Aircraft wing structure
Patent Information
- Application Number
- JP2024102452
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2023-08-10
- Filing Date
- 2024-06-26
- Publication Date
- 2025-02-21
Smart Images
Figure 2025026326000001_ABST
Abstract
Description
[Technical field]
[0001]
[0001] This disclosure relates generally to aircraft, and more specifically to wing structures for aircraft. [Background technology]
[0002]
[0002] This background description is provided generally for the purpose of providing a context for the present disclosure. Unless otherwise indicated herein, the material described in this section is not admitted, either expressly or impliedly, as prior art to this disclosure or the appended claims.
[0003]
[0003] Low-wing aircraft typically include structural joints (e.g., wing joints) adjacent the sides of the fuselage where the central section of the aircraft wing is connected to the aircraft wing box. The aircraft wing box is the load-carrying structure of the aircraft wing that typically serves as the attachment point for other wing components such as leading-edge flaps, trailing-edge flaps, and wing tip devices. Because the aircraft wing box is adjacent to the fuselage, the central section of the aircraft wing may be relatively small. As a result, many of the internal structures and systems associated with the engine and fuel management are located on the wing tip side of the central section of the aircraft wing, where space is relatively limited. Summary of the Invention
[0004]
[0005] This application is directed to an improved aircraft wing structure. In particular, with the techniques described herein, the center section of an aircraft wing has a unitary structure and the wing joint of the aircraft wing is tip-side of the engine. By constructing the aircraft wing such that the wing joint is tip-side of the engine, the internal structure and systems related to the engine and fuel management can be included in the center section of the aircraft wing. Furthermore, by constructing the aircraft wing such that the wing joint is tip-side of the engine, fewer interconnects (e.g., stringers) are required to carry loads through the tip-side wing section, which can lead to fewer fasteners. In some embodiments, the center section of the aircraft wing can have large openings and closure panels that allow aircraft personnel to access a very large portion of the center section.
[0005]
[0006] The present aircraft wing may be attached to an aircraft fuselage using a self-adjusting interconnect. The primary loads of the aircraft wing to the fuselage are vertical (e.g., in the "up" direction), with maneuvering and landing loads acting as the primary driving forces. The adverse maneuvering loads associated with the aircraft fuselage are less than the primary loads for the aircraft wing. As a result, the self-adjusting interconnect can transfer large loads through the interconnect features (e.g., structural design features) as opposed to relying solely on fasteners.
[0006]
[0007] In one aspect, the present application discloses an aircraft structure. The aircraft structure includes an aircraft wing. The aircraft wing includes a center wing section having an integral structure extending over a first side of a fuselage of the aircraft and over a second side of the fuselage of the aircraft. The aircraft wing also includes a first tip wing section attached to a first end of the center wing section by a first truss system accessible through a first closure panel. The first end of the center wing section is on the first side of the fuselage of the aircraft. The aircraft wing also includes a second tip wing section attached to a second end of the center wing section by a second truss system accessible through a second closure panel. The second end of the center wing section is on the second side of the fuselage of the aircraft.
[0007]
[0008] In one aspect, the present application discloses a method of manufacturing an aircraft structure. The method includes attaching a first tip section of an aircraft wing to a first end of a center wing section of the aircraft wing by a first truss system accessible through a first closure panel. The center wing section has an integral structure extending beyond a first side of the aircraft fuselage and beyond a second side of the aircraft fuselage. The first end of the center wing section is on the first side of the aircraft fuselage. The method also includes attaching a second tip section of the aircraft wing to a second end of the center wing section by a second truss system accessible through a second closure panel. The second end of the center wing section is on the second side of the aircraft fuselage. The method also includes mounting a first engine to the center wing section and mounting a second engine to the center wing section. The first tip section is tip-side from the first engine and the second tip section is tip-side from the second engine.
[0008]
[0009] In another aspect, the application discloses an aircraft. The aircraft includes a fuselage and an aircraft wing. The aircraft wing includes a center wing section having an integral structure extending beyond a first side of the fuselage and beyond a second side of the fuselage. The aircraft wing also includes a first wing tip section attached to a first end of the center wing section by a first truss system accessible through a first closure panel. The first end of the center wing section is on the first side of the aircraft fuselage. The aircraft wing also includes a second wing tip section attached to a second end of the center wing section by a second truss system accessible through a second closure panel. The second end of the center wing section is on the second side of the aircraft fuselage. The aircraft also includes a first engine attached to the center wing section and a second engine attached to the center wing section. The first tip section is tip-side from the first engine and the second tip section is tip-side from the second engine.
[0009]
[0010] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the exemplary aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the detailed description that follows.
