leading edge member 301. For example, referring to Figure 12 , the pivot joint 403 may be provided by a U-bolt 311 or a shank 329 arrangement (not shown) at the position of each leading edge rib member 306 between the modular leading edge member 301 and the wing box member 303. In addition, each pivot joint 403 may include a linear compensator 801 and / or an angular compensator 901 that is substantially consistent with Figure 8 and Figure 9 and that may or may not be pre-attached (not shown). Pre-attaching would be particularly desirable in the case where the tolerance gap is pre-determined in the airfoil structure 103 before assembly.

[0069] Referring to Figure 13A, another embodiment of the present technology is provided, wherein the airfoil structure 103 includes a structural component 1300. The component 1300 includes a support member 1301, and the support member 1301 is attached to a corresponding connecting member 1302 and connected to a pair of system elements 1309.

[0070] The function and form of the connecting member 1302 are the same as those of the connecting members described in the various previous embodiments. However, in the present embodiment, the connecting member 1302 is additionally configured to be attachable to the corresponding support member 1301 and to hold the support member in a fixed position relative to the connecting member 1302 when so attached, as shown in the figure.

[0071] As can be seen from Figure 13A When the connecting member 1302 is installed, the support member 1301 (to which the connecting member 1302 is attached) is configured to extend into an internal spanwise extending volume portion 1312 within the airfoil structure 103 and support the system element 1309, wherein the internal spanwise extending volume portion 1312 exists between the concave portion 307 of at least one rib member 306 of the leading edge member 301 and the spar web 317 of the torsion box member 303.

[0072] The support member 1301 includes a generally flat body formed of aerospace aluminum alloy and oriented parallel to the connecting member 1302. Aluminum alloy is preferred due to its strength, stiffness, and relatively low cost. However, the support member may alternatively be made of any other suitable metallic material, such as titanium, or a non-metallic material, such as an aerospace grade composite material, such as CFRP which may be preferred in cases where higher strength and stiffness are required for a given weight.

[0073] The attachment of the support member 1301 to the connecting member 1302 is provided by a plurality of spanwise extending attachment portions in the form of lugs 1303 located at the lower end portion of the body of the support member 1301. At least one or more than two lugs may be used. Each lug includes a lowermost surface that conforms to the inwardly facing surface portion of its connecting member 1302. Each lug 1303 forms a straight cut hole of a fixed diameter that receives the threaded end of a countersunk mechanical fastener 1304, and the threaded end passes through a corresponding coaxially aligned hole formed by the body of the connecting member 1302. Similar fasteners 1304 are used at each lug location. The fastener 1304 is fixed by a locking nut (or any suitable alternative, such as a captive anchor nut), and the locking nut engages the threaded end of the mechanical fastener 1304 and bears on the upper surface of the corresponding lug 1303. The threaded attachment of the connecting member 1302 to the support member 1301 allows for a greater damage tolerance design and may allow for removal or installation separately from each other.

[0074] Alternatively, the attachment portion may be in the form of an integrally formed flange extending along the lower edge of the support 1301. This may be particularly useful in higher load applications or where permanent type swaged fasteners may be used. Lugs may be preferred as they allow easier access to the mechanical fasteners during installation and removal. Alternatively, it may be desirable to provide a support 1301 that is permanently or integrally formed with the connecting member 1302 by bonding or welding, thereby providing a single component that is easy to manufacture, install or maintain.

[0075] The support 1301 is further provided with a pair of system element attachment portions: an attachment portion 1305 positioned at the upper portion of the support 1301; and an attachment portion 1307 positioned at the rearward portion of the support 1301. Each attachment portion 1305, 1307 is configured to receive and attach to a system element 1309, which in this embodiment is a span-wise extending aerodynamic bleed air duct attached at the attachment portion 1305 and an electrical wiring cable duct attached at the attachment portion 1307. The cable duct is further equipped with electrical wiring 1313, which is interconnected with electrical consumption devices such as lights, pumps and sensors at various span-wise positions along the airfoil structure. This attachment principle can replace the system installation principle mentioned in the previous embodiment, or can also be used in addition to the system installation principle mentioned in the previous embodiment, whereby the modular leading edge member 301 can also be pre-equipped with a system. It should be understood that one or more than two system elements 1309 may alternatively be used in the assembly 1300. It should also be understood that the type of system element 1309 may also be different from the examples provided so far and may not be limited to airway or cable duct type system elements, for example, the support 1301 may be attached to one or more hydraulic fluid conduits or fuel conduits. The system element 1309 is attached to the attachment portions 1305 and 1307 by mechanical fasteners so that the system element 1309 is carried by the support 1301 in the inner span-extending volume 1312. In this embodiment, the attachment between one or more of the system elements 1309 and the support 1301 is such that there is no translational or rotational degree of freedom between the support 1301 and the system element 1309. Alternatively, one or more of the system elements 1309 may be attached to the support 1301 with a degree of freedom that allows the system element 1309 to translate, for example, in the span-wise direction or rotate relative to the support 1301. This may be preferred for mounting system components in airfoil structures designed to have a high degree of spanwise curvature where it may be necessary to avoid induced loads on the system components.

