Support structure of tip part of air vehicle and air vehicle

Abstract

To reduce occurrence of heat stress in a connection portion between a tip part and an airframe body of an air vehicle.SOLUTION: A support structure of a tip part of an air vehicle according to at least one embodiment of the disclosure is a support structure of a tip part of an air vehicle which flies at a speed higher than or equal to a supersonic speed. The support structure includes: a first member forming an outer panel of the tip part; and at least one second member which is provided at the inner side of an outline of the outer panel, is connected to the outer panel, and has a linear expansion coefficient greater than that of the first member. The second member includes: a first connection part connected to the first member; and a second connection part which is connected to the first member but is different from the first connection part. The second member has a curved shape or bent shape which extends in a path different from a virtual straight line connecting the first connection part to the second connection part between the first connection part and the second connection part.SELECTED DRAWING: Figure 4A

Description

[Technical field]

[0001] The present disclosure relates to a support structure for a tip portion of an air vehicle, and the air vehicle. [Background technology]

[0002] In an aircraft flying at a speed faster than supersonic speed, the tip of the aircraft becomes extremely hot due to aerodynamic heating, etc. Therefore, a structure for reducing the occurrence of thermal stress due to the difference in linear expansion coefficient at the connection part between the tip of the aircraft and the main body is known (for example, see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 3840391 Summary of the Invention [Problem to be solved by the invention]

[0004] However, as the flight speed of the flying object increases and aerodynamic heating becomes more severe, further measures will be required to reduce the occurrence of thermal stress at the connection between the tip of the flying object and the main body of the aircraft.

[0005] In view of the above circumstances, at least one embodiment of the present disclosure aims to reduce the occurrence of thermal stress at the connection portion between the tip end of an aircraft and the main body of the aircraft. [Means for solving the problem]

[0006] (1) A support structure for a tip portion of an aircraft according to at least one embodiment of the present disclosure includes: A support structure for the tip of an aircraft flying at a speed faster than supersonic speed, A first member constituting an outer plate of the tip portion; at least one second member, the second member being disposed inside the contour of the skin and connected to the skin, the second member having a linear expansion coefficient greater than that of the first member; Equipped with The second member is a first connection portion with the first member and a second connection portion with the first member different from the first connection portion; The first connection portion and the second connection portion have a curved or bent shape that extends along a path different from a virtual straight line connecting the first connection portion and the second connection portion.

[0007] (2) At least one embodiment of the aircraft of the present disclosure includes a support structure for the tip of the aircraft having the configuration described in (1) above; Equipped with. Effect of the Invention

[0008] According to at least one embodiment of the present disclosure, it is possible to reduce the occurrence of thermal stress at the connection portion between the tip of an aircraft and the main body of the aircraft. [Brief description of the drawings]

