A bird strike resistance reinforcement for the leading edge of an A-shaped aircraft tail

Abstract

An anti-bird strike reinforcement for the leading edge of an A-shaped aircraft tail, wherein a reinforcement support plate is fixed between the side panels on both sides of the anti-bird strike reinforcement, and the open end of the anti-bird strike reinforcement is fixedly connected to the leading edge auxiliary beam of the aircraft tail. The anti-bird strike reinforcement is located between the leading edge skin and the leading edge auxiliary beam in the leading edge of the aircraft tail, and is distributed between 0 and 100% of the wingspan along the span of the aircraft tail. The present invention improves the rigidity of the reinforcement support plate, effectively cuts the bird body, changes the frontal impact into a side impact, disperses the impact energy, and ensures the integrity of the tail structure and the aerodynamic shape of the tail. The present invention can ensure that the leading edge of the tail has sufficient strength and rigidity, thereby structurally reducing the structural mass of the tail, better meeting the lightweight requirements of the aircraft structural design, and resolving the contradiction between better anti-bird strike performance and lighter total tail mass in the tail structural design of a certain type of aircraft, providing a new solution for the future aircraft tail structural design.

Description

Technical Field

[0001] The invention relates to the field of aircraft structure design, in particular to an A-shaped aircraft tail fin leading edge anti-bird strike reinforcement component capable of improving the aircraft tail fin's anti-bird strike performance and reducing its weight. Background Art

[0002] A bird strike accident occurs when an aircraft or other aircraft collides with a flying bird. With the rapid development of the civil aviation industry, bird strikes on civil aircraft have become one of the most serious safety threats to civil aviation. Data shows that the windward surface of an aircraft, including the windshield, radome, engine, wing leading edge, and tail leading edge, are the most vulnerable to bird strikes. Leading edge structures often contain oil systems or control circuits, and damage to these internal components by a bird strike can result in catastrophic accidents. Therefore, addressing the bird strike resistance of aircraft tail leading edges is of paramount importance. Article 25, Paragraph 631 of the "Airworthiness Standards for Transport Aircraft" issued by the Civil Aviation Administration of China clearly stipulates that the design of an aircraft tail structure must ensure that the aircraft can continue to fly and land safely after a collision with a 3.6 kg (8 lb) bird, at a speed equal to the aircraft's cruising speed at a selected sea level. Research has shown that birds exhibit significant hydrodynamic behavior under high-speed impacts.

[0003] Currently, bird-strike-resistant designs for tail fin leading edges mostly employ high-strength composite materials and simple sandwich structures. These designs often sacrifice the functional appearance of the structure, absorbing the energy of the bird impact with as much deformation as possible. Another example is a vertical tail leading edge structure described by Alessandro Airoldi et al. in the document "Bird impact simulation against a hybrid composite and metallic vertical stabilizer" (19th AIAA Applied Aerodynamics Conference 2001, No. 1390). This vertical tail leading edge structure uses an aluminum alloy on its exterior and a carbon fiber composite material with a honeycomb core on its interior. In the test, a 4-pound bird was struck at 250 knots. While the leading edge did not penetrate, the entire structure experienced significant deformation. This indicates that existing structural designs are extremely expensive to manufacture, and the entire structure is either penetrated or significantly deformed, resulting in unsatisfactory bird-strike-resistant performance.

[0004] To overcome the drawbacks of existing aircraft bird strike protection technologies, such as large deformation damage and high costs, Northwestern Polytechnical University proposed a tailplane leading edge design in document ZL201010554079.4 that enhances aircraft bird strike resistance. The tailplane leading edge comprises a leading edge skin 1, a honeycomb core 2, a reinforcement 3 positioned at the tailplane leading edge, and a wing lining 4. The honeycomb core 2, leading edge reinforcement 3, and wing lining 4 are all arranged spanwise between the inner spans of the wing leading edge. The leading edge reinforcement 3 is a triangular prism, with one corner located at the front end of the wing leading edge. The upper and lower parallelogram-shaped honeycomb cores are respectively affixed to the upper and lower inner surfaces of the leading edge skin, with one of the upper and lower honeycomb cores aligning with a side surface of the leading edge reinforcement. The wing lining is affixed to the surfaces of the two honeycomb cores and the leading edge reinforcement. After the above-mentioned horizontal tail leading edge structure is hit by a bird, although the bird body plays a protective role on the wing lining after being split, the problem with this structure is that the lower honeycomb core layer is made of soft material and undergoes great crushing deformation under the strong impact force of the bird body, which reduces the supporting stiffness of the leading edge skin and causes the leading edge skin to fail. It can be seen that the main reason for the failure of the skin is the reduction in its supporting stiffness. The failure of the leading edge skin will seriously affect the aerodynamic performance of the horizontal tail during flight. Therefore, considering the comprehensive design of bird strike resistance and aerodynamic performance, the applicability of the horizontal tail leading edge that can enhance the aircraft's bird strike resistance is not strong.