[0076] The dimensions, stiffness, and strength of the body of the support member 1301 and the attachment means are sized according to the positional separation requirements of the system component 1309 relative to adjacent structures or systems and the static and dynamic system loading conditions up to the airfoil structure ultimate load conditions that the support member 1301 and the system component 1309 are expected to withstand.

[0077] Figure 13A An aerodynamic panel 1306 is also shown, which is removably fixed to the connecting member 1302 using another pair of mechanical fasteners. The function of the aerodynamic panel 1306 is the same as that described in previous embodiments.

[0078] In the present embodiment, it should be recognized that the advantage of the attachment principle of attaching only the system component 1309 to one or more support members 1301 and the one or more support members 1301 being attached only to one or more connecting members 1302 is that any tolerance gaps caused by the shape of the system component 1309 can be controlled and corrected by respectively adjusting the overlap at the overlap joint of the connecting member 1302 to the flanges 309, 323 of the members 301, 303 and then fixedly attaching them using mechanical fasteners 707, 709, as detailed in the previous embodiments. Otherwise, in the case where the system component 1309 is attached separately to the modular leading edge member 301 and / or the wing box member 303, such tolerance gaps would need to be controlled and corrected, which is more complex and thus cannot be efficiently corrected, and thus is very likely to slow down the assembly process of the airfoil structure 103. This attachment principle reduces the possibility of damaging the members 301, 303 and the system component 1309 during the installation of the members 301, 303 and the system component 1309, which is desirable because such damage usually requires rework, and rework results in higher manufacturing costs and delays the overall assembly of the airfoil structure 103.

[0079] Refer to Figure 13B , Figure 13A the structural assembly 1300 of is shown removed from the leading edge member 301 and the torsion box member 303. As in the previous embodiments, it should be understood that in the Figure 13A and Figure 13B embodiments shown, the orientation of the pivot joint 403 can be arranged in different directions.

[0080] Refer to Figure 14, shows another embodiment of the structural component 1300, in which the structural component 1300 is provided in a modular pre-assembled form, and the structural component 1300 includes a plurality of supports 1301, the plurality of supports 1301 being attached to a corresponding plurality of connection members 1302 and a plurality of system elements 1309, the plurality of system elements 1309 being attached to respective attachment portions 1305, 1307 of each support 1301.

[0081] Similar to Figure 13A and Figure 13B the embodiment of, one or more than two of the system elements 1309 may alternatively be attached to the support 1301 in the modular component 1300.

[0082] In addition, in Figure 14 the present embodiment shown, the attachment between one or more of the system elements 1309 and the support 1301 is such that no translational or rotational freedom is provided between the support 1301 and the system element 1309. Alternatively, one or more of the system elements 1309 may be attached to the support 1301 with degrees of freedom that allow the system element 1309 to translate or rotate relative to the support 1301 in the spanwise direction, which may be preferred for the reasons described previously. The size, stiffness, and strength of the body of the support 1301 are determined according to the position separation requirements of the system element 1309 relative to adjacent structures or systems and the static and dynamic system load conditions up to the airfoil structure ultimate load conditions that the support 1301 is expected to withstand.

[0083] The modular component 1300 may be configured to span the length of one or more rib compartments. In Figure 14 the exemplary embodiment of, a pair of rib compartments 1310 are spanned. Each rib compartment 1310 is defined by a pair of adjacent rib members 306 separated by approximately 0.7 meters as measured in the spanwise direction. Preferably, the modular component 1300 spans up to 15 rib compartments. The advantage of the modular component 1300 configured to span up to 15 rib compartments is that it corresponds to the spanwise length typically available between airfoil structure components such as struts, high-lift movable devices, etc. extending from the torsion box member 303.

[0084] Alternatively or additionally, the modular component 1300 may partially span one or more rib compartments 1310.

