Aircraft and aircraft wing stabilizer

Abstract

An aircraft and aircraft wing stabilizer, the aircraft including a bracket for supporting a wing of the aircraft, the bracket including a first end coupled to the wing and a second end coupled to a fuselage of the aircraft, the bracket including a strut extending between the first end and the second end, and including an airfoil portion, the airfoil portion has a cavity for receiving a strut.

Description

Technical Field

[0001] The present disclosure relates generally to aircraft and, more particularly, to apparatus for stabilizing the wings of a transonic aircraft. Background Art

[0002] In transonic aircraft, wing struts may be used to support the aircraft wings. Typically, wing struts carry both tensile and compressive loads. Such struts may also include auxiliary struts to avoid buckling. Summary of the invention

[0003] A first aspect of the present disclosure relates to an aircraft, comprising a bracket for supporting a wing of the aircraft, the bracket comprising a first end connected to the wing and a second end connected to a fuselage of the aircraft, the bracket comprising: a strut extending between the first end and the second end; and an airfoil having a cavity for accommodating the strut.

[0004] In one example, a first end of the bracket is attached to the fuselage and a second end of the bracket is attached to the wing.

[0005] In one example, the first end of the bracket is coupled to a midpoint of the wing.

[0006] In one example, the wing includes a wingtip, and the first end of the bracket is coupled at a location midway between a midpoint of the wing and the wingtip.

[0007] In one example, the wing includes a wingtip, and the first end of the bracket is coupled to the wing at a location two-thirds of the spanwise distance between a midpoint of the wing and the wingtip, which is closer to the midpoint than to the wingtip.

[0008] In one example, the support column is at least partially made of a flexible material.

[0009] In one example, the strut is primarily in tension when coupled to the aircraft and wing.

[0010] In one example, the cross-section of the strut is circular.

[0011] In one example, the cross-section of the strut is elliptical.

[0012] In one example, the shape of the strut is wedge-shaped and the cross-section of the strut is triangular.

[0013] In one example, the cavity of the airfoil extends between a first end of the airfoil and a second end of the airfoil.

[0014] In one example, the support column is at least partially made of steel.

[0015] In one example, the struts include metal fibers.

[0016] In one example, the bracket is coupled to the fuselage via a clevis-type connection, wherein the fuselage includes a clevis and the bracket includes a lug coupled to the clevis by a pin.

[0017] In one embodiment, the cross-section of the pillar is an irregular polygon.

[0018] In one example, the stent includes at least two circular struts.

[0019] In one example, the stent includes at least three circular struts.

[0020] In one example, a first end of the bracket is coupled to a point of the wing inboard of the engine.

[0021] In one example, a first end of the bracket is coupled to a point of the wing outboard of the engine.

[0022] In one example, the first end of the bracket is coupled at a location midway between a midpoint of the wing and the fuselage.

[0023] In one example, the struts are made at least in part from copolymer fibers.

[0024] A second aspect of the present disclosure relates to an aircraft, comprising: a fuselage; a wing-fuselage structure attachment portion connected to the fuselage; a wing, comprising a wingtip and an attachment end opposite the wingtip, the attachment end being connected to the wing-fuselage structure attachment portion, the wing extending from the fuselage; a cable, comprising a first end attached to the wing and a second end attached to the fuselage; and a cover positioned to cover the cable, the cover having an aerodynamic surface.

[0025] In one example, the first end of the cable is attached to the wing at a midpoint along the span of the wing between the wing tip and the attachment end.

[0026] In one example, the first end of the cable is attached to the wing at a location two-thirds of the distance in the span direction between the midpoint of the wing and the wingtip, which is closer to the midpoint than to the wingtip.

[0027] In one example, the body includes a clevis, and the first end of the cable includes a lug coupled to the clevis by a pin.

[0028] A third aspect of the present disclosure relates to an aircraft wing stabilizer, which includes a device for attaching a first end of a bracket to a fuselage, a device for attaching a second end of the bracket opposite the first end to a wing, and a device for stabilizing the first end of the bracket relative to the second end of the bracket to provide tension in the bracket.

[0029] In one example, the means for attaching the second end is coupled to the wing at a midpoint between the wing tip and the attachment end opposite the wing tip.

[0030] In one example, the aircraft wing stabilizer further includes a lifting device for covering the bracket, the lifting device including an aerodynamic surface configured to generate lift and / or reduce drag. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 An exemplary aircraft including an exemplary bracket according to the present disclosure is shown.

[0032] Figure 2A An exemplary stent disclosed herein is shown. Figure 1 An exemplary underside of an exemplary aircraft in FIG.

[0033] Figure 2B An exemplary underside of a known aircraft design is shown with a known wing and wing struts.

[0034] Figure 2C Shows Figure 2A A top view of an exemplary aircraft in FIG.

[0035] Figure 2D Shows Figure 2B A top view of a known aircraft, a known wing, and a wing strut.

[0036] Figure 3A A top view of an exemplary wing having another exemplary bracket disclosed herein is shown.

[0037] Figure 3B Shows Figure 3A The exemplary wing in Figure 2D A top view of a known wing in . Figure 3A An exemplary airfoil in is shown in solid lines, while Figure 2D The known airfoil in FIG. 1 is shown in dotted lines.

[0038] Figure 3C A schematic diagram of a device having another attachment configuration disclosed herein is shown. Figure 3A A top view of an exemplary wing and an exemplary bracket in FIG.

[0039] Figure 4A An exemplary cross-sectional view of an exemplary stent disclosed herein is shown.

[0040] Figure 4B A cross-sectional view of another exemplary stent disclosed herein is shown.

[0041] Figure 4C A cross-sectional view of another exemplary stent disclosed herein is shown.

[0042] Figure 4D A cross-sectional view of another exemplary stent disclosed herein is shown.

[0043] Figure 4E A cross-sectional view of another exemplary stent disclosed herein is shown.

[0044] Figure 4F A cross-sectional view of another exemplary stent disclosed herein is shown.

[0045] Figure 5 is an enlarged view of an exemplary connector disclosed herein for coupling an exemplary bracket disclosed herein and an exemplary aircraft.

[0046] Fig. 6A yes Figure 1 A perspective view of an exemplary aircraft in FIG. 1 is shown showing an exemplary tensioner disclosed herein.

[0047] Figure 6B Shows Fig. 6A An enlarged partial front view of an exemplary tensioner in FIG.

[0048] Figure 6C Shows Figure 6B A perspective view of an exemplary tensioner in FIG.

[0049] In general, the same reference numerals are used throughout the drawings and the entire written description attached hereto to denote the same or similar parts. The drawings are not necessarily drawn to scale. Instead, the thickness of a layer or region may be exaggerated in the drawings. Although the drawings show layers and regions with clean lines and borderlines, some or all of these lines and / or borderlines may be idealized. In reality, borderlines and / or lines may be invisible, mixed and / or irregular.

[0050] As used herein, unless otherwise specified, the term "above" describes the relationship of two components relative to the ground. A first component is above a second component if at least a portion of the second component is between the ground and the first component. Similarly, as used herein, a first component is "below" a second component when the first component is closer to the ground than the second component. As mentioned above, a first component can be above or below a second component, including one or more of the following situations: there are other components between the first component and the second component; there are no other components between the first component and the second component; the first component and the second component are in contact; and the first component and the second component are not in direct contact with each other.

[0051] As used in this patent, stating that any component (e.g., layer, film, region, area, or plate) is in any way located on another component (e.g., positioned on another component, located on another component, arranged on another component, or formed on another component, etc.) means that the referenced component is in contact with the other component, or that the referenced component is located above the other component with one or more intermediate components between them.

[0052] As used herein, unless otherwise indicated, connection references (e.g., attachment, coupling, connection, and engagement) may include intermediate members between the multiple elements referenced by the connection reference and / or relative movement between these elements. Therefore, connection references do not necessarily imply that two elements are directly connected and / or have a fixed relationship to each other. As used herein, stating that any component "contacts" another component is defined to mean that there are no intermediate components between the two components.

[0053] Unless otherwise specifically stated, descriptors such as "first," "second," "third," and the like used herein do not represent or otherwise indicate any of the following meanings: priority, physical order, arrangement in a list, and / or ordering in any manner, but are merely used as labels and / or arbitrary names to distinguish between various elements to facilitate understanding of the disclosed examples. In some examples, the descriptor "first" may be used in the detailed description to refer to an element, while a different descriptor such as "second" or "third" may be used in the claims to refer to the same element. In this case, it should be understood that such descriptors are only used to clearly identify those elements in the context of the discussion (e.g., in the claims), where these elements may, for example, share the same name in other situations.