[0010]
[0011] A more complete understanding of the embodiments of the present application may be obtained by reference to the Detailed Description and Claims in conjunction with the following drawings, in which like reference numbers may designate similar elements throughout. The numbers are provided to facilitate understanding of the disclosure and are not intended to limit the breadth, scope, scale, or applicability of the disclosure. The drawings are not necessarily drawn to scale. [Brief description of the drawings]
[0011] [Figure 1]
[0012] SUMMARY OF THE DISCLOSURE In accordance with an illustrative embodiment, an aircraft includes a fuselage and an aircraft wing having a continuous central section extending beyond the fuselage. [Diagram 2]
[0013] 1 is an illustration of a portion of an aircraft wing in accordance with an illustrative embodiment. [Diagram 3]
[0014] 1 is an illustration of a wing bottom of an aircraft on a first side of a fuselage according to an illustrative embodiment. [Figure 4]
[0015] 1 is an illustration of a bottom of a wing of an aircraft on a second side of the fuselage according to an illustrative embodiment. [Diagram 5]
[0016] 1 is a truss system for attaching a mid-wing section of an aircraft wing to a tip-wing section of the aircraft wing according to an illustrative embodiment. [Figure 6]
[0017] 4 is another truss system for attaching a mid-wing section of an aircraft wing to a tip-wing section of an aircraft wing in accordance with an illustrative embodiment. [Figure 7]
[0018] 1 is an illustration of a process for constructing an aircraft wing and attaching the aircraft wing to a fuselage in accordance with an illustrative embodiment. [Figure 8]
[0019] 1 is a bottom view of a mid-wing section of an aircraft wing in accordance with an illustrative embodiment; FIG. [Figure 9]
[0020] 1 is an illustration of a process for attaching an aircraft wing to a fuselage in accordance with an illustrative embodiment. [Figure 10]
[0021] 1 is an illustration of another process for attaching an aircraft wing to a fuselage in accordance with an illustrative embodiment. [Figure 11]
[0022] 1 is an illustration of another process for attaching an aircraft wing to a fuselage in accordance with an illustrative embodiment. [Figure 12]
[0023] 1 is a flow diagram of an example implementation of a method according to an exemplary embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0012]
[0024] The drawings and the following description show specific exemplary embodiments. Although not explicitly described or shown herein, those skilled in the art will recognize that they can devise various configurations that embody the principles described herein and are included in the scope of the claims following the description of the specification. Furthermore, any examples described herein should be understood to be intended to aid in understanding the principles of the disclosure and are not intended to be limiting. As a result, the disclosure is not limited to the specific embodiments or examples described below, but is limited by the claims and their equivalents.
[0013]
[0025] Certain implementations are described herein with reference to the drawings. In the description, common features may be referred to by common reference numbers throughout the drawings. In some drawings, multiple instances of a particular type of feature are used. Although these features are physically and / or logically different, the same reference number is used for each, and the different instances are distinguished by adding a letter to the reference number. When features as a group or type are referred to herein (e.g., when no particular one of the features is referred to), the reference number is used without the distinguishing letter. However, when one particular feature of multiple features of the same type is referred to herein, the reference number is used with a distinguishing letter. For example, referring to FIG. 1, an engine is shown and associated with reference number 110. When referring to a particular one of the engines, such as engine 110A, the distinguishing letter "A" is used. However, when referring to any one of the engines or the engines as a group, the reference number 110 may be used without the distinguishing letter.
[0014]
[0026] Various terms are used herein only to describe particular implementations and are not intended to be limiting. For example, the singular forms "a / an" and "the" are intended to include the plural (unless otherwise clearly indicated by the context). Furthermore, the terms "comprise, comprises, comprising" are used interchangeably with "include, includes, including". Furthermore, the term "wherein" is used interchangeably with the term "where". As used herein, "exemplary" refers to examples, embodiments, and / or aspects and should not be construed as limiting or indicating a preference or preferred embodiment. As used herein, ordinal terms (e.g., "first", "second", "third", etc.) modifying elements such as structures, components, acts, etc. do not themselves indicate a preference or order of one element over another element, but merely distinguish between other elements having the same name (apart from their use as ordinal terms). As used herein, the term "set" refers to a grouping of one or more elements, and the term "plurality" refers to a plurality of elements.
[0015]
[0027] With reference to Figure 1, an aircraft 100 is shown including a fuselage and an aircraft wing having a continuous central section extending beyond the fuselage, in accordance with an exemplary embodiment. In the example of Figure 1, aircraft 100 is a low-wing aircraft. For example, aircraft 100 has wings below the fuselage.
[0016]
[0028] For purposes of illustration, the aircraft 100 includes an aircraft fuselage 102. The aircraft fuselage 102 may correspond to a main body section of the aircraft 100. The aircraft fuselage 102 may hold crew, passengers, cargo, etc. The aircraft 100 may also include aircraft wings 104. As shown in FIGURE 1, the aircraft wings 104 are attached to the aircraft fuselage 102 in a manner such that the aircraft wings 104 are below the aircraft fuselage 102.
[0017]
[0029] The aircraft wing 104 includes a central wing section 106. The central wing section 106 has a unitary structure that extends beyond a first side 120A of the aircraft fuselage 102 and beyond a second side 120B of the aircraft fuselage 102. The aircraft wing 104 also includes a first tip wing section 108A attached to a first end 122A of the central wing section 106 and a second tip wing section 108B attached to a second end 122B of the central wing section 106. The first end 122A of the central wing section 106 is on the first side 120A of the aircraft fuselage 102 and the second end 122B of the central wing section 106 is on the second side 120B of the aircraft fuselage 102. As described below, the first tip-side wing section 108A may be attached to the first end 122A of the central wing section 106 by a first truss system (e.g., first truss system 500A of FIG. 7) accessible through a first closure panel (e.g., closure panel 302A of FIG. 3), and the second tip-side wing section 108B may be attached to the second end 122B of the central wing section 106 by a second truss system (e.g., second truss system 500B of FIG. 7) accessible through a second closure panel (e.g., closure panel 302B of FIG. 4).
[0018]
[0030] The aircraft 100 also includes a first engine 110A mounted to a central wing section 106 of the aircraft wing 104, and a second engine 110B mounted to the central wing section 106 of the aircraft wing 104. Thus, the first tip wing section 108A is closer to the wing tip than the first engine 110A, and the second tip wing section 108B is closer to the wing tip than the second engine 110B.