[0005] Based on the above structure, Northwestern Polytechnical University proposed a bird-strike-resistant aircraft tail in ZL201120366469.9. It comprises a leading edge skin, a small front spar, ribs, a large front spar, a leading edge compartment skin, and a leading edge reinforcement. The leading edge reinforcement is a Λ-shaped reinforcement structure, spanwise distributed between 0% and 100% of the wingspan and chordwise distributed between 0% and 30% of the tail. The leading edge reinforcement is fixed in sections along the span of the aircraft tail between the spans formed by the ribs within the leading edge of the tail. Its shape is an isosceles triangle and is fixed to the small front spar via the leading edge reinforcement's fixing surface. This invention uses its own triangular support structure to cut through the bird's body. After the tail is struck by a bird, the leading edge skin adheres to the triangular support structure, dividing the bird's energy. This not only protects the tail's front spar from being penetrated, thereby further protecting the internal structure of the tail's leading edge from damage, but also effectively maintains the tail's aerodynamic shape. While the aforementioned Λ-shaped reinforcement structure protects the front empennage beam and internal structure, its non-closed structure results in low bending and torsional stiffness. However, to achieve effective protection, the Λ-shaped triangle plate must be sufficiently thick to achieve sufficient strength and rigidity to prevent damage and significant deformation during bird strikes. This increased thickness increases the overall structural mass, a crucial factor in aircraft structural design. Excessive increases in mass do not meet the lightweight design requirements of aircraft.

[0006] In summary, the existing leading edge reinforcement of the Λ-shaped reinforcement needs to be optimized to reduce the mass of the bird strike resistance structure while increasing the stiffness of the structure to achieve better bird strike resistance performance. Summary of the Invention

[0007] In order to overcome the shortcomings of the existing aircraft tail structure design in the art that it is difficult to take into account the bird strike resistance performance, aerodynamic shape and structural lightweight requirements, the present invention proposes an A-shaped aircraft tail leading edge anti-bird strike reinforcement.

[0008] The present invention includes a reinforcement side plate and a reinforcement support plate. The reinforcement side plates are formed by bending rectangular aluminum alloy plates. The reinforcement support plates are fixed between the side plates of the bird-strike-resistant reinforcement, forming an A-shaped bird-strike-resistant reinforcement. The reinforcement support plates are located 1 / 4 of the way from the apex of the reinforcement side plates. The angle between the side plates of the bird-strike-resistant reinforcement is the apex angle of the bird-strike-resistant reinforcement.

[0009] The side panels on both sides of the reinforcement side panel are flat plates or two-section flat plates with variable angles; when both side panels are two-section flat plates, the angles of the front section and the rear section of the two-section flat plate are different, forming a reinforcement side panel with a two-section flat plate with variable angles.

[0010] The reinforcement side panels of the variable angle two-stage flat plate are reinforcement side panels with the rear section bent outward. When the reinforcement side panels with the rear section bent outward are used, the angle β formed by the angle between the two side panels of the front section is 40°; the angle θ between the two side panels of the rear section is 66.56°. Or

[0011] The angle β of the top angle of the anti-bird strike reinforcement formed by the angle between the side panels on both sides of the front section is 74°; the angle θ between the side panels on both sides of the rear section is 54.95°.

[0012] When both side panels are flat plates, the top angle β of the anti-bird strike reinforcement is 60°.

[0013] The top angle of each of the anti-bird strike reinforcement members is in the shape of an arc, and the curvature radius of the arc is the same as the curvature radius of the top edge of the aircraft tail wing at the location.

[0014] When both side panels are two-section flat panels, the position of the angle change between the front end and the rear section corresponds to the position of the reinforcement support plate.

[0015] The open end of the anti-bird strike reinforcement is fixedly connected to the leading edge auxiliary beam of the aircraft tail wing.

[0016] Each of the bird strike reinforcements has a span length of 800 to 3000 mm and a chord length slightly smaller than the horizontal distance between the inner surface of the aircraft tail leading edge skin and the front end surface of the leading edge auxiliary beam, and a gap of 2 mm is provided between the apex of the bird strike reinforcement and the inner surface of the aircraft tail leading edge skin.

[0017] There are three anti-bird strike reinforcements, which are located between the leading edge skin and the leading edge auxiliary beam in the leading edge of the aircraft tail wing, distributed between 0% and 100% of the wingspan along the span of the aircraft tail wing, and respectively arranged between each span of the leading edge of the tail wing.

[0018] The open end of each reinforcement member side plate has a folding edge for connecting with the leading edge auxiliary beam. Both ends of the reinforcement member support plate have a folding edge for connecting with the reinforcement member side plate.

[0019] The total chordal lengths of the side panels on both sides are equal or unequal; when an unequal structure is adopted, the side panels on both sides close to the upper wing surface are longer, and the side panels close to the lower wing surface are shorter; the length of the side panels close to the lower wing surface is 88% of the length of the side panels close to the upper wing surface.

[0020] The present invention discloses an A-shaped aircraft tail leading edge anti-bird strike reinforcement. On the one hand, the anti-bird strike reinforcement is added to the original aircraft tail. When the tail is struck by a bird, the leading edge skin and the anti-bird strike reinforcement structure adhere together, dividing the energy of the bird and protecting the tail front beam from being penetrated, thereby further protecting the internal structure of the tail leading edge from damage and maintaining the aerodynamic shape of the tail, thereby achieving the purpose of enhancing the aircraft's bird strike resistance. On the other hand, while ensuring that the tail leading edge has sufficient strength and rigidity, the overall mass of the anti-bird strike structure is reduced, thereby better meeting the lightweight requirements of aircraft structural design.