[0054] As used herein, "substantially" and "approximately" modify their subject / values ​​to acknowledge variations that may occur in actual applications. For example, "substantially" and "approximately" may modify dimensions that may not be exact due to manufacturing tolerances and / or other practical imperfections, as will be understood by one of ordinary skill in the art. For example, unless otherwise specified in the following description, "substantially" and "approximately" may indicate that these dimensions may be within a tolerance range of +10% to -10%. DETAILED DESCRIPTION

[0055] The wing structures of transonic aircraft are different due to different performance capabilities. The wing structure of a truss-supported wing has a larger wingspan than the wing structure of a cantilever wing. In addition, with the same wingspan, the weight of the structural components of the truss-supported wing is less than the weight of the structural components of the wing structure of the cantilever wing. A cantilever wing is a wing structure that does not require external support. However, known truss-supported wings include strut members that typically require auxiliary struts (e.g., a substantially vertical bracket between the wing and the strut) to prevent buckling (e.g., when the strut is in a dive state of negative gravity (-1G force), where the strut may be in a compressed state). In addition, common truss-supported wing structures require complex wing joints / strut joints at the outer ends of the struts, and complex strut-wing connections need to be provided in the width direction of the struts (e.g., along the chord direction).

[0056] Known transonic truss braced wing (TTBW) structures include struts that are relatively wide in the chord-wise direction and the thickness direction to carry compressive loads. The struts with increased width in the chord-wise direction increase the wetted area (wetted area) of the struts, and may increase weight and drag due to the increase in the span of the main wing. The term "wetted area" as used herein refers to the exposed area (e.g., surface area) of the aircraft (e.g., wing) and / or the struts that interact with the air (i.e., excluding the air inside the flow path of the propulsion system). Therefore, the weight and / or size of the struts may increase the frictional resistance of the skin. The struts with wider chord lengths also reduce the chord length of the main wing to achieve aerodynamically optimized span-wise loads, which brings challenges to wing system integration and engine integration. The struts with wider chord lengths also increase the aerodynamic interference to the lower surface of the main wing at the wing joint / strut joint. The wider chord strut is preferably integrated far enough aft in the main gear pylon that the reaction load at the wing joint / strut joint produces a larger component load pulling aft on the wing, thereby increasing the loads at the main body side of the wing. In addition, a conventional transonic truss-braced wing has a strut that carries both tensile and compressive loads on a thin strut, which requires auxiliary struts to avoid buckling and a complex wing joint / strut joint at the outboard end of the strut.

[0057] Compared to known transonic truss-braced wing aircraft (e.g., the National Aeronautics and Space Administration (NASA) subsonic Super Green Aircraft Research (SUGAR) configuration), the examples disclosed herein provide tensile load relief for the transonic wing of the aircraft via such a structural member, wherein the structural member is primarily tensile, light, has low drag, and has improved system integration. The examples disclosed herein reduce the weight and drag of the aircraft wing bracket while also placing the bracket primarily in tension and in minimal compression (if any). For example, the examples disclosed herein enable the bracket to have a reduced (e.g., minimal) wetted area relative to the wing span (e.g., reduced drag compared to conventional truss-braced wing structures). For example, the examples disclosed herein configure the bracket to primarily bear tensile loads (e.g., rather than tension in a positive load state and a considerable amount of compression in a negative load state) by shortening the chord length of the bracket, thereby improving efficiency. This configuration reduces weight, reduces drag, and reduces the complexity of the outboard joint. The exemplary brackets disclosed herein also enable the removal of auxiliary struts (e.g., substantially vertical brackets or structures between the wing and the struts). The wing box chord length inside the main wing and / or wing structure can be increased to absorb the load and / or increase the lift no longer carried by the struts, thereby better achieving engine integration and system integration while still maintaining a high span and aspect ratio (e.g., similar to the aspect ratio of the known TTBW). Therefore, the examples disclosed herein provide improved fuel consumption. In addition or alternatively, the exemplary brackets described herein make the connection (e.g., connection and / or attachment) of the wing to the bracket relatively simple. In addition, the examples disclosed herein reduce the noise generated by the aircraft during the noise critical phase of flight by reducing drag. Improved fuel consumption and reduced drag significantly improve the efficiency and / or performance of the aircraft.

[0058] Given that the struts no longer carry wing lift (e.g., compared to known wing struts of TTBW), the examples disclosed herein enable changes to the chord length distribution of the struts and the wing. The exemplary struts and / or brackets disclosed herein are structural members (e.g., struts, chords, beams, etc.) that extend between the underside of the body and the underside of the wing and are primarily subjected to tension only, rather than truss structures that are simultaneously subjected to tensile and compressive loads. As used herein, "only subjected to tension" means that the struts are primarily subjected to tensile loads and are also subjected to negligible compressive loads. Some exemplary brackets disclosed herein include tension struts surrounded by aerodynamic fairings. Given that the exemplary brackets are slender and quasi-flexible tension members that carry minimal or negligible compressive loads, the exemplary brackets disclosed herein are weight balanced to reduce flutter or provide flutter-free characteristics.

[0059] Figure 1An exemplary aircraft 100 according to the present disclosure is shown. The aircraft 100 in the illustrated example includes a first exemplary bracket 102 and a second exemplary bracket 104. In some examples, the first bracket 102 and the second bracket 104 are referred to as stabilizers. Specifically, the first bracket 102 in the illustrated example is coupled to the first wing 108, and the second bracket 104 in the illustrated example is coupled to the second wing 122. The first bracket 102 and the second bracket 104 in the illustrated example limit the movement of the respective first wing 108 and the second wing 122 (e.g., reduce bending loads and flutter), thereby stabilizing the first wing 108 and the second wing 122.

[0060] The aircraft 100 in the illustrated example includes a fuselage 106. A first wing 108 and a second wing 122 are coupled (e.g., attached) to the fuselage 106 via a fuselage connection 116 (e.g., a wing-to-fuselage structure attachment). In the illustrated example, the first end 110 of the first bracket 102 is coupled to the first wing 108 at or substantially at a midpoint 112 (e.g., a middle point) between a first wing tip 114 of the first wing 108 and the fuselage connection 116. Although Figure 1 The first end 110 is shown as being coupled to the first wing 108 at approximately the midpoint 112, but examples herein should not be limited to this example. In other cases, the first end 110 may be coupled to the first exemplary wing 108 at a position between the midpoint 112 and the wingtip 114. For example, the first end 110 of the first bracket 102 may be coupled to the first exemplary wing 108 at a position (e.g., two-thirds of the way) between the midpoint 112 and the wingtip 114 (e.g., at a point closer to the wingtip 114 or at a point closer to the fuselage connection 116). In some examples, the first end 110 of the first bracket 102 may be coupled to the first wing 108 between the midpoint 112 and the fuselage connection 116. In addition, the second end 118 of the first bracket 102 in the example shown is coupled to the fuselage 106. In some examples, the landing gear is housed within the second end 118. Thus, in some examples, second end 118 includes a wider main landing gear pylon 120 for accommodating the landing gear.

[0061] Likewise, the second bracket 104 in the illustrated example is coupled to the fuselage 106 and the second wing 122. In some examples, the first end 123 of the second exemplary bracket 104 is coupled to the second exemplary wing 122 at or approximately at a midpoint 125 (e.g., a middle point) between the second wing tip 124 and the fuselage connection 116. In other cases, the first end 123 of the second bracket 104 can be coupled to the second wing 122 at any location between the midpoint 125 and the wing tip 124. For example, the first end 123 of the second bracket 104 can be coupled to the second exemplary wing 122 between the midpoint 125 and the wing tip 124 (e.g., at a two-thirds position), such as at a point closer to the wing tip 124 or at a point closer to the fuselage connection 116. In some examples, the first end 123 of the second bracket 104 can be coupled to the second wing 122 between the midpoint 125 and the fuselage connection 116. Additionally, a second end 126 of the second bracket 104 is coupled to the fuselage 106. In some examples, the configuration in which the first bracket 102 is coupled to the first wing 108 and the fuselage 106 is a mirror image of the configuration in which the second bracket 104 is coupled to the second wing 122 and the fuselage 106. In some examples, the landing gear is accommodated within the second end 126. Thus, in some examples, the second end 126 includes a wider main landing gear pylon (e.g., similar to the landing gear pylon 120) for accommodating the landing gear.