[0019]
[0031] By constructing the aircraft wing 104 such that the tip wing section 108 is at the tip of the engine 110, the internal structure and systems for the engine 110 and fuel management may be contained within a continuous center wing section 106 of the aircraft wing 104. As described below, the center wing section 106 may have large openings and closure panels that allow aircraft personnel to access a very large portion of the center wing section 106 to perform maintenance operations on the different aircraft systems. Furthermore, by using a continuous center wing section 106 that extends beyond the aircraft fuselage 102, fewer interconnections (e.g., stringers) are required to carry loads through the tip wing section 108, which may translate into fewer fasteners. For example, because of the continuous nature of the center wing section 106, the center wing section 106 may carry relatively large loads using a reduced amount of fasteners as compared to a smaller center wing section that does not extend beyond the aircraft fuselage 102.
[0020]
[0032] 2, a portion of an aircraft wing 104 is illustrated in accordance with an exemplary embodiment. The portion of the aircraft wing 104 in FIG. 2 may correspond to a portion of the aircraft wing 104 on a first side 120A of the aircraft fuselage 102 or a portion of the aircraft wing 104 on a second side 120B of the aircraft fuselage 102.
[0021]
[0033] In Figure 2, the central wing section 106 of the aircraft wing 104 has an integral structure that extends beyond the aircraft fuselage 102. The tip wing section 108 is attached to the end 122 of the central wing section 106. As described below with respect to Figure 5, the tip wing section 108 may be attached to the end 122 of the central wing section 106 by a truss system 500 accessible through a closure panel (e.g., closure panel 302A in Figure 3 or closure panel 302B in Figure 4).
[0022]
[0034] By constructing the aircraft wing 104 such that the tip wing section 108 is at the tip of the engine 110, the internal structure and systems for the engine 110 and fuel management may be contained within a continuous center wing section 106 of the aircraft wing 104. As described below, the center wing section 106 may have large openings and closure panels that allow aircraft personnel to access a very large portion of the center wing section 106 to perform maintenance operations on the different aircraft systems. Furthermore, by using a continuous center wing section 106 that extends beyond the aircraft fuselage 102, fewer interconnections (e.g., stringers) are required to carry loads through the tip wing section 108, which may translate into fewer fasteners. For example, because of the continuous nature of the center wing section 106, the center wing section 106 may carry relatively large loads using a reduced amount of fasteners as compared to a smaller center wing section that does not extend beyond the aircraft fuselage 102.
[0023]
[0035] With reference to FIG. 3, a bottom of an aircraft wing 104 on a first side 120A of an aircraft fuselage 102 is shown in accordance with an exemplary embodiment.
[0024]
[0036] In Fig. 3, the first end 122A of the central wing section 106 of the aircraft wing 104 is attached to the first tip wing section 108A of the aircraft wing 104. Fig. 3 also shows a closure panel 302A. The closure panel 302A may provide access to a first truss system, such as the first occurrence of the truss system 500 in Fig. 5. The first truss system attaches the central wing section 106 of the aircraft wing 104 to the first tip wing section 108A of the aircraft wing 104.
[0025]
[0037] With reference to FIG. 4, the bottom of aircraft wing 104 on second side 120B of aircraft fuselage 102 is shown in accordance with an exemplary embodiment.
[0026]
[0038] In Figure 4, the second end 122B of the central wing section 106 of the aircraft wing 104 is attached to the second tip wing section 108B of the aircraft wing 104. Figure 3 also shows a closure panel 302B. The closure panel 302B may provide access to a second truss system, such as the second occurrence of the truss system 500 in Figure 5. The second truss system attaches the central wing section 106 of the aircraft wing 104 to the second tip wing section 108B of the aircraft wing 104.
[0027]
[0039] Referring to FIG. 5, a truss system 500 for mounting the central wing section 106 of the aircraft wing 104 to the tip wing section 108 of the aircraft wing 104 is shown according to an exemplary embodiment. The truss system 500 is an arrangement of struts arranged in a triangle. In particular, the truss system 500 is a triangular system of straight interconnected structural elements (e.g., members or struts) connected at nodes. External forces applied to the truss system 500 and reaction forces at the supports are generally applied at the nodes. The truss system 500 may be accessible by a closure panel 302A when the tip wing section 108 corresponds to the tip wing section 108A on the first side 120A of the aircraft fuselage 102. For example, the truss system 500 may be accessible by an access panel opening 590 associated with the closure panel 302A. Alternatively, the truss system 500 may be accessible through a closure panel 302B when the wing tip section 108 corresponds to the wing tip section 108B on the second side 120B of the aircraft fuselage 102. For example, the truss system 500 may be accessible through an access panel opening 590 associated with the closure panel 302B.
[0028]
[0040] The truss system 500 includes one or more stringers 502 (e.g., multiple stringers 502) that extend along the aircraft wing 104. The stringers 502 or stiffeners represent thin strips or beams of material that extend spanwise along the aircraft wing 104 and may be attached to ribs of the aircraft wing 104. The mid-wing section 106 is connected to the tip-wing section 108, such that the mid-wing section 106 and the tip-wing section 108 may include stringers 502 connected together by spars 504, 506, as described below.