[0021] The bird-strike-resistant reinforcement of the leading edge of an A-shaped aircraft tail includes side panels and reinforcement support plates of the bird-strike-resistant reinforcement. The bird-strike-resistant reinforcement is distributed in multiple sections in the span direction between 0% and 100% of the wingspan, and is distributed chordwise between the leading edge skin and the leading edge auxiliary beam of the horizontal tail. The bird-strike-resistant reinforcement is fixed in sections along the span direction of the aircraft tail between the spans formed by the ribs in the leading edge of the tail.

[0022] The leading edge reinforcement of the bird strike reinforcement is A-shaped. This is achieved by adding a reinforcement support plate to the double-sloped, isosceles triangle plate to support the two oblique sides of the reinforcement. The open end of the A-shape is fixed to the leading edge auxiliary beam to increase bending and torsional stiffness. The top angle of the reinforcement is the same as that of the leading edge skin of the empennage, and the angle is transitioned by a circular arc with a radius of 5mm. The reinforcement is fixed to the leading edge auxiliary beam via its fixing surface.

[0023] The present invention adds a leading edge anti-bird strike reinforcement to the aircraft's tail, thereby enhancing the aircraft's bird strike resistance. The structure enhances the rigidity of its own triangular support through the reinforcement support plate, effectively cutting the bird. After the tail is struck by a bird, the leading edge skin and the triangular support structure adhere together, dividing the bird's energy. Because this reinforcement has high rigidity and exhibits minimal bending deformation after impact, it can better cut the bird, converting a head-on impact into an oblique impact, effectively dispersing the energy of the bird's impact, protecting the tail's front beam from penetration, and ensuring the safety of the tail's leading edge internal structure. Furthermore, due to its minimal deformation, it prevents the skin from collapsing, maintaining the tail's aerodynamic shape.

[0024] Since the present invention installs the anti-bird strike reinforcement member inside the leading edge of the tail wing, it will not affect the aerodynamic performance, and is simple to manufacture and low in cost. It is suitable for the tail wing, the leading edge of the wing and any beam edge part on the aircraft that may be hit by a bird.

[0025] In principle, the present invention fully considers the shortcomings of ZL201120366469.9, which is that the bending and torsional stiffness of the thin Λ-shaped reinforcement is insufficient, resulting in tearing damage and large deformation of the leading edge during bird impact.

[0026] Compared with the prior art, the advantages of the present invention are:

[0027] 1. Add a reinforcement plate to the double-sloped plate structure, forming an A-shape. This reinforcement plate provides support for the two inclined plates on either side. According to material mechanics theory, the bird-strike double-sloped plate model can be equivalent to a beam model with clamped ends and loaded in the middle. Based on the midpoint displacement and bending stiffness formulas for beams, the bird-strike reinforcement has a greater cross-sectional moment of inertia than the A-shaped reinforcement, significantly improving the bending stiffness of the double-sloped plate structure.

[0028] 2. At the same thickness, the A-shaped anti-bird strike reinforcement proposed by the present invention has higher bending stiffness than the Λ-shaped reinforcement in the prior art, so it can better cut the bird and disperse the energy of the bird strike when the bird strikes.

[0029] Figure 6 This is a force simulation diagram of the bird body colliding with the Λ-shaped reinforcement. Figure 7 It is a force simulation diagram of the collision between the bird body and the A-shaped anti-bird strike reinforcement proposed in the present invention. Figure 6In the figure, when the bird hits the Λ-shaped reinforcement, due to the large deformation of the Λ-shaped reinforcement, the bird flies out to the sides of the upper and lower surfaces of the tail in a nearly vertical direction after the complete impact. This shows that the Λ-shaped reinforcement absorbs most of the energy in the direction of the bird's initial velocity in the form of large structural deformation, rather than channeling the energy. As a result, most of the bird's kinetic energy is absorbed by the Λ-shaped reinforcement, causing huge deformation and serious damage to the structure.

[0030] and Figure 7 In the embodiment of the present invention, when a bird strikes the anti-bird strike A-shaped reinforcement, the bird is well cut due to the small structural deformation of the anti-bird strike reinforcement and flies to both sides along the upper and lower surfaces of the tail wing. A portion of the energy in the original direction of the bird's velocity is absorbed by the anti-bird strike reinforcement, but most of it is converted into kinetic energy in a direction at a certain angle to the initial velocity direction, thereby achieving the purpose of energy diversion. After most of the bird's energy is diverted into kinetic energy in an oblique direction, the energy directly absorbed by the A-shaped reinforcement will be greatly reduced, the structural deformation is small, and the degree of damage is very small.

[0031] Figure 8 a and Figure 8 Figures b and b show the deformation effects of the installed Λ-shaped reinforcement and bird-strike resistance reinforcement, respectively, after being subjected to a bird of the same mass and speed. Comparing the bird-strike simulation results for the Λ-shaped reinforcement and the bird-strike resistance reinforcement, it can be seen that the A-shaped bird-strike resistance reinforcement proposed by the present invention undergoes less deformation due to bird strikes, better protects the structural shape of the aircraft's tail, and exhibits superior bird-strike resistance.

[0032] 3. Because the A-shaped bird-strike reinforcement proposed in the present invention has better bird-strike resistance and less deformation than the prior art's V-shaped reinforcement, the thickness of the bird-strike reinforcement can be reduced to reduce the mass of the overall structure while ensuring the safety of the tail wing front beam and internal structure, thereby better achieving the requirement of structural weight reduction.

