Aircraft panel, aircraft assembly, aircraft wing, aircraft and method of manufacturing aircraft panel

Abstract

The invention relates to an aircraft panel, an aircraft assembly, an aircraft wing, an aircraft and a method of manufacturing an aircraft panel. In one aspect, an aircraft panel is disclosed that includes a layer of composite material that is curved about an axis such that a free end of the layer extends greater than 180 degrees about the axis and defines a wall of a channel for receiving a hinge member of an aircraft component.

Description

Technical Field

[0001] The invention relates to an aircraft panel, an aircraft and an aircraft component comprising an aircraft panel, and a method of manufacturing an aircraft panel. Background Art

[0002] Aircraft aerodynamic surfaces, such as wing skins, fuselages and control surfaces are often formed from panels of material. The panels are connected to other panels or other structures of the aircraft, such as wing ribs. Summary of the invention

[0003] A first aspect of the invention provides an aircraft panel comprising a layer of composite material bent about an axis such that a free end of the layer extends more than 180 degrees about the axis and defines a wall of a channel for receiving a hinge member of an aircraft component.

[0004] Forming the channel from the layer may provide a channel that is integrally formed with the aircraft panel, for example by simply bending the free end of the layer about an axis to form the channel. An aircraft panel having such an integrally formed channel may have improved stress resistance compared to, for example, an aircraft panel comprising a separate channel connected to the aircraft panel. In particular, such an integrally formed channel may better distribute stresses throughout the aircraft panel compared to a separate channel, which may transfer stresses to the panel via connecting parts, such as welds or bolts, between the aircraft panel and the separate channel.

[0005] This can provide a stronger aircraft panel than a panel that is connected to the aircraft component in another manner, such as by drilling holes in the panel for bolts. For example, providing a channel can avoid stresses that might otherwise exist in connecting components (e.g., welds or bolts) used to connect the aircraft panel to the aircraft component.

[0006] Furthermore, providing a channel formed from layers of composite material may be lighter than an aircraft panel including a separate channel which, as described above, may require additional connecting parts to connect the separate channel to the aircraft panel.

[0007] By extending more than 180 degrees around the axis, the free ends of the layers may better restrict radial movement of the hinge member in the channel than if the free ends extended less than 180 degrees around the axis.

[0008] Optionally, the aircraft panel includes an outer surface, the outer surface including: a first portion extending in a direction orthogonal to the axis; a second portion curved about the axis; and a transition region located between the first portion and the second portion. Optionally, the transition region defines a curve between the first portion and the second portion, and when viewed along the axis, there is no inflection point in the curve.

[0009] Providing a transition region without any inflection points in the curve defined by the transition region can reduce the number of directional changes encountered by fibers in an aircraft panel compared to a curve with inflection points. This can provide a more even distribution of tensile loads on the fibers and thereby provide a stronger aircraft panel.

[0010] Optionally, at least a portion of the outer surface forms an aerodynamic surface of the aircraft panel. In use, the aerodynamic surface may be exposed to air passing over the panel. Ensuring that there are no inflection points in the curve defined by the transition region may reduce the number of directional changes of the outer surface, particularly in the transition region, which may provide a more aerodynamically efficient surface, for example, compared to a surface including more than one directional change in the transition region surface. Optionally, the first portion of the outer surface forms the aerodynamic surface of the aircraft panel. Optionally, the aerodynamic surface includes at least a portion of the transition region.

[0011] Optionally, the layer of composite material defines an outer surface. In this way, the same layer is used to define both the outer surface of the aircraft panel and the wall of the channel, which may provide a construction that is easy to manufacture. Optionally, the layer of composite material defines the outer surface of the channel.

[0012] Optionally, the second portion of the outer surface is convex about the axis. This may provide an outer surface that curves away from (rather than towards) a mean air flow over the outer surface in use, which may provide an aerodynamically efficient aircraft panel. Optionally, the outer surface of the free end portion comprises the second portion.

[0013] Optionally, the channel is defined at the edge of the aircraft panel. This may provide a convenient way for connecting the aircraft panel to an aircraft component. This may also provide an aircraft panel that is easy to manufacture. For example, the channel may be easily formed by arranging a mandrel near the free ends of the layers and bending the layers about an axis so that the free ends of the layers define the walls of the channel. Furthermore, the channel may be formed as part of the manufacturing process of the aircraft panel itself, which may result in an efficient manufacturing process.