[0029]
[0041] The truss system 500 also includes one or more leading spars 504. The leading spars 504 are connected to stringers 502 that extend along the top of the aircraft wing 104 and along the bottom of the aircraft wing 104. To connect the mid-wing section 106 to the tip-wing section 108, the leading spars 504 of the truss system 500 are connected to stringers 502 that extend along the mid-wing section 106 of the aircraft wing 104 and stringers 502 that extend along the tip-wing section 108 of the aircraft wing 104. As shown in FIG. 5, the leading spars 504 may be constructed of members connected together via fasteners. The members of the wing spars 504 may be constructed of metal, wood, or composite materials.
[0030]
[0042] The truss system 500 also includes one or more rear spars 506. The rear spars 506 are connected to stringers 502 that extend along the top of the aircraft wing 104 and along the bottom of the aircraft wing 104. To connect the mid-wing section 106 to the tip-wing section 108, the one or more rear spars 506 of the truss system 500 are connected to stringers 502 that extend along the mid-wing section 106 of the aircraft wing 104 and to stringers 502 that extend along the tip-wing section 108 of the aircraft wing 104. As shown in FIG. 5, the rear spars 506 may be constructed of members connected together via fasteners. The members of the wing spars 506 may be constructed of metal, wood, or composite materials.
[0031]
[0043] Loads may be transferred along one or more stringers 502 , one or more front spars 504 , and one or more rear spars 506 of the truss system 500 .
[0032]
[0044] 6, another truss system 600 for mounting a center wing section 106 of an aircraft wing 104 to a tip wing section 108 of the aircraft wing 104 is shown according to an exemplary embodiment. In one embodiment, the truss system 600 may correspond to the truss system 500 of FIG. 5. The truss system 600 may be accessible by the closure panel 302A if the tip wing section 108 corresponds to the tip wing section 108A on the first side 120A of the aircraft fuselage 102. Alternatively, the truss system 600 may be accessible by the closure panel 302B if the tip wing section 108 corresponds to the tip wing section 108B on the second side 120B of the aircraft fuselage 102.
[0033]
[0045] The truss system 600 includes one or more stringers 502 (e.g., multiple stringers 502) that extend along the aircraft wing 104. The truss system 500 also includes one or more spars 610. The spars 610 of the truss system 600 may correspond to the leading spar 504 of the truss system 500 of FIG. 5, the trailing spar 506 of the truss system 500 of FIG. 5, or both. The spars 610 are coupled to the stringers 502 that extend along the top of the aircraft wing 104 and along the bottom of the aircraft wing 104. To connect the mid-wing section 106 to the tip-wing section 108, the one or more spars 610 of the truss system 600 are coupled to the stringers 502 that extend along the mid-wing section 106 of the aircraft wing 104 and the stringers 502 that extend along the tip-wing section 108 of the aircraft wing 104.
[0034]
[0046] Loads may be transferred along one or more stringers 502 and one or more spars 610 of the truss system 600 .
[0035]
[0047] With reference to FIG. 7, an illustration of a process 700 for constructing an aircraft wing and attaching the aircraft wing to a fuselage is shown in accordance with an illustrative embodiment.
[0036]
[0048] According to a first phase 702 of the process 700, the aircraft wing 104 is constructed (e.g., assembled). For example, during the first phase 702, the central wing section 106 of the aircraft wing 104 is attached to the tip wing section 108A by a first truss system 500A. The first truss system 500A is accessible via a first closure panel 302A. Furthermore, during the first phase 702, the central wing section 106 of the aircraft wing 104 is attached to the tip wing section 108B by a second truss system 500B. The second truss system 500B is accessible via a second closure panel 302B.
[0037]
[0049] According to a second stage 704 of the process 700, the aircraft wing 104 is attached to the aircraft fuselage 102. The second stage 704 is described in more detail below with respect to Figures 9-13. As shown in Figure 7, a center wing closure panel 750 may be used to access the center wing access panel opening 802, as described in more detail with respect to Figure 8. The center wing closure panel 750 may have external fasteners aligned with the inner truss members of the center wing section 106 of the aircraft wing 104. As a result, the center wing closure panel 750 may have a smooth fitting with the center wing section 106 relative to the external fasteners.
[0038]
[0050] With reference to FIG. 8, a bottom view of a mid-wing section 106 of an aircraft wing 104 is illustrated in accordance with an illustrative embodiment.
[0039]
[0051] The mid-wing section 106 of the aircraft wing 104 includes at least one mid-wing access panel opening 802. The mid-wing access panel opening 802 may be accessible through the mid-wing closure panel 750. With respect to the layout and configuration of the aircraft wing 104, the mid-wing access panel opening 802 is between a first access panel opening associated with the first closure panel 302A (e.g., an access panel opening accessing the truss system 500A) and a second access panel opening associated with the second closure panel 302B (e.g., an access panel opening accessing the truss system 500B).
[0040]
[0052] As described above, internal structures and systems relating to the engines 110 and fuel management may be included within the continuous center wing section 106 of the aircraft wing 104. The center wing access panel openings 802 may provide a relatively large area for personnel to access the internal structures and systems included within the continuous center wing section 106. In particular, at least one aircraft system may be accessible through the at least one center wing access panel opening 802. As a non-limiting example, a fuel system may be accessible through the at least one center wing access panel opening 802. Thus, the layout of the center wing access panel openings 802 may improve the feasibility of maintenance operations for the internal structures and systems.
[0041]
[0053] With reference to FIG. 9, an illustration of a process 900 for mounting an aircraft wing to a fuselage is shown in accordance with an illustrative embodiment.