[0062] During operation (e.g., during flight, takeoff, and / or landing), the first bracket 102 and the second bracket 104 reduce bending of the corresponding first wing 108 and the second wing 122. Therefore, each of the first bracket 102 and the second bracket 104 can stabilize the corresponding first wing 108 and the second wing 122 when torsion occurs to resist bending by withstanding tensile loads. Specifically, the first bracket 102 and the second bracket 104 in the illustrated example mitigate the tensile loads of the transonic wing provided by the wings 108, 122 by virtue of the first bracket 102 and the second bracket 104 being lighter and / or having less drag than known transonic truss-braced wing aircraft (e.g., NASA SUGAR configuration) and having improved system integration.

[0063] Figure 2A An underside 202 of an exemplary aircraft 100 is shown including an exemplary bracket 104 coupled to a fuselage 106. Figure 2B A known strut 204 is shown coupled to the fuselage 106. Figure 2A and Figure 2B , Figure 2B 204 known pillars in Figure 2A The exemplary bracket 104 shown in FIG. 1 is significantly wider (e.g., along the chord-wise direction 320). Figure 2AThe reduced width (e.g., in the chord-wise direction 322) provided by the exemplary bracket 104 shown in FIG. 1 reduces the wetted area and, therefore, reduces skin friction drag. In the example shown, the second end 126 of the exemplary bracket 104 increases in the chord-wise direction at the inboard end of the exemplary bracket 104 when integrated into the landing gear hanger 120. In some examples, Figure 2B Compared with the known pillar 204, Figure 2A The reduced width of the exemplary bracket 104 in FIG. 1 may reduce the weight of the aircraft 100 (eg, thereby improving fuel efficiency).

[0064] Figure 2C Shown include Figure 2A FIG. 1 is a top view of an exemplary aircraft 100 showing an exemplary bracket 104 coupled to a wing and body fairing 208 (eg, fuselage attachment member 116) of a fuselage 106. Figure 2C The wing and body fairing 208 is located on the top section of the fuselage 106 and forms a structural center for attaching the first wing 108 and the second wing 122. Figure 2C As shown in FIG. 1 , a wing-to-fuselage structure attachment 210 connects the wing 122 to the fuselage 106. In some examples, the second wing 122 is attached to the aircraft 100 via a centerline joint where a structure (eg, a frame) joins the second wing 122 to the fuselage 106.

[0065] Differently, Figure 2D Shows Figure 2B The known struts 204 are connected to the fuselage 106. Figure 2C and Figure 2D For comparison, Figure 2C The wing-fuselage structure attachment portion 210 and Figure 2D The known wing-to-fuselage structure attachment portion 216 in FIG. 2 is wider than in the chordwise direction 316. Typically, Figure 2D The known wing 218 in FIG. 2 has a known strut 204 that carries both tensile and compressive loads on a thinner strut (i.e., the known strut 204), and therefore, an auxiliary strut is required to avoid strut buckling and to avoid a structurally complex wing joint / strut joint at the outboard end of the known strut 204. The auxiliary strut is typically a generally vertical support member (e.g., beam, rod, etc.) extending between the underside of the wing and the upper surface of the known strut 204.

[0066] Differently, Figure 2CThe exemplary bracket 104 of the exemplary wing 122 in the example embodiment absorbs mainly tensile loads (and, for example, negligible compressive loads). In some examples, the exemplary bracket 104 bears (e.g., only bears) tensile loads (and, for example, negligible compressive loads). In addition, auxiliary struts are omitted or not required. The exemplary bracket 104 in the illustrated example reduces weight, reduces drag, and reduces the complexity of the outboard joint.

[0067] In addition, reference Figure 2C The exemplary wing 122 has an increased width in the chordwise direction to absorb or handle loads and increase lift (e.g., lift that would otherwise be carried by the known struts 204). In addition, the exemplary wing 122 has an increased width in the chordwise direction to absorb or handle loads and increase lift (e.g., lift that would otherwise be carried by the known struts 204). Figure 2D While the wingspan and / or aspect ratio of the known wing 218 in the embodiment are similar (e.g., the same), engine integration and system integration are facilitated. Setting the wing to be wider in the chordwise direction increases lift and thus maintains span loading efficiency.

[0068] like Figure 2C As shown in , the exemplary bracket 104 is located on the underside of the first wing 122 . Figure 2C Also shown is a landing gear pylon 120 for housing and / or storing a landing gear 214. In some examples, the landing gear 214 includes retractable wheels that move between a retracted position and an extended position. During landing of the aircraft 100, the retractable wheels are deployed to the extended position outside the landing gear pylon 120 to land the aircraft 100. During flight (e.g., in non-landing situations), the retractable wheels are housed and / or stored inside the landing gear pylon 120 to reduce drag.

[0069] Figure 3A 300 and an exemplary bracket 302, which may be implemented as the exemplary wings 108, 122 and the exemplary brackets 102, 104 described herein. Thus, the wing 300 corresponds to the first wing 108 and / or the second wing 122, and the bracket 302 corresponds to the exemplary wings 108, 122. Figure 1 , Figure 2A and Figure 2C The exemplary first bracket 102 and / or the exemplary second bracket 104 shown in FIG. 304 (eg, the width 304 of the bracket 302 in the illustrated example) may correspond to the exemplary first bracket 102 and / or the exemplary second bracket 104 shown in FIG. Figure 2B ) is relatively narrow, so that the length L and chord width W of the wing 300 are increased. As mentioned above, compared with the width of the known struts 204 shown in FIG. Figure 2B and Figure 2D The relatively narrow configuration of the bracket 302 reduces drag and / or weight compared to the known struts 204 in FIG. 1. The increase in the dimensions of the wing 300 in length L and width W improves the aircraft 100 ( Figure 1 ) lift capacity. The length L extends between the wing-to-fuselage structure attachment 306 (e.g., the fuselage connector 116 and / or the wing and body fairing 208) and the wingtip 308. In other words, the length L represents half of the wingspan of the aircraft 100. As used herein, the chord-wise direction 316 corresponds to a direction parallel to the airflow 314 and / or corresponds to a direction between the leading edge 300a of the wing 300 and the trailing edge 300b of the wing 300. The width W extends along the chord-wise direction 316. The width W in the illustrated example increases in the chord-wise direction between the centerline of the fuselage and / or aircraft 100 and the wingtip 308 (e.g., with Figure 2D In addition, spanwise direction 318 corresponds to the direction from wing tip 308 to wing centerline 306. In some cases, wing tip 308 corresponds to Figure 1 302. In some examples, width W represents the root chord length of wing 300. Because width 304 of bracket 302 is relatively narrow, the length of wing 300 and / or wing-to-fuselage structure attachment 306 (e.g., inner chord) is increased to increase the lift of wing 300 (e.g., the lift is not generated by bracket 302). Figure 2B and Figure 2D In the case of similar (eg, same) aspect ratios of known wings, the increase in chordwise direction of wing 300 (eg, rather than bracket 302) enables better integration of the engine and / or wing 300 while achieving a larger wingspan.

[0070] In addition, reference Figure 3A , the first end 310 of the bracket 302 is coupled to the wing 300 at a point closer to the wing tip 308 than to the wing-fuselage structure attachment portion 306. In the example shown, the bracket 302 is coupled to the wing 300 at a location outboard of the aircraft engine and / or engine pylon. However, these examples should not be limited to this arrangement. In some examples, the first end 310 can be closer to the wing-fuselage structure attachment portion 306 or the midpoint 112 ( Figure 1 ) is coupled to or connected to the wing 300 at a position such as Figure 3C In some examples, bracket 302 may be coupled to wing 300 at a location inside an aircraft engine or engine pylon. In some examples, bracket 302 may be coupled to wing 300 at a location closer to the trailing edge than the leading edge. In some examples, bracket 302 may be coupled to wing 300 at a location closer to the leading edge than the trailing edge. In some examples, bracket 302 may be coupled to wing 300 at a midpoint between the leading edge and the trailing edge or at any other point. In some examples, first end 310 may be coupled to wing 300 at a location closer to the trailing edge than the trailing edge. Figure 1In addition, the bracket 302 extends between the first end 310 coupled to the wing 300 and the second end 312 coupled to the fuselage 106. In some examples, the second end 312 is connected to the Figure 1 Corresponding to the second end 118 shown in FIG.