[0014] Optionally, the axis extends parallel to an edge of the panel. Optionally, the channel defines an edge of the panel. Optionally, the channel extends along the axis and extends until another edge adjacent to the edge of the panel. This can provide easy access to the channel for inserting the hinge member.

[0015] Optionally, the layers are bent about the axis so that the free end extends at least 270 degrees about the axis. Increasing the extent to which the free end extends about the axis may provide a stronger channel.

[0016] Optionally, the layer is bent about the axis to such an extent that a line extending perpendicularly to the outer surface of the layer at the free end, when viewed along the axis, extends in a direction having a component towards the layer. Optionally, the layer is bent about the axis to provide a closed channel. In this way, the wall of the channel can completely surround the channel and the channel can therefore better retain the hinged part therein.

[0017] Optionally, the layer is bent around the axis so that the free end extends at least 360 degrees around the axis. Providing a free end extending at least 360 degrees around the axis can provide a channel that resists stress in a radial direction and / or a tangential direction around the entire circumference of the channel. Optionally, the first layer forms a spiral shape when viewed along the axis, which can increase the strength of the channel.

[0018] Optionally, the aircraft panel comprises a further layer of composite material in a laminate arrangement with the layer. Placing the layer in a laminate arrangement with the further layer in the aircraft panel may result in a strong aircraft panel, whereby stresses in the layer (such as stresses due to movement of the hinge member when it is received in the channel) may be distributed to at least one further layer in the aircraft panel.

[0019] Optionally, one of the other layers is bent around the axis in a region radially outward from the axis relative to the layer and contacts the layer in this region. This can strengthen the channel, such as improving the channel's resistance to stresses in the radial and / or circumferential directions in the channel.

[0020] Optionally, each of the plurality of further layers is bent around the axis in a region radially outward from the axis relative to the layer and in contact with another of the plurality of further layers in this region. Providing more layers can further improve the resistance of the channel to stresses in the radial and / or circumferential directions in the channel.

[0021] Optionally, each layer of composite material in the laminate arrangement defines one or more layers of composite material in an aircraft panel, and wherein one of the other layers includes a first portion, a second portion, and a curved portion that curves about an axis in a region between the first portion and the second portion, wherein the first portion and the second portion form corresponding layers in the one or more layers of the aircraft panel.

[0022] In this way, stresses in one of the further layers may be distributed to the layers of the composite material adjacent to each of the first portion and the second portion. This may increase the number of layers to which stresses may be distributed from at least one of the further layers, compared to an example in which one of the further layers forms only a single layer in the panel. As a result, and because the curved portion contacts the layer in this region, the one of the further layers may better distribute stresses experienced by the channel to other layers in the aircraft panel. This may increase the strength of the one of the further layers and / or the channel.

[0023] One of the further layers may form an outer surface of the aircraft panel. Optionally, the first portion extends substantially in a direction orthogonal to the axis. Optionally, the aircraft panel comprises a plurality of further layers, each of the plurality of further layers comprising a respective first portion, a respective second portion and a respective connecting portion, the connecting portion of each of the plurality of further layers being bent around the axis in a region between the respective first portion and the respective second portion, wherein the first portion and the second portion of each of the plurality of further layers form a respective layer in the aircraft panel. Increasing the number of the plurality of further layers in the aircraft panel may increase the strength of the aircraft panel.

[0024] Optionally, one of the further layers is bent about the axis into contact with the layer such that a free end of the one of the further layers extends more than 180 degrees about the axis.

[0025] Providing a free end of one of the further layers extending at least 180 degrees around the axis in contact with the layer may provide a channel that is more resistant to stresses applied to the channel. Optionally, the free end of one of the further layers defines a further wall of the channel.

[0026] Optionally, one of the further layers has a length in a direction orthogonal to the axis, and the layer is longer in a direction orthogonal to the axis than one of the further layers.

[0027] In this way, a layer may be provided such that a first portion of the layer extends along the entire length of one of the further layers in a direction orthogonal to the axis, while still forming a channel. Increasing the extent to which the layer extends along the length of one of the further layers in an orthogonal direction may increase the surface area of ​​the layer in contact with one of the further layers, thereby resulting in a stronger aircraft panel.

[0028] Optionally, the free end of the layer comprises a cutout such that the channel comprises separate channel elements spaced apart along the axis.Providing spaced apart channels along the length of the axis may reduce the weight of the composite panel compared to an aircraft panel comprising a single channel extending along the length of the axis.

[0029] Optionally, the layers of composite material include fibres aligned in the direction of curvature of the layer about the axis. This may provide a channel to resist radial and / or tangential stresses.