[0042]
[0054] According to the process 900, a closed bracket 904 is coupled to the mid-wing section 106 of the aircraft wing 104. For example, multiple fasteners may be used to couple the closed bracket 904 to a rib 910 of the mid-wing section 106 of the aircraft wing 104. As shown in FIG. 9 , a central portion of the closed bracket 904 may have an inverted letter "V" shape. For example, the central portion of the closed bracket 904 may have a tip comprised of an angled member where the closed bracket 904 meets.
[0043]
[0055] According to the process 900, an open-shaped bracket 902 is coupled to a side of the aircraft fuselage 102 (not shown in FIG. 9 ). For example, multiple fasteners may be used to couple the open-shaped bracket 902 to the aircraft fuselage 102. As shown in FIG. 9 , a central portion of the open-shaped bracket 902 may have an opening shaped to fit into a central portion of a closed-shaped bracket 904. For example, the central portion of the open-shaped bracket 902 may have the shape of an upside-down letter "Y."
[0044]
[0056] To attach an aircraft wing 104 (e.g., a central wing section 106 of the aircraft wing 104) to an aircraft fuselage 102, a process 900 facilitates attachment of an open-shaped bracket 902 to a closed-shaped bracket 904. For example, a tip of the closed-shaped bracket 904 is inserted into an opening in the open-shaped bracket 902. A number of fasteners then connect the open-shaped bracket 902 to the closed-shaped bracket 904. For example, as shown in Figures 10 and 11, the fasteners may pass through the openings in the open-shaped bracket 902, through a member forming the tip of the closed-shaped bracket 904, and through the aircraft fuselage 102.
[0045]
[0057] By inserting the leading edge of the closed-profile bracket 904 into the openings in the open-profile bracket 902, a fewer number of fasteners may be used to attach the aircraft wing 104 to the aircraft fuselage 102. For example, inserting the leading edge of the closed-profile bracket 904 into the openings in the open-profile bracket 902 may provide additional support, reducing the need to have a relatively large amount of fasteners to ensure that the aircraft wing 104 is properly attached to the aircraft fuselage 102.
[0046]
[0058] With reference to FIG. 10, another process 1000 for attaching an aircraft wing to a fuselage is shown in accordance with an illustrative embodiment.
[0047]
[0059] According to the process 1000, the closed-profile bracket 904 is coupled to the central wing section 106 of the aircraft wing 104. For example, a number of fasteners 1010 may be used to couple the closed-profile bracket 904 to a rib 910 of the central wing section 106 of the aircraft wing 104. According to the process 1000, the open-profile bracket 902 is coupled to a side of the aircraft fuselage 102 (not shown in FIG. 10 ). For example, a number of fasteners (not shown in FIG. 10 ) may be used to couple the open-profile bracket 902 to the aircraft fuselage 102.
[0048]
[0060] To attach an aircraft wing 104 (e.g., a central wing section 106 of the aircraft wing 104) to an aircraft fuselage 102, the process 1000 facilitates attachment of an open-shaped bracket 902 to a closed-shaped bracket 904. For example, a tip of the closed-shaped bracket 904 is inserted into an opening in the open-shaped bracket 902. A number of fasteners 1020 then connect the open-shaped bracket 902 to the closed-shaped bracket 904. For example, the fasteners 1020 may pass through the openings in the open-shaped bracket 902, through a member forming the tip of the closed-shaped bracket 904, and through the aircraft fuselage 102.
[0049]
[0061] By inserting the leading edge of the closed-profile bracket 904 into the openings in the open-profile bracket 902, a fewer number of fasteners 1020 may be used to attach the aircraft wing 104 to the aircraft fuselage 102. For example, inserting the leading edge of the closed-profile bracket 904 into the openings in the open-profile bracket 902 may provide support that reduces the need to have a relatively large amount of fasteners to ensure that the aircraft wing 104 is properly attached to the aircraft fuselage 102.
[0050]
[0062] With reference to FIG. 11, another process 1100 for attaching an aircraft wing to a fuselage is shown in accordance with an illustrative embodiment.
[0051]
[0063] According to the process 1100, the closed bracket 904 is coupled to a central wing section 106 of an aircraft wing 104, and the open bracket 902 is coupled to a side of the aircraft fuselage 102. To attach the aircraft wing 104 (e.g., the central wing section 106 of the aircraft wing 104) to the aircraft fuselage 102, the process 1100 facilitates attachment of the open bracket 902 to the closed bracket 904. For example, a tip of the closed bracket 904 is inserted into an opening in the open bracket 902. A number of fasteners 1020 then couple the open bracket 902 to the closed bracket 904. For example, the fasteners 1020 may pass through the openings in the open bracket 902, a member forming the tip of the closed bracket 904, and the aircraft fuselage 102. 11 shows a single fastener 1020, in other embodiments, multiple fasteners 1020 may be used to connect the brackets 902, 904 to the aircraft fuselage 102. As a non-limiting example, in one embodiment, twenty-eight (28) fasteners 1020 (e.g., through bolts) may be used to connect the brackets 902, 904 to the aircraft fuselage 102.
[0052]
[0064] By inserting the leading edge of the closed-profile bracket 904 into the openings in the open-profile bracket 902, a fewer number of fasteners 1020 may be used to attach the aircraft wing 104 to the aircraft fuselage 102. For example, inserting the leading edge of the closed-profile bracket 904 into the openings in the open-profile bracket 902 may provide support that reduces the need to have a relatively large amount of fasteners to ensure that the aircraft wing 104 is properly attached to the aircraft fuselage 102.