[0071] Figure 3B Shows Figure 3A The wing 300 is covered in Figure 2D A top view on the known wing 218 in FIG. Figure 3B The wing 300 and the bracket 302 are depicted with solid lines, and Figure 3B The known wing 218 and the known strut 204 are depicted with dashed lines. Figure 3B , the wing 300 is larger than the known wing 218 in the chord-wise direction 316 and the span-wise direction 318. In some examples, since the exemplary bracket 302 reduces the lift capacity, the wing 300 includes a larger chord on the inside to optimize the lift distribution. In addition, the exemplary bracket 302 is smaller than the known strut 204 in the chord-wise direction 322. The reduction in the width of the bracket 302 along the chord-wise direction 322 simplifies the structure of the exemplary bracket 302, which is mainly a tension member, unlike the known strut 204 (which is both a tension member and a compression member). As mentioned above, the known strut 204 absorbs loads during negative gravity during descent. The exemplary wing 300 is larger in the chord-wise direction 316 to withstand the load during negative gravity during descent, and reduces or eliminates the need for the bracket 302 to absorb such loads. In addition, in order to maintain a high aspect ratio, the span of the exemplary wing 300 in the span-wise direction 318 is larger than the span of the known wing 218, thereby reducing drag. As used herein, aspect ratio is defined as the wingspan squared divided by the wing area.

[0072] Figure 3C Shows Figure 3A 300 and an exemplary bracket 302 in a top view showing another exemplary bracket / wing connection 302 disclosed herein. In this example, a first end 310 of the bracket 302 is connected, coupled, and / or attached to the wing 300 at a location 326 inboard of the engine 324. In other examples, the first end 310 of the exemplary bracket 302 is connected, coupled, and / or attached to the wing 300 at a location outboard of the engine 324. In some examples, the first end 310 of the bracket 302 is connected, coupled, and / or attached at a location midway between the midpoint of the wing 300 and the fuselage 106.

[0073] Figure 4A Shows Figure 3A , Figure 3B , Figure 3CAn exemplary cross-section 400a of an exemplary bracket 302 is shown in . The bracket 302 (e.g., a bracket assembly) in the illustrated example includes an airfoil portion 402 and a strut 406. The airfoil portion 402 in the illustrated example is an aerodynamic cover, an aerodynamic skin, an aerodynamic fairing, an aerodynamic surface, etc. The airfoil portion 402 in the illustrated example accommodates or at least partially surrounds (e.g., surrounds) the strut 406. In some cases, the airfoil portion 402 provides a flutter-free characteristic. In other words, the shape of the airfoil portion 402 provides an attached airflow around the airfoil portion 402. In order to provide the attached airflow, the outer surface or wetted surface of the airfoil portion 402 has a substantially smooth surface. In some examples, the airfoil portion 402 is at least partially made of a structural material (e.g., aluminum, etc.) for bearing loads while providing a lightweight fairing for aeroelasticity and / or flutter characteristics that is substantially similar to the shape of the wing. As Figure 4A As shown in FIG, airfoil portion 402 includes a cross-sectional profile that is symmetrical in airfoil shape. In some examples, airfoil portion 402 includes a cross-sectional profile that is asymmetrical in airfoil shape.

[0074] The stent 302 in the illustrated example includes a cavity 404 (eg, located Figure 3A In some examples, the cavity 404 is partially located between the first end 310 and the second end 312 ( Figure 3A ). In some cases, cavity 404 extends completely between first end 310 and landing gear 214 ( FIG. 2 ). In this example, cavity 404 has a cylindrical shape and has a circular cross-sectional profile. However, examples should not be limited to this. In this example, cavity 404 extends between top 408 of airfoil 402 and bottom 409 of airfoil 402. In other examples, a portion of the length of cavity 404 extends between top 408 of airfoil 402 and bottom 409 of airfoil 402. Figure 4A As shown in FIG. 4 , cavity 404 contains, receives and / or houses strut 406 .

[0075] The pillar 406 in the example shown is cylindrical and has a circular cross-sectional profile. In some instances, the diameter D of the circular cross-sectional profile of the pillar 406 can be in the range of 1 inch to 4 inches. In some instances, the pillar 406 is a cable (e.g., a steel cable). In some instances, the pillar 406 comprises a metal fiber that can be interwoven and / or woven. In some instances, the pillar 406 comprises a non-metallic fiber. In some instances, the metal fiber and / or the non-metallic fiber can be wound and / or wound around. In other instances, the metal fiber and / or the non-metallic fiber are wound and / or wound around a solid intermediate support. In some instances, the pillar 406 is a solid member, such as a beam and / or a rod. In some cases, the pillar 406 is a cable, such as a rope and / or a cord. In some instances, a cover with an aerodynamic surface is positioned around the cable.

[0076] The strut 406 in the illustrated example is located at or toward the first end 407 of the exemplary bracket 302. Positioning the strut 406 at the first end 407 ensures that the weight distribution of the exemplary bracket 302 is such that the center of gravity of the bracket 302 is forward and / or ensures that the weight is distributed in front of the aerodynamic force. This configuration enables the strut 406 to resist flutter. In other words, in order to reduce flutter, the weight is distributed in front of the cross-sectional aerodynamic force. The exemplary weight distribution that positions the weight toward (e.g., close to) the first end 407 (e.g., the leading edge) reduces or prevents flutter from occurring in the exemplary bracket 302. In this way, the main structure of the strut 406 is positioned closer to the leading edge, and the tail portion of the aerodynamic fairing (e.g., the airfoil 402) is a lighter structure. In other words, the front end or front portion of the bracket 302 has a greater weight than the rear end or rear portion of the bracket 302. In some examples, the first end of the cable corresponds to the first end 110, 123. In some examples, the first end of the cable is attached at the midpoint 112, 125 (eg, Figure 1 ). In some examples, the cross-sectional shape of the strut 406 can be complementary to the cross-sectional shape of the airfoil 402. In other examples, the cross-sectional shape of the strut 406 can be an elliptical or cylindrical shape. In some examples, at least one component comprises at least one of the following: steel, aluminum, fiberglass, titanium, copolymer fiber, and / or carbon fiber.

[0077] FIG. 4B to FIG. 4F are cross-sectional views of other exemplary stents 400b - 400f disclosed herein. FIG. 4B to FIG. 4F The multiple components of the exemplary bracket 400b-400f are combined with the above Figures 1 to 4AThe components described are generally similar or identical. Therefore, these components will not be described in detail below. Instead, the interested reader can refer to the corresponding description above for a complete written description of the structure and operation of these components. To facilitate this process, FIG. 4B to FIG. 4F Use with Figures 1 to 4A Reference numerals similar to or identical to those used in the text are used to denote identical structures. FIG. 4B to FIG. 4F The exemplary brackets 400b-400f in the embodiment may be used for Figure 1 Among the aircraft 100.

[0078] Figure 4B is an exemplary cross-section 400b of another exemplary bracket 302b disclosed herein. The bracket 302b (e.g., bracket assembly) in the illustrated example includes an airfoil portion 402, a first pillar 420, a second pillar 422, and a third pillar 424. The first pillar 420, the second pillar 422, and the third pillar 424 in the illustrated example are cylindrical and have a circular cross-sectional profile. In some examples, the first pillar 420, the second pillar 422, and the third pillar 424 are cables (e.g., steel cables). In this example, the bracket 302b includes three cavities 404 that receive and / or accommodate the first pillar 420, the second pillar 422, and the third pillar 424. In some cases, the slack in the first pillar 420, the second pillar 422, and the third pillar 424 is retractable to maintain tension in the pillar 406. In some examples, the slack in the first pillar 420, the second pillar 422, and the third pillar 424 is stored in the wide connection mechanism 120 (in Figure 1). In other examples, the slack of the first strut 420, the second strut 422, and the third strut 424 is stored in the fuselage 106. In some examples, the slack of the first strut 420, the second strut 422, and the third strut 424 can be retracted by a device for maintaining tension. In some examples, each of the first strut 420, the second strut 422, and the third strut 424 includes metal fibers that can be interwoven and / or woven. In this example, the exemplary bracket 302 includes three struts 420, 422, 424. However, the examples disclosed herein should not be limited to this. In some examples, the bracket 302b includes more than three struts 420, 422, 424. In other examples, the bracket 302b includes two struts 420, 422. In some examples, the size (e.g., diameter, length, and / or weight) of the first strut 420, the second strut 422, and the third strut 424 are different. For example, the second pillar 422 can be larger than the first pillar 420, and the third pillar can be larger than the first pillar 420 and the second pillar 422. In other examples, the first pillar 420, the second pillar 422, and the third pillar 424 are approximately equal in size (e.g., having the same diameter, the same length, and / or the same weight). The first pillar 420, the second pillar 422, and the third pillar 424 can include one or more of the same materials (e.g., steel, aluminum, fiberglass, titanium, and / or carbon fiber, etc.), and / or one or more of the pillars 420, 422, 424 can include different materials (steel, aluminum, fiberglass, titanium, and / or carbon fiber).