[0030] Optionally, the layer of composite material comprises a composite fiber sheet. This may provide a resistant and lightweight aircraft panel. Optionally, each layer in the aircraft panel comprises a composite fiber sheet. Optionally, the aircraft panel is a fiber reinforced composite panel. Optionally, the composite panel is a carbon fiber reinforced composite panel or a glass fiber reinforced composite panel.

[0031] A second aspect of the invention provides an aircraft assembly comprising: an aircraft panel according to the first aspect of the invention; and an aircraft component comprising a hinge member located in the channel to connect the aircraft component to the aircraft panel.

[0032] It will be appreciated that the second aspect of the present invention may include and / or benefit from any of the optional features and / or advantages of the first aspect of the present invention.

[0033] Optionally, the aircraft assembly is a wing assembly or a tail plane assembly.

[0034] A third aspect of the invention provides an aircraft wing comprising an aircraft panel of the first aspect or an aircraft assembly of the second aspect, wherein the aircraft panel forms an aerodynamic surface of the wing.

[0035] The aircraft panel may form the skin of a wing. Optionally, the wing comprises a main wing portion and a wing tip connected to the main wing portion. Optionally, the aircraft panel forms part of the skin of the wing tip. Optionally, the aircraft component is a panel of the main wing portion. This may provide a compact and lightweight way of connecting the wing tip to the main wing portion. Optionally, the panel may be hinged about a hinge member in a channel so that the wing tip can be hinged relative to the main wing portion.

[0036] Alternatively, the panel may form part of the main wing portion of the wing, and the aircraft component may comprise the fuselage of the aircraft. In this way, the channel may provide a stable and compact way of connecting the wing to the fuselage. Alternatively, the aircraft panel may comprise a flight control surface of the aircraft. In this case, the aircraft component may, for example, comprise a wing structure of the aircraft and / or an actuator for actuating the control surface. Although the third aspect of the invention relates to the wing of the aircraft, the panel may be any other aerodynamic surface of the aircraft, such as a tail plane or a panel of the fuselage.

[0037] It will be appreciated that the aircraft wing of the third aspect of the invention may include and / or benefit from any of the optional features and / or advantages of the first or second aspect of the invention.

[0038] A fourth aspect of the invention provides an aircraft comprising an aircraft panel according to the first aspect, an aircraft assembly according to the second aspect or a wing according to the third aspect. Optionally, the aircraft comprises a fuselage and the aircraft component is the fuselage. In this way, the aircraft panel can be connected to the fuselage, in particular when the aircraft panel forms an aerodynamic surface (such as a skin) of the wing.

[0039] It will be appreciated that the aircraft of the fourth aspect of the invention may include and / or benefit from any of the optional features and / or advantages of any of the first to third aspects of the invention.

[0040] A fifth aspect of the invention provides a method of manufacturing an aircraft panel, the method comprising: providing a layer of composite material; and bending the layer of composite material about an axis so that a free end of the layer extends about the axis by more than a certain degree and defines a wall of a channel for receiving an articulated member of an aircraft component.

[0041] As described above, this may provide a convenient way for manufacturing composite panels whilst providing a strong channel for connecting the aircraft panel to the aircraft component.

[0042] Optionally, the method comprises bending the layer of composite material about the axis such that the free end extends at least 270 degrees about the axis. Optionally, the method comprises bending the layer of composite material about the axis so as to provide a closed channel.

[0043] Optionally, the method includes bending the layer of composite material around the axis so that the free end extends at least 360 degrees around the axis. In this way, the free end can define the entire periphery of the wall of the channel. Increasing the extent to which the free end extends around the axis can increase the strength of the channel. Optionally, the method includes bending the layer around the axis more than one full turn, which can further increase the strength of the channel.

[0044] Optionally, bending the layer of composite material comprises bending the layer about a mandrel. Optionally, the method comprises removing the mandrel from the channel.

[0045] Optionally, the method includes providing a plurality of layers of composite material, and bending each of the plurality of layers of composite material about an axis such that a free end of each of the plurality of layers extends greater than 180 degrees about the axis.

[0046] Optionally, the method comprises providing the base layer in a laminated arrangement with the layer. Optionally, the method comprises providing the layer such that a portion of the layer including the free end overhangs the base layer in the laminated arrangement. Optionally, bending the layer about the axis comprises bending the portion of the layer overhanging the base layer about the axis. In this way, the channel may define an edge of the aircraft panel. Optionally, the method comprises bending the portion of the layer overhanging the base layer about a mandrel to form the channel.