[0053]
[0065] FIG. 12 illustrates a flow diagram of a method 1200 according to an example embodiment.
[0054]
[0066] The method 1200 includes, at block 1202, attaching a first tip section of an aircraft wing to a first end of a center wing section of the aircraft wing by a first truss system accessible through a first closure panel. The center wing section has an integral structure extending over a first side of the aircraft fuselage and over a second side of the aircraft fuselage, and the first end of the center wing section is on the first side of the aircraft fuselage. For example, referring to Figures 1 and 7, a first tip section 108A of an aircraft wing 104 is attached to a first end 122A of a center wing section 106 of the aircraft wing 104 by a first truss system 500A accessible through a first closure panel 302A. The central wing section 106 has an integral structure that extends beyond a first side 120A of the aircraft fuselage 102 and beyond a second side 120B of the aircraft fuselage 102, with a first end 122A of the central wing section 106 being on the first side 120A of the aircraft fuselage 102.
[0055]
[0067] The method 1200 also includes, at block 1204, attaching a second tip section of the aircraft wing to a second end of the center wing section by a second truss system accessible through the second closure panel. The second end of the center wing section is on a second side of the aircraft fuselage. For example, referring to Figures 1 and 7, a second tip section 108B of the aircraft wing 104 is attached to a second end 122B of the center wing section 106 by a second truss system 500B accessible through the second closure panel 302B. The second end 122B of the center wing section 106 is on a second side 120B of the aircraft fuselage 102.
[0056]
[0068] The method 1200 also includes, at block 1206, mounting the first engine to the center wing section. The first tip wing section is tip-side from the first engine. For example, referring to FIG. 1, the first engine 110A is mounted to the center wing section 106. The first tip wing section 108A is tip-side from the first engine 110A.
[0057]
[0069] The method 1200 also includes, at block 1208, mounting a second engine to the center wing section. The second tip wing section is tip-side from the second engine. For example, referring to FIG. 1 , the second engine 110B is mounted to the center wing section 106. The second tip wing section 108B is tip-side from the second engine 110B.
[0058]
[0070] According to one implementation of method 1200, the first truss system 500A includes at least one or more stringers 502, one or more front girders 504, and one or more rear girders 506. A first load may be transferred along the one or more stringers 502, the one or more front girders 504, and the one or more rear girders 506. The first truss system 500A may be accessible through a first access panel opening (e.g., access panel opening 590) associated with the first closure panel 302A.
[0059]
[0071] According to one implementation of method 1200, the second truss system 500B includes at least one or more stringers 502, one or more front girders 504, and one or more rear girders 506. The second load may be transferred along the one or more stringers 502, the one or more front girders 504, and the one or more rear girders 506. The second truss system 500B may be accessible through a second access panel opening (e.g., access panel opening 590) associated with the second closure panel 302B.
[0060]
[0072] According to one implementation, the method 1200 includes coupling a first open-profile bracket to a first side of an aircraft fuselage and coupling a first closed-profile bracket to a center wing section at a first location proximate the first side of the aircraft fuselage. For example, the open-profile bracket 902 may be coupled to the first side 120A of the aircraft fuselage 102, and the closed-profile bracket 904 may be coupled to the center wing section 106 at a first location proximate the first side 120A of the aircraft fuselage 102. The method 1200 may also include coupling the first open-profile bracket to the first closed-profile bracket. For example, a fastener 1020 may couple the open-profile bracket 902 to the closed-profile bracket 904.
[0061]
[0073] According to one implementation, the method 1200 includes coupling a second open-profile bracket to a second side of the aircraft fuselage and coupling a second closed-profile bracket to the center wing section at a second location proximate the second side of the aircraft fuselage. For example, the open-profile bracket 902 may be coupled to the second side 120B of the aircraft fuselage 102, and the closed-profile bracket 904 may be coupled to the center wing section 106 at a second location proximate the second side 120B of the aircraft fuselage 102. The method 1200 may also include coupling the second open-profile bracket to the second closed-profile bracket. For example, a fastener 1020 may couple the open-profile bracket 902 to the closed-profile bracket 904.
[0062]
[0074] According to one implementation of the method 1200, the center wing section 106 includes at least one center wing access panel opening 802 accessible through the center wing closure panel 750. The at least one center wing access panel opening 802 is between a first access panel opening associated with the first closure panel 302A and a second access panel opening associated with the second closure panel 302B. According to one implementation of the method 1200, at least one aircraft system is accessible through the at least one center wing access panel opening 802. According to one implementation of the method 1200, a fuel system is accessible through the at least one center wing access panel opening 802.
[0063]
[0075] By constructing the aircraft wing 104 such that the tip wing section 108 is tip-side of the engine 110, the internal structures and systems for the engine 110 and fuel management may be contained within a continuous mid-wing section 106 of the aircraft wing 104. Furthermore, by using a continuous mid-wing section 106 that extends beyond the aircraft fuselage 102, fewer interconnects (e.g., stringers) are required to carry loads through the tip wing section 108, which may translate into fewer fasteners. For example, because of the continuous nature of the mid-wing section 106, the mid-wing section 106 may carry relatively large loads using a reduced amount of fasteners as compared to a smaller mid-wing section that does not extend beyond the aircraft fuselage 102.
[0064]
[0076] Although the system is described herein with particular reference to an aircraft system, or aerospace vehicle, in other embodiments the system may be a vehicle other than an aircraft without departing from the essence of the present disclosure.