[0079] Figure 4C 4 is an exemplary cross section 400c of another exemplary bracket 302c disclosed herein. The exemplary cross section 400c includes an airfoil portion 402 and a cavity 412 (e.g., having the shape of the airfoil portion 402). In some examples, the cavity 412 is partially separated from the first end 310 and the second end 312 ( Figure 3A ). In some examples, cavity 412 is completely between first end 310 and second end 312 ( Figure 3A) extend between. In this example, the pillar 414 contains, receives and / or is contained in the cavity 412. Therefore, the cross-sectional shape of the pillar 414 in the example shown is complementary to at least a portion of the shape of the cavity 412. In some cases, the pillar 414 can have an elliptical shape and / or can have any other shape. In some cases, the pillar 414 includes metal fibers that can be interwoven and / or woven. In some examples, the pillar 414 is a solid member, such as a beam and / or a rod. In some examples, the pillar 414 includes steel, aluminum, fiberglass, copolymer fiber, titanium and / or carbon fiber. The cross-sectional portion of the pillar 414 of the exemplary cross-section 410 represents that the load-bearing structure near the front section of the support 302 is heavier, and the empty portion (e.g., non-cross-sectional portion) of the cavity 412 represents that the weight of the support 302 (e.g., the aerodynamic fairing at the tail) is lighter. In the example, the pillar 414 includes metal (e.g., aluminum, titanium, steel, etc.). In some examples, struts 414 are rigid (eg, to withstand bird strikes).

[0080] Figure 4D 4 is an exemplary cross section 400d of another exemplary bracket 302d disclosed herein. The exemplary cross section 400d includes an airfoil portion 402 and a cavity 426. In some examples, the cavity 426 is partially formed between the first end 310 and the second end 312 ( Figure 3A ) extends between. In some cases, cavity 426 extends completely between first end 310 and landing gear 214 (FIG. 2). In this example, cavity 426 has the shape of a polygonal prism and has a polygonal cross-sectional profile. However, examples should not be limited to this. In this example, cavity 426 extends between the top 408 of airfoil 402 and the bottom 409 of airfoil 402. In other examples, a portion of the length of cavity 426 extends between the top 408 of airfoil 402 and the bottom 409 of airfoil 402. In this example, pillar 418 has an irregular polygonal shape (e.g., trapezoidal) and is contained and / or accommodated in cavity 426. The pillar 418 in the example shown is quadrilateral. However, examples should not be limited to this. In some examples, pillar 418 can be triangular, pentagonal, hexagonal, etc. In some cases, pillar 418 contains metal fibers and / or non-metal fibers that can be interwoven and / or woven. In some examples, the pillars 418 are solid members, such as steel beams and / or steel rods. In some examples, the pillars 418 include steel, aluminum, fiberglass, titanium, copolymer fibers, and / or carbon fibers.

[0081] Figure 4E is an alternative exemplary cross-section 400e of another exemplary stent 302e disclosed herein. This example shows Figure 4BIn the configuration, it also includes a pillar 430 located in the cavity 428. The pillar 430 in the example shown has a wedge shape and has a roughly triangular cross-sectional profile. However, the example should not be limited to this. In the example shown, the pillar 430 extends between the top 408 of the airfoil 402 and the bottom 409 of the airfoil 402. In addition, the pillar 430 in the example shown is located between the leading edge 407 of the bracket 302e and the pillar 420. In some cases, the pillar 430 includes metal fibers that can be interwoven and / or woven. In some examples, the pillar 430 is a solid member, such as a beam and / or a rod. Pillars 420, 422, 424, 430 can include one or more of the same materials (e.g., steel, aluminum, fiberglass, titanium and / or carbon fiber, etc.), and / or one or more pillars in pillars 420, 422, 424, 430 can include different materials (steel, aluminum, fiberglass, titanium and / or carbon fiber). In some cases, strut 430 can be made of a hard material and leading edge 407 can be machined or otherwise arranged to be pointed, which advantageously acts as a bird separator in the event of a bird strike. Strut 430 is fixedly attached to just behind strut 420 to provide adequate load transfer between strut 430 and strut 420. In some examples, the profile of one end of strut 430 is a mirror image of the profile of strut 420.

[0082] Figure 4F is an exemplary section 400f of another exemplary stent 302f disclosed herein. The exemplary section 400f includes an airfoil portion 402, in which a cavity 428 having an exemplary strut 432 is defined. The strut 432 in the illustrated example is a triangular prism. However, the example should not be limited to this. In some cases, the strut 432 includes metal fibers and / or non-metallic fibers that can be interwoven and / or woven. In some examples, the strut 432 is a solid member, such as a steel beam and / or a steel rod. In some cases, the slack in the strut 432 can be retracted to maintain tension within the strut 432. In some examples, the slack in the strut 432 can be stored in the wide connection mechanism 120 (in Figure 1 In other examples, the slack of the strut 432 is stored within the fuselage 106. In some examples, the strut 432 comprises steel, aluminum, fiberglass, titanium, copolymer fiber, and / or carbon fiber.

[0083] In addition, compared with the compression load, the struts 406, 414, 418, 420, 422, 424, 430, 432 (respectively at 4A to 4F406, 414, 418, 420, 422, 424, 430, 432 carry a negligible compressive load. Mainly carrying a tensile load allows a gap to exist in the width of the struts 406, 414, 418, 420, 422, 424, 430, 432 in the chord direction. Since the value of the thickness of the struts 406, 414, 418, 420, 422, 424, 430, 432 divided by the chord length is within a certain range, the smaller the cross-sectional area of ​​the struts 406, 414, 418, 420, 422, 424, 430, 432 will result in a smaller chord length. In some examples, the value of the thickness divided by the chord length is within a range of 8% to 10%. The smaller the width in the chord direction, the smaller the wetted area, thereby reducing the support 302, 302b-302f (in FIG. Figure 3A , Figure 3B , Figure 3C In addition, the smaller the width along the chord direction, the closer the first end 310 is to the wing 300 (shown in FIG. Figure 3A , Figure 3B , Figure 3C In some examples, the struts 406, 414, 418, 420, 422, 424, 430, 432 are quasi-flexible. However, the tensile load provided by the brackets 302, 302b-302f reduces the bending moment of the wing 300.