[0047] Optionally, the method includes forming the layer and / or the base layer so that the layer is longer than the base layer in a direction orthogonal to the axis. The layer and the base layer may initially have the same length in a direction orthogonal to the axis, and the method may include cutting or otherwise removing more material from the base layer than from the layer so that the layer is longer than the base layer in a direction orthogonal to the axis.

[0048] Optionally, the method includes: providing another layer in a laminated arrangement with the layer; bending the layer about an axis to form a channel so that the layer includes a first portion extending along another axis orthogonal to the axis and a curved portion bent about the axis; and bending another layer about the axis so that the other layer includes a first portion extending along the other axis, a curved portion bent about the axis, and a second portion extending along the other axis, and so that the first portion of the layer is located between the first portion and the second portion of the other layer.

[0049] Optionally, the method comprises bending the layer and the further layer simultaneously around an axis, such as around a mandrel. This may provide a rapid manufacturing process. Alternatively, the further layer may be bent around the axis after the layer has been bent around the axis.

[0050] Optionally, the method includes providing a plurality of additional layers in a laminated arrangement with the first layer. Optionally, the method includes bending the plurality of additional layers around an axis so that each of the plurality of additional layers includes: a corresponding first portion extending along another axis, a corresponding curved portion curved around the axis and a corresponding second portion extending along another axis, and so that the first portion of the layer is located between the corresponding first portion and the second portion of each layer. Optionally, the method includes bending each of the plurality of additional layers simultaneously with each other and / or with the layer. Alternatively, the method may include bending one or more of the plurality of additional layers after bending another of the additional layers and / or after bending the layer.

[0051] Optionally, the method includes providing a wedge to separate the other layer from the layer when the other layer is bent about the axis.

[0052] During the manufacturing process, the wedge may cause the second portion of the other layer to pass along the other axis rather than around the axis. The wedge may be shaped to provide a more gradual change in curvature of the other layer between the curved portion of the other layer and the second portion of the other layer than would be the case without the wedge. This may provide straighter fibers in the other layer, which may increase the strength of the other layer and the entire aircraft panel.

[0053] Optionally, the method comprises removing material from the layer to form a plurality of channel elements spaced apart along the axis.This may provide an aircraft panel that is lighter than an aircraft panel comprising a single, longer channel.

[0054] Optionally, forming the plurality of channel elements comprises bending the layer about an axis to form a channel, and removing sections of the channel to form the plurality of channel elements. This may be done by cutting the channel to remove the sections. Forming spaced apart channel elements from a longer single channel may provide a convenient way to manufacture aircraft panels.

[0055] Alternatively, forming the plurality of channel elements may include forming a layer of composite material such that the free ends form a non-linear pattern, such as a castellated pattern, when viewed along a direction orthogonal to the layer. This may result in the formation of a plurality of channel elements when the free ends are wrapped around an axis.

[0056] Optionally, polymerizing the aircraft panel comprises applying a resin, such as a polymerizing resin, to the or each layer of the aircraft panel. Alternatively, the or each layer in the aircraft panel may be pre-impregnated with the resin. The method may comprise heating the aircraft panel, applying pressure to the aircraft panel and / or applying a vacuum to the aircraft panel to cure the resin.

[0057] It will be appreciated that the method of the fifth aspect of the invention may include and / or benefit from any of the optional features and / or advantages attributed to any of the first to fourth aspects of the invention.

[0058] A sixth aspect of the present invention provides an aircraft panel manufactured according to the method of the fifth aspect of the present invention.

[0059] The aircraft panel of the sixth aspect of the present invention may include and / or benefit from any of the optional features and / or advantages of any of the first to fifth aspects of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Various embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0061] Figure 1 A schematic diagram of an example aircraft is shown;

[0062] Figure 2 A schematic top view of a wing of an aircraft is shown;

[0063] Figure 3 Shows Figure 2 A schematic diagram of an example panel of a wing;

[0064] Figure 4 Shows Figure 3 A schematic plan view of a panel;

[0065] Figure 5 Shows Figure 3 A schematic side view of a panel;

[0066] Figure 6 Shows the manufacturing Figures 3 to 5 Example method for the panel;

[0067] Figure 7 and Figure 8 Shows Figure 6 Schematic diagrams showing various stages in the manufacturing method; and

[0068] Fig. 9 An alternative panel is shown. DETAILED DESCRIPTION

[0069] Figure 1 An example aircraft 1 is shown comprising a fuselage 2 and wings 3 extending from the fuselage 2. The wings 3 are Figure 2, and comprises a main wing section 4, a wing tip 5 and a panel 10 forming part of the skin of the wing tip 5, i.e., the aerodynamic surface of the wing tip 5. The aircraft 1 also comprises a pin joint 20 connecting the panel 10 to a main wing panel 30 of the main wing section 4. The pin joint 20 defines a joint axis 25 about which the panel 10 can be hinged so that the wing tip 5 can be folded relative to the main wing section 4.