[0033] When the present invention proposes the anti-bird strike reinforcement, since the position of the reinforcement support plate in the anti-bird strike reinforcement has a crucial influence on the anti-bird strike effect, the present invention conducts simulation tests for different front and rear positions of the reinforcement support plate, and provides bird strike deformation effect diagrams of the reinforcement support plate at positions 1 / 4 and 3 / 8 from the front fixed point of the anti-bird strike reinforcement when the thickness of the anti-bird strike reinforcement is 2.0 mm, as shown in FIG. Figure 9As shown. It can be seen that when the reinforcement support plate is at a position 1 / 4 away from the apex of the anti-bird-strike reinforcement, a pit occurs at the bird-strike position of the anti-bird-strike reinforcement, and only a small damage occurs at the fixed point of the leading edge; when the reinforcement support plate is at a position 3 / 8 away from the apex of the anti-bird-strike reinforcement, the anti-bird-strike reinforcement suffers obvious fracture damage. The present invention also conducts simulation tests on the reinforcement support plate when it is less than 1 / 4 and greater than 3 / 8 away from the front end apex; when the position of the reinforcement support plate is less than 1 / 4, the stiffness gain for the A-shaped leading edge is not large, and the anti-bird-strike reinforcement suffers large pit damage at the rear part of the reinforcement support plate; and when the position of the reinforcement support plate is greater than 3 / 8, a larger damage area will occur. Therefore, after a large number of simulation tests, the optimal matching position of the reinforcement support plate and the anti-bird-strike reinforcement side plate is obtained, even if the reinforcement support plate is located at 1 / 4 away from the front end apex of the anti-bird-strike reinforcement side plate.

[0034] Based on the aforementioned leading edge reinforcement of the bird strike reinforcement, the present invention also proposes a variant of the bird strike reinforcement, namely, a variable-angle bird strike reinforcement. The present invention further provides two variants of bird strike reinforcement with variable angles, separated by the reinforcement support plate: a smaller angle at the front and a larger angle at the back, and a larger angle at the front and a smaller angle at the back. Due to the changes in cross-sectional shape, these two variants also change their section moment of inertia and bending stiffness, resulting in corresponding changes in bird-cutting effectiveness. Figure 3 shows the structure of a fixed-angle bird-strike reinforcement. The front end angle of the reinforcement is β = 60°, the thickness is t = 2 mm, and the side panels of the reinforcement are straight-edged and 133.38 mm long. The structure of a variable-angle bird-strike reinforcement with a smaller front and a larger rear edge is shown in Figure 4. The front end vertex angle β = 40° changes the side panels of the reinforcement from straight edges to outwardly folded edges, while the other dimensional parameters remain unchanged. The structure of a variable-angle bird-strike reinforcement with a larger front and a smaller rear edge is shown in Figure 5. The front end vertex angle β = 74° changes the side panels of the reinforcement from straight edges to outwardly folded edges, while the other dimensional parameters remain unchanged. The front end vertices of the three bird-strike-resistant reinforcements are all rounded with a radius of 5mm, and the front end vertices are 2mm away from the leading edge vertices of the tail skin. This design not only meets the requirements of the processing technology and processing accuracy of the bird-strike-resistant reinforcements and the leading edge skin, but also leaves a certain margin when the tail is subjected to force and deformation during actual flight of the aircraft, avoiding force deformation of the skin and the bird-strike-resistant reinforcement due to contact with each other when no bird strikes occur.

[0035] In a specific aircraft structure, the horizontal tail has a larger cross-section at the wing root and a smaller cross-section at the wing tip, decreasing from the wing root to the wing tip. Therefore, to meet the needs of actual processing, the bird strike reinforcement is divided into multiple segments along the span, each ranging from 800mm to 3000mm in length. Because the leading edge of the horizontal tail of a certain aircraft model is not vertically symmetrical, an asymmetrical bird strike reinforcement is proposed to address actual engineering requirements. Its structural diagram and bird strike resistance effect are provided in an example.

[0036] When the anti-bird strike reinforcement member is added to the leading edge of the tail wing, the rigidity of the tail wing is improved, and the deformation of the entire leading edge of the tail wing after a bird strike is very small. Therefore, the structural dimensions of other components in the original tail wing, such as the leading edge auxiliary beam, leading edge skin, and honeycomb core layer, can be appropriately reduced to reduce the total weight of the tail wing. According to calculations, the use of the anti-bird strike reinforcement member proposed in this invention in the leading edge of the tail wing of a certain type of aircraft can reduce the structural weight of the leading edge of the aircraft tail wing by 4.003 kg, thereby optimizing the structural design of the tail wing. Figure 12 This is a bird strike damage simulation diagram after the anti-bird strike reinforcement is installed and the entire tail is reduced by 4.003 kg. It can be seen that the damage range and deformation of the entire structure are small, and the anti-bird strike effect is good. This proves that the aircraft tail equipped with the present invention has better bird strike resistance and can also reduce the total mass of the tail.

[0037] This invention comprehensively considers the stiffness requirements of bird-strike-resistant reinforcements and the weight requirements of aircraft design, resolving the conflict between achieving superior bird-strike resistance and achieving a lighter overall tail mass in the tail structure design of certain aircraft. This is of great significance for improving the bird-strike resistance of aircraft tail structures, meeting the demand for lightweight aircraft structural design, and enhancing aircraft flight safety. This invention provides a new solution for future bird-strike-resistant tail structure designs. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 The present invention is a schematic structural diagram of a bird-strike-resistant aircraft horizontal tail leading edge with a honeycomb core layer proposed in the prior art.