[0085] The attachment of system elements 1309 to the plurality of support members 1301 provides the modular assembly 1300 with a sufficient level of hardness / stiffness and integrity such that the modular assembly 1300 is allowed to be handled as a single module during installation and / or removal without the need for support member fixtures. Preferably, the plurality of system elements 1309 are attached at different portions of each support member 1301 to provide the required torsional stiffness and / or bending stiffness about one or more axes of the modular assembly 1300, thereby reducing the flexure of the modular assembly 1300 when handling - e.g., moving during installation, removal, or transportation - the modular assembly 1300. The system elements may be arranged to increase the stiffness of the modular assembly 1300 by taking advantage of the cross-sectional area characteristics and stiffness of the system elements 1309. For example, as Figure 14 shown, the continuous circular cross-sectional characteristics of the air duct 1309 along its length provide the system element with omnidirectional bending stiffness / torsional stiffness about its axis and are preferably arranged towards the center of the modular assembly to contribute to the overall rigidity of the modular assembly. Similarly, the electrical wiring cable duct has continuous rectangular cross-sectional characteristics along its length, which further enhances the bending stiffness about the axis of the electrical wiring cable duct and further contributes to the stiffness of the modular assembly 1300. However, it should be understood that a single system element 1309 may be sufficient to provide the required level of stiffness, which forms a modular assembly with sufficient stiffness and integrity when attached. Alternatively, fixtures may be used in cases where the weight and / or size of the assembly 1300 result in insufficient hardness provided by the interconnection of the components of the assembly 1300. This may be particularly applicable to modular assemblies 1300 configured to span multiple rib compartments 1310.

[0086] Figure 13A , Figure 13B and Figure 14Exemplary structural component 1300 can advantageously be incorporated into the method of assembling airfoil structure 103 previously described, the method comprising the following steps: step 1101, in which a torsion box member 303 is provided, the torsion box member 303 including a spar web 317 and an upper cover panel 319; step 1103, in which a leading edge member or a trailing edge member 301 is provided; step 1105, in which the leading edge member or the trailing edge member 301 is positioned adjacent to the torsion box member 303 at the location of pivot joint 403 in an installation position; step 1107, in which the leading edge member or the trailing edge member 301 is connected to the torsion box member 303 at pivot joint 403; step 1315, in which a structural component 1300 is provided, the structural component 1300 including one or more supports 1301 attached to one or more corresponding connecting members 1302 and one or more system elements 1309 attached to respective attachment portions 1305, 1307 of each support 1301; step 1317, in which the structural component 1300 is positioned between the leading edge member or the trailing edge member 301 and the torsion box member 303; step 1109, in which the leading edge member or the trailing edge member 301 is rotated about pivot joint 403 to an operating position; and step 1111, in which the leading edge member or the trailing edge member 301 is fixed in the operating position; step 1319, in which one or more connecting members 1302 of the structural component 1300 are fixedly connected to the leading edge member or the trailing edge member 301 and fixedly connected to the torsion box member 303 to prevent the leading edge member or the trailing edge member 301 from pivoting away from the operating position relative to the torsion box member 303. Additionally, in the case where the connecting member can be, for example, an adjustable length type connecting member - such as an adjustable strut - the assembling method may optionally include step 1117, in which the leading edge member or the trailing edge member 301 is rotated relative to the torsion box member 303 by adjusting the length of the connecting member 1302 to compensate for angular tolerance gaps.

[0087] The advantages of using the described modular component 1300 are that the modular component 1300 enables the system element 1309 to be pre-assembled separately from the assembly operations of the leading edge member or trailing edge member 301 and the torsion box member 303 and enables the system element 1309 to be installed using an attachment principle that reduces the number of attachment positions that need to account for tolerance gaps. This also enables the entire airfoil structure assembly to use a more cost- and time-effective assembly principle. As previously described, fewer or additional system elements may be used, and the system elements used may be system elements other than air ducts or electrical wiring conduit ducts, such as hydraulic fluid conduits or fuel conduits. Additionally, the system support 1301 may also be configured to attach to an adjustable or non-adjustable strut-type connection member 1302. Any number of connection members may be used. As in the Figure 12 embodiment shown, Figure 5 , Figure 6 , Figure 10 and Figure 13A more than one combination in any combination of the connection members and pivot joints 403 shown in Figure 14 can be provided. In the Figure 8 present embodiment, the pivot joint 403 is provided by a U-bolt 311 pin or shank 329 structure (not shown) at the location of each rib member 306 between the modular leading edge member 301 and the wing box member 303. Each pivot joint 403 may include a linear compensator 801 and / or an angular compensator 901 that may or may not be pre-attached (not shown) and that is substantially consistent with Figure 8 and Figure 9 . As described in the previous embodiment, pre-attachment would be particularly desirable in cases where the tolerance gaps are pre-determined in the airfoil structure 103 prior to assembly.