[0070] like Figure 2 and Figure 3 As shown, the panel 10 comprises a plane portion 11 and a channel 100 located at the end 14 of the panel 10. The plane portion 11 comprises an upper surface 12 forming the skin of the wing tip 5 and a lower surface 13 located on the side of the panel 10 opposite to the upper surface 12. The panel 10 also comprises a curved surface 15 extending around the channel 100 between the upper surface 11 and the lower surface 13. The curved surface 15 defines the end 14 of the panel, and the channel extends continuously over the entire width of the panel 10 in the direction of the channel axis 150.

[0071] To connect the panel 10 to the main wing panel 30, the pin joint 20 includes a cylindrical hinge member 21 extending through the channel 100 along a channel axis 150 of the channel 100. The channel axis 150 is aligned with the joint axis 25. The pin joint 20 also includes lugs 22 at either end of the hinge member 21 connecting the hinge member 21 to the main wing panel 30.

[0072] like Figure 5 As best shown in FIG. 2 , panel 10 is a composite panel comprising layers of composite material in a laminate arrangement 200. Figure 5 , each layer is represented by a single line. The panel 10 specifically includes: a first base layer 210, a second base layer 220, and a third base layer 230, a first channel layer 240 and a second channel layer 250 located on the first base layer 210, the second base layer 220, and the third base layer 230, and a first surrounding layer 260 and a second surrounding layer 270 located on the first channel layer 240 and the second channel layer 250. Each of the first to third base layers 210, 220, 230 extends parallel to a longitudinal axis 160 orthogonal to the channel axis 150. The channel axis 150 extends along the x-direction of the panel 10, and the longitudinal axis 160 extends along the y-direction of the panel 10. Each of the first surrounding layer 260 and the second surrounding layer 270 is longer than each of the first channel layer 240 and the second channel layer 250 , which in turn are each longer than each of the base layers 210 , 220 , 230 .

[0073] The first and second channel layers 240 , 250 include respective first and second longitudinal portions 241 , 251 extending parallel to the longitudinal axis 160 , and respective first and second channel portions 242 , 252 that bend around the channel axis 160 and form the channel 100 .

[0074] The first channel portion 242 and the second channel portion 252 include respective first free ends 243 and second free ends 253 of the respective first channel layer 240 and second channel layer 250. The first channel portion 242 and the second channel portion 252 are each bent around the channel axis 150 so that the respective first free ends 243 and second free ends 253 extend 335 degrees around the channel axis 150. More specifically, when viewed along the channel axis 150, the first free ends 243 and second free ends 253 each subtend an angle of 335 degrees around the axis 150 from an origin axis 170 that passes through the channel axis 150 and is orthogonal to both the channel axis 150 and the longitudinal axis 160. In this manner, the first free ends 243 of the first channel layer 240 define the wall 110 of the channel 100. The outer surface 244 of the first free ends 243 is convex and surrounds around the channel axis 150 and contacts the first longitudinal portion 241 of the first channel layer 240. Thus, the channel 100 is closed around the channel axis 150. The base layers 210 , 220 , 230 each extend up to (but do not contact) an outer surface 254 of a second free end 253 of the second channel layer 250 .

[0075] The first surrounding layer 260 and the second surrounding layer 270 include respective first and second upper covering portions 261 and 271 extending parallel to the longitudinal axis 160 and respective first and second lower covering portions 264 and 274 extending parallel to the longitudinal axis 160. The first and second upper covering portions 261 and 271 and the first and second lower covering portions 264 and 274 are arranged in a manner that the ... Figure 5 The orientations shown are in the context of "overlying" and "underlying", where the z-direction is in the upward direction. The first surrounding layer 260 also includes a first curved portion 262 extending around the channel axis 150 between the first overlying portion 261 and the first underlying portion 264. The second surrounding layer 270 includes a second curved portion 272 extending around the channel axis 150 between the second overlying portion 271 and the second underlying portion 174. In the laminate arrangement 200, the first to third base layers 210, 220, 230 and the first and second channel layers 240 and 250, respectively, are located between the first overlying portion 261 and the first underlying portion 264 and between the second overlying portion 271 and the second underlying portion 274.