[0039] Figure 2 This is a schematic diagram of the structure of the leading edge of the horizontal tail of a Λ-shaped double-slope bird-strike-resistant aircraft proposed in the prior art; wherein, Figure 2 a is a three-dimensional schematic diagram of the Λ-shaped double inclined plate and the leading edge skin. Figure 2 b is the front view of the Λ-shaped double inclined plate and the leading edge skin. Figure 2 c is the installation position diagram of the Λ-shaped double inclined plate in the horizontal tail.

[0040] Figure 3a This is a schematic diagram of the first structure of the anti-bird strike reinforcement proposed in the present invention.

[0041] Figure 3byes Figure 3a Front view of .

[0042] Figure 4a This is a schematic diagram of the second structure of the present invention, i.e., a variable-angle bird-strike-resistant reinforcement with a smaller angle between the double inclined plates at the front of the support plate.

[0043] Figure 4b yes Figure 4a Front view of .

[0044] Figure 5a This is a schematic diagram of the third structure of the present invention, i.e., a variable-angle bird-strike-resistant reinforcement member with a large angle between the double inclined plates at the front of the support plate.

[0045] Figure 5b yes Figure 5a Front view of .

[0046] Figure 6 Schematic diagram of the segmentation process after the bird body collides with the Λ-shaped reinforcement in the prior art; wherein, Figure 6 a is the state of the bird before the impact begins, Figure 6 b is the state of the bird body at 1ms of impact, Figure 6 c is the state of the bird body 2ms after impact.

[0047] Figure 7 Schematic diagram of the segmentation process after the bird body collides with the A-shaped reinforcement member proposed in the present invention; wherein, Figure 7 a is the state of the bird before the impact begins, Figure 7 b is the state of the bird body at 1ms of impact, Figure 7 c is the state of the bird body 2ms after impact.

[0048] Figure 8 a is a schematic diagram of the deformation of the aircraft skin after the bird body collides with the Λ-shaped reinforcement. Figure 8 b is a schematic diagram of the deformation caused by the bird body colliding with the A-shaped reinforcement member proposed by the present invention on the tail wing of the aircraft.

[0049] Figure 9 a is a schematic diagram of the structural deformation and damage of the aircraft tail after a bird strike when the reinforcement support plate is at the 1 / 4 position in the anti-bird strike reinforcement; Figure 9 b is a schematic diagram of the structural deformation and damage of the aircraft tail after a bird strike when the reinforcement support plate is at the 3 / 8 position in the anti-bird strike reinforcement.

[0050] Figure 10 It is a schematic diagram of the structure of the asymmetric anti-bird strike reinforcement located at the wing root and wing tip of the aircraft tail; Figure 10 a is the asymmetric anti-bird strike reinforcement at the wing root, Figure 10 b is the asymmetric bird strike reinforcement at the wingtip.

[0051] Figure 11 This is the location where the three A-shaped double-slant plate reinforcements are installed in the tail wing.

[0052] Figure 12 This is a schematic diagram of the structural damage of an aircraft tail wing equipped with anti-bird strike reinforcement after being hit by a bird.

[0053] In the figure: 1. Skin; 2. Honeycomb core layer; 3. Reinforcement; 4. Wing lining; 5. Leading edge skin; 6. Λ-shaped reinforcement; 7. Small front beam; 8. Wing rib; 9. Leading edge compartment skin; 10. Large front beam; 11. Λ-shaped reinforcement fixing; 12. Tail leading edge skin; 13. Reinforcement side panel; 14. Reinforcement support plate; 15. Leading edge auxiliary beam; 16. Anti-bird strike reinforcement fixing surface. DETAILED DESCRIPTION

[0054] Example 1

[0055] This example is a bird strike resistance reinforcement for a certain type of aircraft tail wing. Its appearance is a symmetrical straight A-shaped double-slanted plate. The geometric shape is shown in Figure 3. It is an improvement on the aircraft tail wing structure in the prior art.

[0056] There are multiple anti-bird strike reinforcements, and their structural features are the same. The anti-bird strike reinforcements all include reinforcement side panels 13 and reinforcement support panels 14. Among them, the outer shape of the reinforcement side panels is in the shape of "Λ", which is formed by bending an aluminum alloy rectangular plate, and the side panels on both sides are symmetrical structures and have equal chord lengths. The side panels on both sides of the "Λ" shape are both straight plates. The angle between the side panels on both sides is the top angle of the anti-bird strike reinforcement, and the top angle angle β is 60°. The curvature radius r of the top angle arc is the same as the curvature radius at the vertex of the leading edge of the aircraft tail wing. In this embodiment, the arc radius r is 5 mm. The reinforcement support panel is located 1 / 4 away from the vertex of the reinforcement side panel.

[0057] The side panels on either side of the "Λ" shape are straight. A reinforcement support plate is fixed between the side panels of the bird-strike reinforcement, forming an "A"-shaped bird-strike reinforcement. The open end of the bird-strike reinforcement is fixedly connected to the leading edge auxiliary beam 15 of the aircraft's tail.