[0065]
[0077] In addition, in this specification, an instance where an element is "coupled" to another element may include direct and indirect coupling. A direct coupling may be defined as an element being coupled to another element and having some contact with the other element. An indirect coupling may be defined as a coupling between two elements that are not in direct contact with each other, but have one or more additional elements between the coupled elements. Furthermore, in this specification, fixing an element to another element may include direct fixing and indirect fixing. In addition, in this specification, "adjacent" does not necessarily mean contact. For example, an element may be adjacent to another element without contacting the other element.
[0066]
[0078] As used herein, a system, device, structure, article, element, component, or hardware that is "configured / configured to" perform a particular function is not in fact capable of performing that particular function without any modification, but rather may perform that particular function after further modification. In other words, a system, device, structure, article, element, component, or hardware that is "configured / configured to" perform a particular function is specifically selected, created, implemented, utilized, programmed, and / or designed for the purpose of performing that particular function. As used herein, the term "configured / configured to" means that there are characteristics of the system, device, structure, article, element, component, or hardware that enable the system, device, structure, article, element, component, or hardware to perform the particular function without further modification. In this disclosure, a system, apparatus, structure, article, element, component, or hardware described as being "configured to" perform a particular function may additionally or alternatively be described as being "adapted to" and / or "operative to" perform that function.
[0067]
[0079] The flow diagrams contained herein are generally described as logical flow diagrams. Thus, the order of description and the numbered steps represent one embodiment of the method provided. Other steps and methods may be envisioned that are equivalent in function, logic, or effect to one or more steps or portions of steps of the illustrated method. Furthermore, it is understood that the format and symbols used are provided to describe the logical steps of the method and are not intended to limit the scope of the method. Although various types of arrows and lines may be used in the flow diagrams, these are not intended to limit the scope of the corresponding method. Indeed, some arrows or other connectors may be used only to indicate the logical flow of the method. For example, arrows may indicate an unspecified amount of waiting or monitoring time between the listed steps of the illustrated method. Furthermore, the order in which a particular method occurs may or may not strictly follow the order of the corresponding steps illustrated.
[0068]
[0080] Unless otherwise indicated, the terms "first," "second," etc. are used herein merely as labels and are not intended to impose any sequential, positional, or hierarchical requirements on the items they refer to. Moreover, a reference to, for example, a "second" item does not require or preclude the presence of, for example, a "first" or lower numbered item and / or, for example, a "third" or higher numbered item.
[0069]
[0081] Although the system and method of operation have been described with reference to specific examples, those skilled in the art will recognize that various modifications are possible and that equivalents may be substituted for elements thereof without departing from the scope of the claims. Accordingly, it is not intended that the method and system be limited to the particular examples disclosed, but rather that the disclosed method and system include all embodiments falling within the scope of the appended claims.
Claims
1. An aircraft structure comprising an aircraft wing (104), the aircraft wing (104) comprising: a center wing section (106) having an integral structure extending over a first side (120A) of an aircraft fuselage (102) and over a second side (120B) of the aircraft fuselage (102); a first wing tip section (108A) attached to a first end (122A) of the central wing section (108) by a first truss system (500A) accessible through a first closure panel (302A), the first end (122A) of the central wing section (108) being on the first side (120A) of the aircraft fuselage (102); a second wing tip section (108B) attached to a second end (122B) of the central wing section (108) by a second truss system (500B) accessible through a second closure panel (302B), the second end (122B) of the central wing section (108) being on the second side (120B) of the aircraft fuselage (102); An aircraft structure comprising:
2. a first engine (110A) mounted to the central wing section (106), the first tip section (108A) being tip-side of the first engine (110A); a second engine (110B) mounted on the central wing section (106), the second tip section (108B) being located closer to the tip of the second engine (110B); The aircraft structure of claim 1 further comprising:
3. 2. The aircraft structure of claim 1, wherein the first truss system (500A) comprises at least one or more stringers (502), one or more front spars (504), and one or more rear spars (506), and a first load is transferred along the one or more stringers (502), the one or more front spars (504), and the one or more rear spars (506).
4. 2. The aircraft structure of claim 1, wherein the second truss system (500B) comprises at least one or more stringers (502), one or more front spars (504), and one or more rear spars (506), and a second load is transferred along the one or more stringers (502), the one or more front spars (504), and the one or more rear spars (506).
5. 2. The aircraft structure of claim 1, wherein the first truss system (500A) is accessible through a first access panel opening (590) associated with the first closure panel (302A) and the second truss system (500B) is accessible through a second access panel opening (590) associated with the second closure panel (302B).
6. a first open-shaped bracket (902) coupled to the first side (120A) of the aircraft fuselage (102); a first closed-form bracket (904) coupled to the center-wing section (106) at a first location proximate the first side (120A) of the aircraft fuselage (102), wherein a first tip of the first closed-form bracket (904) is inserted into an opening of the first open-form bracket (902); a first plurality of fasteners (1020) connecting the first open-shaped bracket (902) to the first closed-shaped bracket (904); The aircraft structure of claim 1 further comprising:
7. a second open-shaped bracket (902) coupled to the second side (120B) of the aircraft fuselage (102); a second closed bracket (904) coupled to the center wing section (106) at a second location proximate the second side (120B) of the aircraft fuselage (102), wherein a second tip of the second closed bracket (904) is inserted into an opening of the second open bracket (902); a second plurality of fasteners (1020) connecting the second open-shaped bracket (902) to the second closed-shaped bracket (904); The aircraft structure of claim 6 further comprising:
8. 2. The aircraft structure of claim 1, wherein the mid-wing section (106) comprises at least one mid-wing access panel opening (802) accessible through a mid-wing closure panel (750), the at least one mid-wing access panel opening (802) being between a first access panel opening associated with the first closure panel (302A) and a second access panel opening associated with the second closure panel (302B).