[0076] The first surrounding layer 260 and the second surrounding layer 270 also include respective first and second transition portions 263, 273 located between the respective first and second curved portions 262, 272 and the respective first and second lower covering portions 264, 274. The aircraft panel 10 also includes a shaped wedge 280 that constrains the shape of the first surrounding layer 260 and the second surrounding layer 270. In particular, the shaped wedge 280 limits the extent to which the first and second curved portions 262, 272 extend about the channel axis 150 to provide a more gradual change in the curvature of the first and second transition portions 263, 273 toward the respective first and second lower covering portions 264, 274.

[0077] The second overlying portion 271 defines the upper surface 12 of the aircraft panel 10, and the second curved portion 272 forms the curved surface 15 of the panel 10. The second surrounding panel 270 is formed so that when viewed along the channel axis 150, there is no inflection point in the curve extending along the upper surface 12 of the aircraft panel 10 and around the curved surface 15. In particular, with respect to Figure 5 In the orientation shown, in use, the upper surface 12 or curved surface 15 has no upward projections in the z-direction, which is orthogonal to both the x-direction and the y-direction, of the panel 10, such as into a free air flow past the upper surface 12. The curves extending along the upper surface 12 and curved surface 15 extend horizontally only in the y-direction, parallel to the longitudinal axis 160, and then extend downwardly in the (negative) z-direction to curve about the channel axis 150. This can provide an aerodynamically efficient panel.

[0078] Each layer in the panel 10 is a carbon fiber layer having fibers extending substantially parallel to the longitudinal axis in the planar portion 11 of the panel 10. The fibers in the first channel portion 242 and the second channel portion 252 of the respective first channel layer 240 and the second channel layer 250 and the fibers in the first curved portion 262 and the second curved portion 272 of the respective first outer layer 260 and the second outer layer 270 then also extend around the channel axis 150. The fibers are each resistant to stresses in the length direction of the fibers. Thus, passing the fibers parallel to the longitudinal axis 160 and around the channel axis 150 provides an integral channel that is resistant to radial stresses and / or tangential stresses that cause fiber stretching.

[0079] Figure 6 An example method 400 of manufacturing panel 10 is shown, and Figure 7 and Figure 8An aircraft panel 10 is shown at different stages during manufacturing. The method includes providing 410 first to third base layers 210, 220, 230 and providing 420 first and second channel layers 240, 250 overlying the first to third base layers 210, 220, 230 in a laminate arrangement 200 such that first and second overhanging portions 245, 255 of the first and second channel layers 240, 250 overhang each of the first to third base layers 210, 220, 230. The method 400 also includes providing 430 first and second surrounding layers 260, 270 overlying the first and second channel layers 240, 250 in a laminate arrangement 200 such that first and second overhanging portions 265, 275 of the respective first and second surrounding layers 260, 270 overhang each of the first and second channel layers 240, 250. Figure 7 The method 400 includes bending 440 the first overhang portion 245 and the first overhang portion 255 of the respective first channel layer 240 and the second channel layer 250 about a mandrel 190 aligned with the channel axis 150 such that the first free end 243 and the second free end 253 of the first channel layer 240 and the second channel layer 250 extend 335 degrees about the channel axis 150 and such that the first free end 243 of the first channel layer 240 defines the wall 110 of the channel 100.

[0080] The method 400 includes providing 450 a shaped wedge 180 adjacent to an outer surface 254 of a second free end 253 of a first base layer 210 and a second channel layer 250, such as Figure 8 Then, the method 400 includes bending 460 the first overhanging portion 265 and the second overhanging portion 276 of the respective first surrounding layer 260 and the second surrounding layer 270 around the first channel portion 242 and the second channel portion 252 of the respective first channel layer 240 and the second channel layer 250 and around the mandrel 190. When the first surrounding layer 260 and the second surrounding layer 270 are bent around the mandrel 190, the forming wedge 180 separates the first surrounding layer 260 and the second surrounding layer 270 from the first curved portion 242 and the second curved portion 252 of the first channel layer 240 and the second channel layer 250. This causes the first lower overlying portion 264 and the second lower overlying portion 274 of the respective first surrounding layer 260 and the second surrounding layer 270 to extend away from the channel axis 150 parallel to the longitudinal axis 160.