[0058] Each of the bird-strike reinforcements has a span-wise length of 800 to 3000 mm, a chord-wise length slightly less than the horizontal distance between the inner surface of the aircraft's tail leading edge skin and the front end surface of the leading edge auxiliary beam, and a 2 mm gap between the apex of the bird-strike reinforcement and the inner surface of the tail leading edge skin. The apex of the "A" shape of each bird-strike reinforcement is arc-shaped, with the same radius of curvature as the apex of the aircraft's tail leading edge at that location. In this embodiment, the span-wise length of each bird-strike reinforcement is 2000 mm.

[0059] Each of the aforementioned bird-strike-resistant reinforcements is located within the leading edge of the aircraft's tail wing, distributed along the span of the aircraft's tail wing between 0% and 100% of the wingspan, and arranged between the spans of the leading edge of the tail wing. In this embodiment, there are three bird-strike-resistant reinforcements, each of which is fixed within the leading edge of the aircraft's tail wing, and forms a wing root bird-strike-resistant reinforcement, a wing mid-wing bird-strike-resistant reinforcement, and a wingtip bird-strike-resistant reinforcement according to their locations. When installing each of the aforementioned bird-strike-resistant reinforcements, the fixing surfaces 16 formed by the two folded edges of each of the aforementioned bird-strike-resistant reinforcements are riveted to the leading edge auxiliary beam 15, and the two folded fixing surfaces of the reinforcement support plate 14 are riveted to the reinforcement side panel 13, and a 2mm gap is provided between the apex of each reinforcement side panel 13 and the apex of the tail leading edge skin 12.

[0060] The thickness t of each of the reinforcement side plates 13 and reinforcement support plates 14 is 2 mm.

[0061] The open ends of the reinforcement side panels 13 are provided with hems for connecting to the leading edge auxiliary beams. The two ends of the reinforcement support plate 14 are provided with hems for connecting to the reinforcement side panels 13.

[0062] Example 2

[0063] This example is a bird strike resistance reinforcement for a certain type of aircraft tail wing. Its outer shape is a symmetrical A-shaped double inclined plate with a variable angle and bent outward. The geometric shape is shown in Figure 4. It is an improvement on the aircraft tail wing structure in the prior art.

[0064] There are multiple anti-bird strike reinforcements, and their structural features are the same. The anti-bird strike reinforcements all include reinforcement side panels 13 and reinforcement support plates 14. Among them, the outer shape of the reinforcement side panels is in the shape of "Λ", and is formed by bending an aluminum alloy rectangular plate, and the side panels on both sides are symmetrical structures and have the same total length in the chord direction. The angles of the front and rear sections of the side panels on both sides are different, forming a two-section flat plate reinforcement side panel with a variable angle. In the two-section flat plate, the angle between the side panels on both sides of the front section close to the leading edge of the aircraft tail is the top angle of the anti-bird strike reinforcement, and the angle β of the top angle is 40°. The radius r of the top angle arc is the same as the radius of curvature at the vertex of the leading edge of the aircraft tail. In this embodiment, the arc radius r is 5mm. The angle θ between the side panels on both sides of the rear section away from the leading edge of the aircraft tail is 66.56°. The variable angle position of the front and rear sections corresponds to the position of the reinforcement support plate 14. The reinforcement support plate 14 is located 1 / 4 away from the vertex of the reinforcement side panel.

[0065] The "A"-shaped vertex of each anti-bird strike reinforcement is in an arc shape, and the curvature radius of the arc is the same as the curvature radius of the vertex of the leading edge of the aircraft tail wing at the location.

[0066] The reinforcement support plate is fixed between the side plates on both sides of the anti-bird strike reinforcement to form an "A" shaped anti-bird strike reinforcement. The open end of the anti-bird strike reinforcement is fixedly connected to the leading edge auxiliary beam 15 of the aircraft tail.

[0067] Each of the bird strike reinforcements has a span length of 800 to 3000 mm, a chordwise length slightly less than the horizontal distance between the inner surface of the aircraft's tail leading edge skin and the front end surface of the leading edge auxiliary beam, and a 2 mm gap is provided between the apex of the bird strike reinforcement and the inner surface of the aircraft's tail leading edge skin. In this embodiment, the span length of each of the bird strike reinforcements is 3000 mm.

[0068] Each of the bird strike reinforcements is located within the leading edge of the aircraft's tail, distributed along the span of the aircraft's tail between 0% and 100% of the wingspan, and arranged between each span of the leading edge of the tail. In this embodiment, there are three bird strike reinforcements, each fixed within the leading edge of the aircraft's tail, and formed into a wing root bird strike reinforcement a, a wing mid-wing bird strike reinforcement b, and a wingtip bird strike reinforcement c according to their location. Figure 11 When installing each of the bird strike reinforcements, the two folded fixing surfaces 16 of each reinforcement are riveted to the leading edge auxiliary beam 15, and the two folded fixing surfaces of the reinforcement support plate 14 are riveted to the reinforcement side panel 13. A 2 mm gap is maintained between the apex of each reinforcement side panel 13 and the apex of the empennage leading edge skin 12.

[0069] In this embodiment, the thickness t of each of the reinforcement side plates 13 and the reinforcement support plates 14 is 2 mm; the top angle of the reinforcement side plates is 40°, and the curvature radius of the arc is 5 mm.

[0070] The open ends of the reinforcement side panels 13 are provided with hems for connecting to the leading edge auxiliary beams. The two ends of the reinforcement support plate 14 are provided with hems for connecting to the reinforcement side panels 13.