[0084] Figure 5 The exemplary bracket 302 disclosed herein (and / or the exemplary brackets 302b-302f, for example) is used to couple the exemplary bracket 302 disclosed herein to the exemplary aircraft 100 (in Figure 1). Each of the first end 310 and the second end 312 of the bracket 302 in the illustrated example may include a connector 500. For example, a first connector 500 may couple the first end 310 of the bracket 302 and the wing 300, and a second connector 500 may couple the second end 312 of the bracket 302 and the fuselage 106. In the illustrated example, the connector 500 is a clevis and lug assembly 500. The clevis and lug assembly 500 in the illustrated example includes a clevis 502 and a lug 504. In the illustrated example, the clevis and lug assembly 500 couples and / or attaches the bracket 302 and the fuselage 106. In some examples, multiple clevis and lug assemblies 500 may be used to couple and / or attach the bracket 302 and the fuselage 106. In this example, the fuselage 106 includes a U-shaped clip 502, and the bracket 302 includes a lug 504. In other examples, the fuselage 106 includes a lug 504, and the bracket 302 includes a U-shaped clip 502. The U-shaped clip 502 in the example shown is a C-shaped fitting including a first flange 512 and a second flange 514. Figure 5 As shown in , the U-shaped clamp 502 includes a cavity 510 located between a first flange 512 and a second flange portion 514 for accommodating a lug 504. The lug 504 includes a hole for receiving a pin 506. In some examples, a plurality of pins 506 hold and / or lock the lug 504 and the U-shaped clamp 502. In addition, the first flange 512 and the second flange 514 of the U-shaped clamp 502 include holes that are aligned with each other (e.g., coaxially aligned) and aligned with the holes of the lug 504. When the U-shaped clamp 502 receives the lug 504, the hole included in the lug 504 is aligned with the hole included in the first flange 512 and the second flange 514 of the U-shaped clamp 502 (e.g., coaxially) to receive the pin 506. In some examples, the U-shaped clamp and lug assembly 500 includes steel, aluminum, fiberglass, titanium, and / or carbon fiber. The pin 506 in the illustrated example includes a hole 516 at a first end 518 for receiving a locking clip 508, and includes a head 520 at a second end 522 opposite the first end 518. The locking clip 508 holds the pin 506 coupled to the clevis 502 and the lug 504. The pin 506 and the head 520 hold or clamp the clevis 502 and the lug 504. In some examples, the clip 508 is made of stainless steel. In other examples, the first end 518 of the pin 506 includes a threaded portion (not shown in this figure) for receiving a nut to lock or hold the pin 506 coupled to the clevis 502 and the lug 504. In some examples, the nut is tightened onto the first end 518 of the pin 506 to clamp the first flange 512 and the second flange 514 of the clevis 502 together and hold the lug 504.

[0085] In addition, the U-clip and lug assembly 500 is implemented to connect the first end 310 (at Figure 3A , Figure 3B , Figure 3C ) is coupled and / or attached to the wing 300 ( Figure 3A , Figure 3B , Figure 3C ). In some examples, the wing 300 includes a U-shaped clip 502, and the bracket 302 includes a lug 504 at the first end 310. In other examples, the bracket 302 includes a U-shaped clip 502 at the first end 310, and the wing 300 includes a lug 504. In some examples, multiple U-shaped clips and lug assemblies 500 can be used to couple and / or attach the first end 310 and the wing 300. Although a coupling (e.g., fastening, attaching, connecting, etc.) mechanism of a U-shaped clip and lug assembly 500 is shown here, any other type of coupling (e.g., fastening, attaching, connecting, etc.) mechanism can be implemented to couple the bracket 302 (at the Figure 3A , Figure 3B , Figure 3C ) is coupled (fastened, attached, connected, etc.) to the fuselage 106 and / or wing 300 (shown in Figure 3A , Figure 3B , Figure 3C ).

[0086] When on the ground and when in flight, the exemplary aircraft 100 is subjected to different loading conditions due to gravity (G forces). As used herein, "g" refers to gravity. For example, when the aircraft 100 is on the ground, the aircraft 100 may experience a 1g ground condition with no air load. Gravity is an attractive force and is a downward force toward the center of the earth, and the force on the landing gear of the aircraft 100 is an upward force and a reaction to the downward force. Due to the weight of the wing 300 (caused by the downward gravity force), the 1g force on the ground condition causes the wing 300 to tend to sag or deflect downward, so the length or slack of the strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.) tends to be shortened.

[0087] While in flight, aircraft 100 may experience a 2.5 g wing-up flight condition. In a 2.5 g wing-up flight condition, the air load in the upward direction on wing 300 may cause the wing to bend upward, thereby extending strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.) and / or placing strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.) in a tension state. In addition, while aircraft 100 is in flight, aircraft 100 may experience a negative 1 g (-1 g) dive flight condition, thereby causing wing 300 to bend downward and / or shortening the length of the slack portion of strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.).

[0088] In some cases, the slack in strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.) can be adjusted (e.g., retracted or set) to maintain and / or adjust the tension in strut 406 (e.g., when wing 300 is subjected to a negative 1g force). In some examples, the slack in strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.) is stored in wide connection mechanism 120 (at Figure 1 406). In other examples, the slack of the strut 406 is stored within the fuselage 106. In some examples, when the strut 406 (or, for example, the struts 414, 418, 420, 422, 424, 430, 432, etc.) is attached to the wing 300 and fuselage 106 of the aircraft 100, the tension can be adjusted by adjusting the length of the strut to provide a preload tension in the strut 406 (or, for example, the struts 414, 418, 420, 422, 424, 430, 432, etc.). In some examples, the slack of the strut 406 can be adjusted (e.g., retracted or extended) by a device for adjusting the tension.

[0089] In some examples, the tension can be adjusted by including a first end 310 and a second end 312 ( Figure 3A ) at a sliding member, a tensioner and / or a biasing element (e.g., one or more springs (e.g., one or more tension springs, one or more mechanical springs, one or more linear springs, one or more non-linear springs, one or more compression springs, one or more cantilever springs, one or more torsion springs, one or more leaf springs, one or more hydraulic springs, one or more coil springs and / or one or more other springs)).

[0090] Fig. 6A yes Figure 1FIG. 1 is a perspective view of an exemplary aircraft 100 in which an exemplary tensioner 600 (eg, a slide) disclosed herein is shown. Figure 6B yes Fig. 6A A partial front view of an exemplary tensioner 600 in FIG. Figure 6C yes Fig. 6A and Figure 6B 6. A perspective view of an exemplary tensioner 600 in FIG. The tensioner 600 provides a means for adjusting the tension and / or slack of the strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.).

[0091] exist Fig. 6A In the example shown in FIG. 1 , each bracket 302 includes a tensioner 600. Specifically, the strut 406 of each bracket 302 (or, for example, the brackets 414, 418, 420, 422, 424, 430, 432, etc.) includes a first end 601 and a second end 603 opposite the first end 601. In the example shown, the first end 601 of the strut 406 is attached to the fuselage 106 via the tensioner 600, and the second end 603 of the strut 406 is attached to the fuselage 106 via the tensioner 600. Figure 5 500 is attached to the wing 300. In other examples, the connector 500 connects the first end 601 of the strut 406 (or, for example, the struts 414, 418, 420, 422, 424, 430, 432, etc.) and the fuselage 106, and the tensioner 600 connects the second end 603 of the strut 406 (or, for example, the struts 414, 418, 420, 422, 424, 430, 432, etc.) and the wing 300. In some examples, a tensioner 600 couples a first end 601 of a strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.) and the fuselage 106, and a second tensioner 600 couples a second end 603 of a strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.) and the wing 300. In some instances, the tensioner 600 can be coupled to the connector 500 so that the tensioner 600 and the connector 500 couple a first end 601 of the strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.) to the fuselage 106 and / or couple a second end 603 of the strut 406 (or, for example, struts 414, 418, 420, 422, 424, 430, 432, etc.) to the wing 300.

[0092] refer to Figure 6B and Figure 6CThe tensioner 600 includes a spring 604 (e.g., a compression spring) disposed on and / or near the first end 601 of the support 406. The spring 604 is located between a first accessory 608 (e.g., a body side accessory) and a second accessory 610 (e.g., an end cap). The first accessory 608 is a spring extending from the fuselage 106 ( Fig. 6A ) of a bulkhead or frame 628. The first fitting 608 includes a load-bearing beam 620. The first fitting 608 in the illustrated example is an I-beam that includes an I-beam portion 620a, a cylindrical portion 622 inserted or formed to pass through and fixedly attached to the I-beam portion 620a, and a rib member 624. The cylindrical portion 622 of the first fitting 608 has a through opening 636 and a bearing surface 638. The bearing surface 638 serves as a stopper and / or a first spring seat 642 for the biasing element 604.

[0093] refer to Figure 6B , the tensioner 600 in the illustrated example includes a bushing 644. In the illustrated example, the bushing 644 is a tube 646 disposed within the through opening 636 of the first fitting 608 such that an outer surface of the bushing 644 contacts or abuts an inner surface of the through opening 636 of the first fitting 608. The bushing 644 in the illustrated example includes an opening 648 for receiving (e.g., slidably receiving) at least a portion of the strut 406 (e.g., the first end 601 of the strut 406). A portion of the strut 406 in the illustrated example extends through the opening 648 of the bushing 644 and through the through opening 636 of the first fitting 608.