[0081] The method 400 then includes removing 470 the mandrel 190 from the channel 100. This provides the Figure 5 The structure of the description.

[0082] Fig. 9 A schematic diagram of an alternative panel 40 is shown. The alternative panel 40 is substantially identical to the panel 10 described above and therefore identical parts are given the same reference numerals in the figures. The alternative panel 40 differs from the panel 10 in that, instead of the channel 100, the alternative panel 40 comprises four separate channel elements 31, 32, 33, 34 spaced apart along a channel axis 150. The hinge member 21 is received by each of the channel elements 31, 32, 33, 34 to connect the alternative panel 40 to the fuselage 2. The provision of a plurality of spaced apart channel elements 31, 32, 33, 34 may reduce the weight of the alternative panel 40 compared to the panel 10 described above, whilst still providing the benefits of a resistive, integral channel.

[0083] The alternative panel 40 may be manufactured in substantially the same manner as the method 400 for manufacturing the panel 10 described above. In addition to the actions of the method 400 for manufacturing the panel, the alternative method for manufacturing the alternative panel 40 includes removing material from the first and second channel layers 240, 250 and the first and second surrounding layers 260, 270 after removing 470 the mandrel from the channel 100 to provide separate channel elements 31, 32, 33, 34 spaced apart along the channel axis 150. This is done by cutting away sections of the respective layers to form the separate channel elements 31, 32, 33, 34, such as by laser cutting.

[0084] The above disclosure is subject to changes and modifications within the scope of the appended claims. For example, although the panel 10 has been described with respect to the wing tip 5 of the aircraft 1, the panel 10 may alternatively be, for example, a panel of the main wing portion 4 of the wing 3, a panel of the fuselage 2, a panel of the tail plane of the aircraft 1, or a panel of a control surface of the aircraft 1 such as a flap or an aileron. Similarly, the panel 10 may be connected to any other suitable component of the aircraft, such as a fuselage structure, or a rib structure of the wing 3 or a tail plane of the aircraft 1. For example, in the case where the panel 10 is a panel of the main wing portion 4 or a panel of the tail plane, such as a panel of a vertical stabilizer, the panel 10 may be connected to the fuselage 2 to connect the wing 3 and / or the vertical stabilizer to the fuselage. In some such examples, the panel 10 may be non-hinged about the joint axis 25.

[0085] In some examples, the origin axis 170 may be inclined relative to the longitudinal axis 160. Additionally, while the upper surface 12 of the panel 10 described above is substantially flat and parallel to the longitudinal axis 160, the upper surface 12 may alternatively be slightly curved along its length in the direction of the longitudinal axis 160 to form a desired aerodynamic surface for the tail plane 3.

[0086] The panel 10 may include any suitable number of layers. For example, there may be more than two surrounding layers 260, 270 or only one surrounding layer 260, 270, more than two channel layers 240, 250 or only one channel layer 240, 250, and / or more than three base layers 210, 220, 230 or less than three base layers 210, 220, 230. In other examples, there may be no surrounding layers 260, 270. In one example, the panel 10 may include a single channel layer 240, 250 or more than one channel layer 240, 250 without any base layers 210, 220, 230 or surrounding layers 260, 270. In some examples, the composite panel may include up to 3 layers, up to 5 layers, or up to 10 layers in total, while in other examples, the composite panel may include up to 100 layers in total or more than 100 layers.

[0087] The first channel portion 242 and / or the second channel portion 252 of the respective first channel layer 240 and / or the second channel layer 250 may be bent up to 360 degrees or more than 360 degrees about the channel axis 150. In this manner, the first channel portion 242 and / or the second channel portion 252 may form a spiral shape when viewed along the channel axis 150. It will be appreciated that any variation of the panel 10 may similarly apply to the alternative panel 40.

[0088] In some examples, the origin axis 170 may be inclined relative to the longitudinal axis 160. Additionally, while the upper surface 12 of the panel 10 described above is substantially flat and parallel to the longitudinal axis 160, the upper surface 12 may alternatively be slightly curved along its length in the direction of the longitudinal axis 160 to form a desired aerodynamic surface for the wing 3.