[0071] Example 3

[0072] This example is a bird strike resistance reinforcement for a certain type of aircraft tail wing. Its outer shape is a symmetrical A-shaped double inclined plate with a variable angle and bent outward. The geometric shape is shown in Figure 5. It is an improvement on the aircraft tail wing structure in the prior art.

[0073] There are multiple anti-bird strike reinforcements, and their structural features are the same. The anti-bird strike reinforcements all include reinforcement side panels 13 and reinforcement support plates 14. Among them, the outer shape of the reinforcement side panels is in the shape of "Λ", and is formed by bending an aluminum alloy rectangular plate, and the side panels on both sides are symmetrical structures and have the same total chord length. The angles of the front and rear sections of the side panels on both sides are different, forming a variable-angle two-section flat plate reinforcement side panel. In the two-section flat plate, the angle between the side panels on both sides of the front section close to the leading edge of the aircraft tail is the top angle of the anti-bird strike reinforcement, and the angle β of the top angle is 74°. The radius r of the top angle arc is the same as the radius of curvature at the vertex of the leading edge of the aircraft tail. In this embodiment, the arc radius r is 5 mm.

[0074] The angle θ between the two side panels of the rear section away from the leading edge of the aircraft tail is 54.95°. The position of the angle between the front and rear sections corresponds to the position of the reinforcement support plate 14. The reinforcement support plate is located 1 / 4 of the distance from the apex of the reinforcement side panel.

[0075] Multiple bird-strike reinforcements are provided, each with identical structural features. Each reinforcement comprises a reinforcement side plate 13 and a reinforcement support plate 14. The reinforcement side plates are formed by bending rectangular aluminum alloy sheets into an "A" shape. The reinforcement support plates are fixed between the side plates, forming an "A"-shaped reinforcement. The open end of the reinforcement is fixedly connected to the leading edge auxiliary beam 15 of the aircraft's tail.

[0076] Each of the bird-strike-resistant reinforcements has a span-wise length of 800 to 3000 mm and a chord-wise length slightly less than the horizontal distance between the inner surface of the aircraft's tail leading edge skin and the front end surface of the leading edge auxiliary beam. A 2 mm gap is maintained between the apex of the bird-strike-resistant reinforcement and the inner surface of the aircraft's tail leading edge skin. The apex of the "A" shape of each bird-strike-resistant reinforcement is arc-shaped, with a radius of curvature identical to that of the apex of the aircraft's tail leading edge at that location.

[0077] Each of the aforementioned bird-strike-resistant reinforcements is located within the leading edge of the aircraft's tail wing, distributed along the span of the aircraft's tail wing between 0% and 100% of the wingspan, and arranged between the spans of the leading edge of the tail wing. In this embodiment, there are three bird-strike-resistant reinforcements, each of which is fixed within the leading edge of the aircraft's tail wing, and forms a wing root bird-strike-resistant reinforcement, a wing mid-wing bird-strike-resistant reinforcement, and a wingtip bird-strike-resistant reinforcement according to their locations. When installing each of the aforementioned bird-strike-resistant reinforcements, the fixing surfaces 16 formed by the two folded edges of each of the aforementioned bird-strike-resistant reinforcements are riveted to the leading edge auxiliary beam 15, and the two folded fixing surfaces of the reinforcement support plate 14 are riveted to the reinforcement side panel 13, and a 2mm gap is provided between the apex of each reinforcement side panel 13 and the apex of the tail leading edge skin 12.

[0078] The thickness t of each of the reinforcement side plates 13 and reinforcement support plates 14 is 2 mm.

[0079] The open ends of the reinforcement side panels 13 are provided with hems for connecting to the leading edge auxiliary beams. The two ends of the reinforcement support plate 14 are provided with hems for connecting to the reinforcement side panels 13.

[0080] Example 4

[0081] This example is a bird strike reinforcement for a certain type of aircraft tail wing. Its shape is an A-shaped double-sloped plate with asymmetrical side panels and a straight plate. The geometric shape is as follows: Figure 10 As shown, the aircraft tail structure in the prior art is improved.

[0082] There are multiple anti-bird strike reinforcements, and their structural features are the same. The anti-bird strike reinforcements all include reinforcement side panels 13 and reinforcement support panels 14. Among them, the outer shape of the reinforcement side panels is "Λ"-shaped, and is formed by bending an aluminum alloy rectangular plate, and the chord lengths of the side panels on both sides of the reinforcement side panels are unequal, namely long side panels and short side panels. According to the structural characteristics of the aircraft tail, the side panels of the reinforcement side panels close to the upper wing surface are made long, and the side panels of the reinforcement side panels close to the lower wing surface are made short; the length of the short side panels is 88% of the length of the long side panels. The two reinforcement side panels of different lengths are riveted to the leading edge auxiliary beam through their respective folding fixing surfaces. The angle between the side panels on both sides is the top angle of the anti-bird strike reinforcement, and the angle β of the top angle is 55°. The top angle arc radius r is the same as the curvature radius at the vertex of the leading edge of the aircraft tail. In this embodiment, the arc radius r is 5mm. The reinforcement support panel is located 1 / 4 away from the vertex of the reinforcement side panel.

[0083] The reinforcement support plate is fixed between the side plates on both sides of the anti-bird strike reinforcement to form an "A" shaped anti-bird strike reinforcement. The open end of the anti-bird strike reinforcement is fixedly connected to the leading edge auxiliary beam 15 of the aircraft tail.