[0094] The second fitting 610 in the illustrated example is axially aligned with the first fitting 608 along the longitudinal axis of the pillar 406. In the illustrated example, the second fitting 610 is coupled or attached to (e.g., fixed to) the first end 601 of the pillar 406. The second fitting 610 in the illustrated example is a cap or tube 654. The second fitting 610 has a through opening 662 to receive the first end 601 of the pillar 406 (e.g., the first end extends through the second fitting 610). The second fitting 610 includes a bearing surface 664. The bearing surface 664 provides a second spring seat for the biasing element 604. Therefore, the biasing element 604 is disposed or positioned between the spring seat 642 provided by the first fitting 608 and the spring seat 664 provided by the second fitting 610. Therefore, the bearing surface 664 of the second fitting 610 directly bears against the second end 668 of the spring 604, and the bearing surface 638 of the first fitting 608 directly bears against the first end 666 of the spring 604. In operation, to adjust the slack in the strut 406, the second fitting 610 is moved relative to (e.g., toward or away from) the first fitting 608 in an axial direction relative to the longitudinal axis of the strut 406. In other words, when the tension in the strut 406 increases, the second fitting 610 moves toward the first fitting 608 to compress the biasing element 604 between the first fitting 608 and the second fitting 610. When the tension in the strut 406 decreases, the second fitting 610 moves away from the first fitting 608 via the extension of the biasing element 604. For example, when the aircraft 100 is on the ground or in flight (e.g., when in a state between a -1g wing-down flight state and a 2.5g wing-up flight state), these conditions may cause tension and / or compression to occur in the strut 406. The slack in the strut 406 can be adjusted (e.g., increased or decreased) by moving (e.g., compressing or extending) the spring 604 between the first fitting 608 and the second fitting 610 to accommodate various wing flight conditions. For example, the movement of the strut 406 can be based on a smaller displacement of the spring 604. When the wing 300 bends between the initial position and the upward position or between the initial position and the downward position, fixing the second end 603 of the strut 406 to the wing 300 causes the first end 601 of the strut 406 to move relative to the first fitting 608. For example, when the wing 300 is in the initial position, the biasing element 604 is in the initial position or the extended position. Conversely, when the wing 300 bends upward or downward, the biasing element 604 is in the compressed position.

[0095] "Include" and "comprising" (and all forms and tenses thereof) are used herein as open-ended terms. Thus, whenever a claim employs any form of "having" or "containing" (e.g., containing, having, including, comprising, including, having, etc.) in the preamble or any type of claim statement, it should be understood that there may be other elements, terms, etc. that do not fall outside the scope of the corresponding claim or statement. As used herein, when the phrase "at least" is used as a transitional term, such as in the preamble of a claim, the phrase is also open-ended in the same manner as the terms "include" and "including" are open-ended. For example, when used in a form such as A, B, and / or C, the term "and / or" refers to any combination or subset of A, B, and C, such as (1) A alone, (2) B alone, (3) C alone, (4) A and B, (5) A and C, (6) B and C, or (7) A and B and C. As used herein in the context of describing structures, components, items, objects, and / or things, the phrase “at least one of A and B” is intended to mean implementations that include any of the following: (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects, and / or things, the phrase “at least one of A or B” is intended to mean implementations that include any of the following: (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. As used herein in the context of describing the performance or execution of processes, instructions, actions, activities, and / or steps, the phrase “at least one of A and B” is intended to mean implementations that include any of the following: (1) at least one A, (2) at least one B, or (3) at least one A and at least one B. Similarly, as used herein in the context of describing the performance or execution of a process, instruction, action, activity, and / or step, the phrase "at least one of A or B" is intended to mean an implementation that includes any of the following: (1) at least one A, (2) at least one B, or (3) at least one A and at least one B.

[0096] As used herein, singular references (e.g., "a," "an," "first," "second," etc.) do not exclude the plural. As used herein, the term "a" or "an" object refers to one or more of the object. The terms "a" (or "an"), "one or more," and "at least one" are used interchangeably herein. In addition, although listed separately, multiple devices, elements, or actions may be implemented by, for example, the same entity or object. In addition, although individual features may be included in different instances or claims, these features may be combined, and the inclusion of individual features in different instances or claims does not imply that the combination of these features is not feasible and / or disadvantageous.

[0097] From the foregoing, it should be appreciated that exemplary systems, apparatuses, and articles of manufacture have been disclosed for reducing the drag and weight of transonic aircraft. The disclosed systems, apparatuses, articles of manufacture, and methods improve the efficiency of transonic aircraft by improving fuel efficiency and reducing noise caused by drag. Thus, the disclosed systems, apparatuses, articles of manufacture, and methods relate to one or more improvements in transonic aircraft operations.

[0098] Although each of the exemplary supports, struts, connectors, and / or wings disclosed above has certain features, it should be understood that the specific features of an example are not necessarily used exclusively for that example. Instead, any feature described above and / or depicted in the accompanying drawings can be combined with any example, in addition to or in place of any other features of those examples. Features of one example are not mutually exclusive with features of another example. On the contrary, the scope of the present disclosure covers any combination of any features.

[0099] Exemplary devices for stabilizing a wing of a transonic aircraft are disclosed herein. Other examples and combinations thereof include the following:

[0100] Example 1 includes an aircraft comprising a bracket for supporting a wing of the aircraft, the bracket comprising a first end connected to the wing and a second end connected to a fuselage of the aircraft, the bracket comprising: a strut extending between the first end and the second end; and an airfoil having a cavity for accommodating the strut.

[0101] Example 2 includes an aircraft as defined in Example 1, wherein the first end of the bracket is attached to the fuselage and the second end of the bracket is attached to the wing.

[0102] Example 3 includes an aircraft as defined in any of Examples 1-2, wherein the first end of the bracket is coupled to a midpoint of the wing.

[0103] Example 4 includes an aircraft as defined in any of Examples 1 to 3, wherein the wing includes a wingtip, and the first end of the bracket is coupled at a location midway between a midpoint of the wing and the wingtip.

[0104] Example 5 includes an aircraft defined according to any one of Examples 1 to 4, wherein the wing includes a wingtip, and the first end of the bracket is connected to the wing at a position two-thirds of the distance between the midpoint of the wing and the wingtip in the wingspan direction, which is closer to the midpoint than to the wingtip.

[0105] Example 6 includes an aircraft as defined in any of Examples 1 to 5, wherein the strut is at least partially made of a flexible material.

[0106] Example 7 includes an aircraft as defined in any of Examples 1 to 6, wherein the strut is primarily in tension when coupled to the aircraft and the wing.

[0107] Example 8 includes an aircraft as defined in any of Examples 1 to 7, wherein the cross-section of the strut is circular.

[0108] Example 9 includes an aircraft as defined in any of Examples 1 to 8, wherein the cross-section of the strut is elliptical.

[0109] Example 10 includes an aircraft as defined in any one of Examples 1 to 9, wherein the strut is wedge-shaped and the cross-section of the strut is triangular.

[0110] Example 11 includes an aircraft as defined in any of Examples 1 to 10, wherein the cavity of the airfoil extends between a first end of the airfoil and a second end of the airfoil.

[0111] Example 12 includes an aircraft as defined in any of Examples 1 to 11, wherein the strut is at least partially made of steel.

[0112] Example 13 includes an aircraft as defined in any of Examples 1 to 12, wherein the strut comprises metal fibers.

[0113] Example 14 includes an aircraft as defined in any of Examples 1 to 13, wherein the bracket is coupled to the fuselage via a clevis-type connection, wherein the fuselage includes a clevis and the bracket includes a lug coupled to the clevis by a pin.

[0114] Example 15 includes an aircraft as defined in any one of Examples 1 to 14, wherein the cross-section of the strut is an irregular polygon.

[0115] Example 16 includes an aircraft as defined in any of Examples 1 to 15, wherein the support includes at least two circular struts.

[0116] Example 17 includes an aircraft as defined in any of Examples 1 to 16, wherein the support includes at least three circular struts.

[0117] Example 18 includes an aircraft as defined in any of Examples 1 to 17, wherein the first end of the bracket is coupled to a point of the wing located inboard of the engine.

[0118] Example 19 includes an aircraft as defined in any of Examples 1 to 18, wherein the first end of the bracket is coupled to a point of the wing outboard of the engine.

[0119] Example 20 includes an aircraft as defined in any one of Examples 1 to 19, wherein the first end of the bracket is coupled at a location midway between a midpoint of the wing and the fuselage.