[0088] In the case where equivalents that are known, obvious, or foreseeable to an integral part or member are mentioned in the foregoing description, then these equivalents are incorporated herein as if separately set forth. Reference should be made to the claims to determine the true scope of the technology, and the claims should be understood to cover any such equivalents. The reader will also understand that integral parts or features of the technology described as being preferred, advantageous, convenient, etc. are optional and do not limit the scope of the independent claims. Additionally, it should be understood that such optional integral parts or features, while they may be beneficial in some embodiments of the technology, may not be desirable in other embodiments and may therefore not be present in other embodiments.

Claims

1. A structural component for an airfoil structure, the structural component comprising: at least one connecting member configured to connect a leading edge member or a trailing edge member of the airfoil structure to a torsion box member such that the connecting member prevents the leading edge member or the trailing edge member from pivoting away from an operating position relative to the torsion box member, wherein the length of the at least one connecting member is configured to be adjustable; at least one corresponding support member, wherein the support member is configured to be attachable to the connecting member and further configured to be attachable to at least one system element.

2. The structural component according to claim 1, wherein at least one end of the at least one connecting member is configured to be connected to the leading edge member or the trailing edge member or to the torsion box member using a lap joint.

3. The structural component according to claim 1 or 2, wherein at least one end of the at least one connecting member is configured to be connected to the leading edge member or the trailing edge member or to the torsion box member in a hinged manner.

4. The structural component according to claim 1 or 2, comprising a plurality of system elements that can be attached at different locations of each support member to provide torsional stiffness and / or bending stiffness about one or more axes of the structural component.

5. The structural component according to claim 1 or 2, wherein at least one system element is an air bleed duct.

6. The structural component according to claim 1 or 2, wherein at least one system element is an electrical wiring cable duct.

7. The structural component according to claim 1 or 2, wherein no degrees of freedom are allowed at the attachment between the at least one support member and the at least one system element.

8. The structural component according to claim 1 or 2, wherein rotational degrees of freedom or translational degrees of freedom are allowed between the at least one support member and the at least one system element to allow the at least one system element to translate or rotate relative to the at least one support member after attachment.

9. The structural component according to claim 1 or 2, wherein the at least one connecting member and the corresponding support member are provided as a single part.

10. The structural component according to claim 1 or 2, wherein the at least one support member includes at least one attachment portion configured to be attachable to the corresponding connecting member using at least one mechanical fastener.

11. The structural component according to claim 1 or 2, the structural component being configured to span one or more rib compartments.

12. The structural component according to claim 1 or 2, the structural component being configured to partially span one or more rib compartments.

13. The structural component according to claim 1 or 2, the structural component being configured to span 1 to 15 rib compartments.

14. The structural component according to claim 1 or 2, further comprising a replaceable aerodynamic panel positioned between the lower surface of the leading edge member or the trailing edge member and the lower surface of the torsion box member, and wherein The replaceable aerodynamic panel is attached to at least one connecting member in a removable manner.

15. The structural assembly according to claim 1 or 2, wherein the structural assembly is provided in a modular form.

16. An airfoil structure, the airfoil structure comprising at least one structural assembly according to any one of claims 1-15.

17. An aircraft, the aircraft comprising the airfoil structure according to claim 16.

18. A method of assembling an airfoil structure, the method comprising the following steps: Providing a torsion box member including a spar web and an upper cover panel; Providing a leading edge member or a trailing edge member; Positioning the leading edge member or the trailing edge member adjacent to the torsion box member at a position of a pivot joint in a mounting position; Connecting the leading edge member or the trailing edge member to the torsion box member at the pivot joint; Providing a structural assembly, the structural assembly including one or more supports attached to one or more corresponding connecting members and one or more system elements capable of being attached to respective attachment portions of each support; Positioning the structural assembly between the leading edge member or the trailing edge member and the torsion box member; Rotating the leading edge member or the trailing edge member about the pivot joint to an operating position; And Fixing the leading edge member or the trailing edge member in the operating position; Fixedly connecting one or more connecting members of the structural assembly to the leading edge member or the trailing edge member and fixedly connecting to the torsion box member to prevent the leading edge member or the trailing edge member from pivoting away from the operating position relative to the torsion box member, wherein the length of the one or more connecting members is configured to be adjustable.

19. The method according to claim 18, further comprising the following steps: Rotating the leading edge member or the trailing edge member relative to the torsion box member by adjusting the length of the connecting member to compensate for a tolerance gap.

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