[0089] While the alternative method 500 of making the alternative layer 30 includes removing 590 material from the channel 100 once it has been formed, the alternative method 500 may instead include removing material from the first channel layer 240 and the second channel layer 250 to form the respective first free end portions 243 and the second free end portions 253 that are shaped, for example, as castellations when viewed along the z-direction. Removing material from the first channel layer 240 and the second channel layer 250 may be done prior to bending the first channel layer 240 and the second channel layer 250 about the channel axis 150, thereby bending the first channel layer 240 and the second channel layer 250 about the channel axis 150 to form the individual channel elements 31, 32, 33, 34.

[0090] It will be appreciated that any variations of the panel 10 may be similarly applied to the alternative panel 40 , and any variations of the method 400 of making the panel 10 may be similarly applied to the alternative method 500 of making the alternative panel 40 .

[0091] It should be noted that the term "or" used herein should be interpreted as meaning "and / or" unless explicitly stated otherwise.

Claims

1. An aircraft panel comprising a layer of composite material bent about an axis so that a free end of the layer extends more than 180 degrees about the axis and defines a wall of a channel for receiving a hinge member of an aircraft component.

2. The aircraft panel of claim 1 , comprising an outer surface, the outer surface comprising: a first portion extending in a direction orthogonal to the axis; a second portion, the second portion being curved about the axis; as well as a transition region, the transition region being located between the first portion and the second portion, wherein the transition region defines a curve between the first portion and the second portion, and wherein no inflection point exists in the curve when viewed along the axis.

3. An aircraft panel according to claim 1 or claim 2, wherein: The channel is defined at an edge of the aircraft panel.

4. An aircraft panel according to any one of claims 1 to 3, wherein: The layer is bent about the axis such that the free end extends at least 270 degrees about the axis.

5. An aircraft panel according to any one of claims 1 to 4, wherein: The aircraft panel also includes a further layer of composite material in a laminate arrangement with the layer.

6. The aircraft panel according to claim 5, wherein: One of the further layers is bent about the axis in a region radially outward from the axis relative to the layer and is in contact with the layer in this region.

7. An aircraft panel according to claim 5 or claim 6, wherein: Each layer of composite material in the laminated arrangement defines one or more layers of composite material in the aircraft panel, and wherein one of the additional layers includes a first portion, a second portion, and a bent portion that bends about the axis between the first portion and the second portion in the region, wherein the first portion and the second portion form respective layers of the one or more layers in the aircraft panel.

8. An aircraft panel according to any one of claims 5 to 7, wherein: One of the further layers is bent about the axis into contact with the layer such that a free end of the one of the further layers extends more than 180 degrees about the axis.

9. An aircraft panel according to any one of claims 5 to 8, wherein: One of the further layers has a length in a direction orthogonal to the axis, and the layer is longer than one of the further layers in a direction orthogonal to the axis.

10. An aircraft panel according to any one of claims 1 to 9, wherein: The free end of the layer comprises a cutout such that the channel comprises individual channel elements spaced apart along the axis.

11. An aircraft panel according to any one of claims 1 to 10, wherein: The layer of composite material comprises fibers aligned in a bending direction of the layer about the axis.

12. An aircraft assembly, the aircraft assembly comprising: An aircraft panel according to any one of claims 1 to 11; as well as said aircraft component comprising said hinged member, Wherein the hinge member is located in the channel to connect the aircraft component to the aircraft panel.

13. An aircraft wing comprising an aircraft panel according to any one of claims 1 to 11 or an aircraft assembly according to claim 12, wherein: The aircraft panels form the aerodynamic surfaces of the wings.

14. An aircraft comprising an aircraft panel according to any one of claims 1 to 11, an aircraft component according to claim 12 or a wing according to claim 13.

15. A method of manufacturing an aircraft panel, the method comprising: providing a layer of composite material; and The layer of composite material is bent about an axis so that a free end of the layer extends more than a certain degree about the axis and defines a wall of a channel for receiving a hinge member of an aircraft component.

16. The method according to claim 15, comprising: providing another layer in a laminated arrangement with the layer; bending the layer about the axis to form the channel, such that the layer includes a first portion extending along another axis orthogonal to the axis and a bent portion bent about the axis; and The other layer is bent around the axis so that the other layer includes a first portion extending along the other axis, a bent portion bent around the axis, and a second portion extending along the other axis, and the first portion of the layer is located between the first portion and the second portion of the other layer.

17. The method according to claim 16, comprising: A wedge is provided to separate the further layer from the layer when the further layer is bent about the axis.

18. The method according to any one of claims 15 to 17, comprising: Material is removed from the layer to form a plurality of channel elements spaced apart along the axis.

19. An aircraft panel manufactured according to the method of any one of claims 15 to 18.

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