[0120] Example 21 includes an aircraft as defined in any of Examples 1 to 20, wherein the strut is made at least partially of copolymer fibers.

[0121] Example 22 includes an aircraft comprising: a fuselage; a wing-fuselage structure attachment portion connected to the fuselage; a wing including a wingtip and an attachment end opposite the wingtip, the attachment end connected to the wing-fuselage structure attachment portion, the wing extending from the fuselage; a cable including a first end attached to the wing and a second end attached to the fuselage; and a cover positioned to cover the cable, the cover having an aerodynamic surface.

[0122] Example 23 includes an aircraft as defined in Example 22, wherein the first end of the cable is attached to the wing at a midpoint between the wing tip and the attachment end in the span direction.

[0123] Example 24 includes an aircraft as defined in any of Examples 22 to 23, wherein the first end of the cable is attached to the wing at a position two-thirds of the distance between the midpoint of the wing and the wingtip in the span direction, which is closer to the midpoint than to the wingtip.

[0124] Example 25 includes an aircraft as defined in any of Examples 22 to 24, wherein the fuselage includes a clevis, and the first end of the cable includes a lug coupled to the clevis by a pin.

[0125] Example 26 includes an aircraft wing stabilizer comprising a device for attaching a first end of a bracket to a fuselage, a device for attaching a second end of the bracket opposite the first end to the wing, and a device for stabilizing the first end of the bracket relative to the second end of the bracket to provide tension in the bracket.

[0126] Example 27 includes an aircraft wing stabilizer as defined in Example 26, wherein the means for attaching the second end is coupled to the wing at a midpoint between the wing tip and the attachment end opposite the wing tip.

[0127] Example 28 includes an aircraft wing stabilizer as defined in any one of Examples 26 to 27, further comprising a lifting device for covering the bracket, the lifting device including an aerodynamic surface configured to generate lift and / or reduce drag.

[0128] The attached claims are hereby incorporated by reference into this detailed description. Although certain exemplary systems, devices, articles and methods have been disclosed herein, the coverage of this patent is not limited thereto. On the contrary, this patent covers all systems, devices, articles and methods that fall completely within the scope of the claims of this patent.

Claims

1. An aircraft (100), comprising: A bracket (102, 104, 302, 400b-400f) for supporting a wing (108, 122) of an aircraft (100), the bracket (102, 104, 302) comprising a first end (110, 123, 310, 601) coupled to the wing (108, 122, 300) and a second end (118, 126, 312, 603) coupled to a fuselage (106) of the aircraft (100), the bracket (102, 104, 302) comprising: a support (406, 414, 418, 420, 422, 424, 430, 432) extending between the first end (110, 123, 310) and the second end (118, 126, 312); and The airfoil portion (402) has a cavity (404, 412) for accommodating the struts (406, 414, 420, 422, 424, 430, 432).

2. The aircraft according to claim 1, wherein: A first end (110, 123, 310) of the bracket (102, 104, 302) is attached to the fuselage (106), and a second end (118, 126, 312) of the bracket (102, 104, 302) is attached to the wing (108, 122, 300).

3. The aircraft of claim 1, wherein: The first end (110, 123, 310) of the bracket (102, 104, 302) is coupled to a midpoint (112, 125) of the wing (108, 122, 300).

4. The aircraft of claim 1, wherein: The wing (108, 122, 300) includes a wingtip (114, 124, 308), and the first end (110, 123, 310) of the bracket (102, 104, 302) is coupled at an intermediate position between a midpoint (112, 125) of the wing (108, 122, 300) and the wingtip (114, 124, 308).

5. The aircraft of claim 1, wherein: The wing (108, 122, 300) includes a wingtip (114, 124, 308), and the first end (110, 123, 310) of the bracket (102, 104, 302) is connected to the wing (108, 122, 300) at a position two-thirds of the distance between a midpoint (112, 125) of the wing (108, 122, 300) and the wingtip (114, 124, 308) in the wingspan direction, which is closer to the midpoint (112, 125) than to the wingtip (114, 124, 308).

6. The aircraft of claim 1, wherein: The struts (406, 414, 418, 420, 422, 424, 430, 432) are at least partially made of a flexible material.

7. The aircraft of claim 1, wherein: The struts (406, 414, 418, 420, 422, 424, 430, 432) are primarily in tension when coupled to the aircraft (100) and the wing (108, 122, 300).

8. The aircraft of claim 1, wherein: The cross-section of the pillars (406, 414, 420, 422, 424) is circular.

9. The aircraft of claim 1, wherein: The cross section of the strut is oval.

10. The aircraft of claim 1, wherein: The shape of the struts (430, 432) is wedge-shaped and the cross-section of the struts is triangular.

11. The aircraft of claim 1, wherein: The cavity (412) of the airfoil (402) extends between a first end (310) of the airfoil (402) and a second end (312) of the airfoil (402).

12. The aircraft of claim 1, wherein: The pillars (406, 414, 418, 420, 422, 424, 430, 432) are at least partially made of steel.

13. The aircraft of claim 1, wherein: The struts (406, 414, 418, 420, 422, 424, 430, 432) include metal fibers.

14. The aircraft of claim 1, wherein: The bracket (102, 104, 302) is coupled to the fuselage (106) via a U-clip type connection (500), wherein the fuselage (106) includes a U-clip (502) and the bracket (102, 104, 302) includes a lug (504) coupled to the U-clip (502) by a pin (506).

15. The aircraft of claim 1, wherein: The cross section of the support (418) is an irregular polygon.

16. The aircraft of claim 1, wherein: The support (102, 104, 302) includes at least two circular pillars (420, 422, 424).

17. The aircraft of claim 1, wherein: The support (102, 104, 302) includes at least three circular pillars (420, 422, 424).

18. The aircraft of claim 1, wherein: The first end (310) of the bracket (302) is coupled to a point (306) of the wing (300) located inboard of the engine.

19. The aircraft of claim 1, wherein: The first end (310) of the bracket (302) is coupled to a point (306) of the wing (300) located outboard of the engine.

20. The aircraft of claim 1, wherein: The first end (310) of the bracket (302) is coupled at a midpoint (223) between the wing (300) and the fuselage (106).

21. The aircraft of claim 1, wherein: The struts (406, 414, 418, 420, 422, 424, 430, 432) are at least partially made of copolymer fibers.

22. An aircraft comprising: Body (106); a wing-to-fuselage structure attachment portion (116, 306) coupled to the fuselage (106); a wing (108, 122, 300) comprising a wing tip (114, 124, 308) and an attachment end opposite the wing tip (114, 124, 308), the attachment end being coupled to the wing-fuselage structure attachment portion (116, 210, 306), the wing (108, 122, 300) extending from the fuselage (106); a cable (406) comprising a first end (310) attached to the wing (108, 122, 300) and a second end (312) attached to the fuselage (106); and A cover (402) is positioned to cover the cable (406), the cover having an aerodynamic surface.

23. The aircraft of claim 22, wherein: The first end (310) of the cable (406) is attached to the wing (108, 122, 300) at a midpoint (112, 125) between the wing tip (114, 124, 308) and the attachment end in a spanwise direction.

24. The aircraft of claim 22, wherein: The first end (601) of the cable (406) is attached to the wing (300) at a position two-thirds of the distance along the span direction between the midpoint (112, 125) of the wing (300) and the wingtip (308), which is closer to the midpoint than to the wingtip (308).

25. The aircraft of claim 22, wherein: The body (106) includes a U-shaped clamp (502), and the first end (601) of the cable (406) includes a lug (504) coupled to the U-shaped clamp via a pin (506).

26. An aircraft wing stabilizer, comprising: means for attaching a first end (310, 601) of the bracket (102, 104, 302) to the fuselage (106); means for attaching a second end (312, 603) of the bracket (102, 104, 302) opposite the first end (603) to the wing (300); Means (600) for stabilizing the first end of the stent relative to the second end of the stent to provide tension in the stent.

27. An aircraft wing stabilizer according to claim 26, wherein: The means for attaching the second end (603) is coupled to the wing at a midpoint (112, 125) between the wing tip (308) and an attachment end opposite the wing tip (308).

28. An aircraft wing stabilizer according to claim 26, further comprising a lifting device (402) for covering the bracket, the lifting device comprising an aerodynamic surface configured to generate lift and / or reduce drag.

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