9. The aircraft structure of claim 8 , wherein at least one aircraft system is accessible through the at least one center wing access panel opening (802).
10. The aircraft structure of claim 8 , wherein a fuel system is accessible through the at least one center wing access panel opening (802).
11. A method (1200) for manufacturing an aircraft structure, comprising the steps of: attaching (1202) a first wing tip section (108A) of an aircraft wing (104) to a first end (122A) of a central wing section (106) of the aircraft wing (104) by a first truss system (500A) accessible through a first closure panel (302A), the central wing section (106) having an integral structure extending beyond a first side (120A) of an aircraft fuselage (102) and beyond a second side (120B) of the aircraft fuselage (102), the first end (122A) of the central wing section (106) being on the first side (120A) of the aircraft fuselage (102); attaching (1204) a second wing tip section (108B) of the aircraft wing (104) to a second end (122B) of the central wing section (106) by a second truss system (500B) accessible through a second closure panel (302B), the second end (122B) of the central wing section (106) being on the second side (120B) of the aircraft fuselage (102); mounting (1206) a first engine (110A) to the central wing section (106), the first tip wing section (108A) being tip-side of the first engine (110A); mounting (1208) a second engine (110B) on the central wing section (106), the second tip section (108B) being more tip-side than the second engine (110B); The method (1200).
12. 12. The method (1200) of claim 11, wherein the first truss system (500A) comprises at least one or more stringers (502), one or more front girders (504), and one or more rear girders (506), and a first load is transferred along the one or more stringers (502), the one or more front girders (504), and the one or more rear girders (506).
13. 13. The method (1200) of claim 12, wherein the second truss system (500B) comprises at least one or more stringers (502), one or more front girders (504), and one or more rear girders (506), and a second load is transferred along the one or more stringers (502), the one or more front girders (504), and the one or more rear girders (506).
14. 12. The method (1200) of claim 11, wherein the first truss system (500A) is accessible through a first access panel opening (590) associated with the first closure panel (302A) and the second truss system (500B) is accessible through a second access panel opening (590) associated with the second closure panel (302B).
15. coupling a first open-shaped bracket (902) to the first side (120A) of the aircraft fuselage (102); coupling a first closed-profile bracket to the center-wing section at a first location proximate the first side of the aircraft fuselage, wherein a first tip of the first closed-profile bracket is inserted into an opening of the first open-profile bracket; connecting said first open-shaped bracket (902) to said first closed-shaped bracket (904); 12. The method of claim 11, further comprising:
16. coupling a second open-shaped bracket (902) to the second side (120B) of the aircraft fuselage (102); coupling a second closed bracket (904) to the center wing section (106) at a second location proximate the second side (120B) of the aircraft fuselage (102), wherein a second tip of the second closed bracket (904) is inserted into an opening of the second open bracket (902); connecting said second open-shaped bracket (902) to said second closed-shaped bracket (904); 20. The method of claim 15, further comprising:
17. An aircraft (100), A fuselage (102); An aircraft wing (104), comprising: a center wing section (106) having an integral structure extending across a first side (120A) of the fuselage (102) and across a second side (120B) of the fuselage (102); a first wing tip section (108A) attached to a first end (122A) of the central wing section (106) by a first truss system (500A) accessible through a first closure panel (302A), the first end (122A) of the central wing section (106) being on the first side (120A) of the fuselage (102); and a second wing tip section (108B) attached to a second end (122B) of the central wing section (106) by a second truss system (500B) accessible through a second closure panel (302B), the second end (122B) of the central wing section (106) being on the second side (120A) of the fuselage (102); an aircraft wing (104) comprising: a first engine (110A) mounted to the central wing section (106), the first tip section (108A) being tip-side of the first engine (110A); a second engine (110B) mounted on the central wing section (106), the second tip section (108B) being located closer to the tip of the second engine (110B); An aircraft (100).
18. a first open-shaped bracket (902) coupled to the first side (120A) of the fuselage (102); a first closed-form bracket (904) coupled to the center wing section (106) at a first location proximate the first side (120A) of the fuselage (102), a first tip of the first closed-form bracket (904) being inserted into an opening of the first open-form bracket (902); a first plurality of fasteners (1020) connecting the first open-shaped bracket (902) to the first closed-shaped bracket (904); 20. The aircraft (100) of claim 17, further comprising:
19. a second open-shaped bracket (902) coupled to the second side (120B) of the fuselage (102); a second closed bracket (904) coupled to the center wing section (106) at a second location proximate the second side (120B) of the fuselage (102), a second tip of the second closed bracket (904) being inserted into an opening of the second open bracket (902); a second plurality of fasteners (1020) connecting the second open-shaped bracket (902) to the second closed-shaped bracket (904); 20. The aircraft (100) of claim 18, further comprising:
20. 18. The aircraft (100) of claim 17, wherein the center wing section (106) comprises at least one center wing access panel opening (802) accessible through a center wing closure panel (750), the at least one center wing access panel opening (802) being between a first access panel opening associated with the first closure panel (302A) and a second access panel opening associated with the second closure panel (302B).