[0084] Each of the bird-strike-resistant reinforcements has a span-wise length of 800 to 3000 mm and a chord-wise length slightly less than the horizontal distance between the inner surface of the aircraft's tail leading edge skin and the front end surface of the leading edge auxiliary beam. A 2 mm gap is maintained between the apex of the bird-strike-resistant reinforcement and the inner surface of the aircraft's tail leading edge skin. The apex of the "A" shape of each bird-strike-resistant reinforcement is arc-shaped, with a radius of curvature identical to that of the apex of the aircraft's tail leading edge at that location.

[0085] Each of the aforementioned bird-strike-resistant reinforcements is located within the leading edge of the aircraft's tail wing, distributed along the span of the aircraft's tail wing between 0% and 100% of the wingspan, and arranged between the spans of the leading edge of the tail wing. In this embodiment, there are three bird-strike-resistant reinforcements, each of which is fixed within the leading edge of the aircraft's tail wing, and forms a wing root bird-strike-resistant reinforcement, a wing mid-wing bird-strike-resistant reinforcement, and a wingtip bird-strike-resistant reinforcement according to their locations. When installing each of the aforementioned bird-strike-resistant reinforcements, the fixing surfaces 16 formed by the two folded edges of each of the aforementioned bird-strike-resistant reinforcements are riveted to the leading edge auxiliary beam 15, and the two folded fixing surfaces of the reinforcement support plate 14 are riveted to the reinforcement side panel 13, and a 2mm gap is provided between the apex of each reinforcement side panel 13 and the apex of the tail leading edge skin 12.

[0086] The thickness t of each of the reinforcement side plates 13 and reinforcement support plates 14 is 2 mm.

[0087] The open ends of the reinforcement side panels 13 are provided with hems for connecting to the leading edge auxiliary beams. The two ends of the reinforcement support plate 14 are provided with hems for connecting to the reinforcement side panels 13.

Claims

1. An anti-bird strike reinforcement for the leading edge of an A-shaped aircraft tail wing, characterized in that: The anti-bird-strike reinforcement comprises a side plate and a support plate; wherein the side plate is formed by bending an aluminum alloy rectangular plate, and the support plate is fixed between the side plates on both sides of the anti-bird-strike reinforcement to form an "A"-shaped anti-bird-strike reinforcement; the support plate is located 1 / 4 of the distance from the vertex of the side plate; the angle between the side plates on both sides of the anti-bird-strike reinforcement is the vertex angle of the anti-bird-strike reinforcement; The bird strike resistance reinforcement members are three and are located between the leading edge skin and the leading edge auxiliary beam in the leading edge of the aircraft tail wing, distributed between 0% and 100% of the wingspan along the span direction of the aircraft tail wing, and respectively arranged between each span of the leading edge of the tail wing; The side panels on both sides of the reinforcement side panel are flat plates or two-section flat plates with variable angles; when both side panels are two-section flat plates, the angles of the front section and the rear section of the two-section flat plate are different, forming a reinforcement side panel of a two-section flat plate with variable angles; The reinforcement side panels of the variable-angle two-section flat plate are reinforcement side panels with the rear section bent outward; When a side panel with a rear section bent outward is used, the angle β of the top angle of the anti-bird strike reinforcement formed by the angle between the two side panels of the front section is 40°; the angle θ between the two side panels of the rear section is 66.56°; or The angle β of the bird strike reinforcement formed by the angle between the two side panels of the front section is 74°; the angle θ between the two side panels of the rear section is 54.95°; When both side panels are flat plates, the top angle β of the anti-bird strike reinforcement is 60°; The top angle of each of the anti-bird strike reinforcement members is in the shape of an arc, and the curvature radius of the arc is the same as the curvature radius of the vertex of the leading edge of the aircraft tail wing at the location; Each of the bird strike reinforcements has a span length of 800 to 3000 mm and a chord length slightly smaller than the horizontal distance between the inner surface of the aircraft tail leading edge skin and the front end surface of the leading edge auxiliary beam, and a gap of 2 mm is provided between the apex of the bird strike reinforcement and the inner surface of the aircraft tail leading edge skin.

2. The anti-bird strike reinforcement for the leading edge of an A-shaped aircraft tail as claimed in claim 1, characterized in that: When both side panels are two-section flat panels, the position of the angle change between the front section and the rear section corresponds to the position of the reinforcement support plate.

3. The bird strike resistance reinforcement for the leading edge of an A-shaped aircraft tail as claimed in claim 1, characterized in that: The open end of the anti-bird strike reinforcement is fixedly connected to the leading edge auxiliary beam of the aircraft tail wing.

4. The bird strike resistance reinforcement for the leading edge of an A-shaped aircraft tail as claimed in claim 1, characterized in that: The open end of each reinforcement side plate has a folding edge for connecting with the leading edge auxiliary beam; and both ends of the reinforcement support plate have folding edges for connecting with the reinforcement side plates.

5. The bird strike resistance reinforcement for the leading edge of an A-shaped aircraft tail as claimed in claim 1, characterized in that: The total chordal lengths of the side panels on both sides of the reinforcement side panel are equal or unequal; but when an unequal structure is adopted, the side panel on both sides close to the upper wing surface is longer, and the side panel close to the lower wing surface is shorter; the length of the side panel close to the lower wing surface is 88% of the length of the side panel close to the upper wing surface.

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