[0009] [Figure 1] 1 is a diagram showing a schematic configuration of the vicinity of the tip of an aircraft equipped with a support structure according to some embodiments. FIG. [Diagram 2] FIG. 2 is a view taken along the line AA in FIG. 1, and shows a schematic diagram of an example of the tip of the flying object. [Diagram 3] FIG. 2 is a view taken along the line A'-A' of FIG. 1, and shows a schematic diagram of another example of the tip portion of the flying object. [Figure 4A] 1, and is a schematic diagram showing an example of a side plate in an aircraft having a tip portion shown in FIG. 2. FIG. [Figure 4B] 1, and is a schematic view of another example of a side plate in an aircraft having a tip portion shown in FIG. 2. FIG. [Figure 5A] 1, and is a schematic view of another example of a side plate in an aircraft having a tip portion shown in FIG. 2. FIG. [Figure 5B] 1, and is a schematic view of another example of a side plate in an aircraft having a tip portion shown in FIG. 2. FIG. [Figure 6A] 1, and is a view taken along the line B'-B' of FIG. 1, and is a schematic diagram showing an example of a side plate in an aircraft having the tip portion shown in FIG. [Figure 6B] 1, and is a view taken along the line B'-B' of FIG. 1, and is a schematic diagram showing another example of a side plate in an aircraft having the tip portion shown in FIG. [Figure 7A] 1, and is a view taken along the line B'-B' of FIG. 1, and is a schematic diagram showing another example of a side plate in an aircraft having the tip portion shown in FIG. [Figure 7B] 1, and is a view taken along the line B'-B' of FIG. 1, and is a schematic diagram showing another example of a side plate in an aircraft having the tip portion shown in FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, some embodiments of the present disclosure will be described with reference to the accompanying drawings. However, the dimensions, materials, shapes, relative arrangements, etc. of components described as the embodiments or shown in the drawings are merely illustrative examples and are not intended to limit the scope of the present disclosure. For example, expressions expressing relative or absolute configuration, such as "in a certain direction," "along a certain direction," "parallel," "orthogonal," "center," "concentric," or "coaxial," not only strictly express such a configuration, but also express a state in which there is a relative displacement with a tolerance or an angle or distance to the extent that the same function is obtained. For example, expressions indicating that things are in an equal state, such as "identical," "equal," and "homogeneous," not only indicate a state of strict equality, but also indicate a state in which there is a tolerance or a difference to the extent that the same function is obtained. For example, expressions describing shapes such as a rectangular shape or a cylindrical shape do not only refer to rectangular shapes, cylindrical shapes, etc. in the strict geometric sense, but also refer to shapes that include uneven portions, chamfered portions, etc., to the extent that the same effect is obtained. On the other hand, the expressions "comprise," "include," "have," "includes," or "have" of one element are not exclusive expressions excluding the presence of other elements.

[0011] FIG. 1 is a diagram illustrating a schematic configuration in the vicinity of a tip of an aircraft equipped with a support structure according to some embodiments. FIG. 2 is a view taken along the line AA in FIG. 1, and shows a schematic diagram of an example of the tip of the flying object. FIG. 3 is a view taken along the line A'-A' in FIG. 1, and shows a schematic diagram of another example of the tip portion of the flying object. The aircraft 1 according to some embodiments is an aircraft capable of flying at supersonic speeds or faster, and has a tip portion 3 attached to the tip of an aircraft body 2 via a side plate 10 and a bracket 4.

[0012] In the aircraft 1 according to some embodiments, the side plate 10 is a member that supports the first member 11 constituting the outer plate 31 of the tip portion 3, and is configured to extend along one possible plane that extends in a direction intersecting the extension direction of the aircraft axis AX (in the illustrated embodiment, in a direction perpendicular to the extension direction of the aircraft axis AX) at the rear of the tip portion 3. In the aircraft 1 according to some embodiments, the side plate 10 is attached to the outer plate 31 of the tip portion 3 on the outer periphery side away from the aircraft axis AX by fasteners (not shown), such as rivets or bolts. In the aircraft 1 according to some embodiments, the side plate 10 is attached to a bracket 4 (described later) by fasteners (not shown), such as rivets or bolts, in an inner region relatively close to the aircraft axis AX. The side plate 10 will be described in detail later.

[0013] In the aircraft 1 according to some embodiments, the bracket 4 is a support member that connects the side plate 10 and the main structure 21 of the main body 2 .

[0014] In some embodiments of the aircraft 1, as shown in FIG. 2, an example tip portion 3 has a flattened shape, with the lower surface being relatively flat, and the upper region being formed so that the distance from the lower surface increases toward the rear of the aircraft (to the right as shown). In some embodiments of the aircraft 1, as shown in FIG. 3, the tip portion 3, as another example, is formed so that its radial size about the axis AX increases toward the rear of the aircraft (to the right in the figure).

[0015] In an aircraft flying at a speed faster than supersonic speed, the tip of the aircraft becomes extremely hot due to aerodynamic heating, etc. Therefore, in an aircraft 1 according to some embodiments, a material having better heat resistance than nickel-based heat-resistant alloys, such as ceramic matrix composites (CMC), is used for the outer plate 31 of the tip portion 3. In an aircraft 1 according to some embodiments, the material of the outer plate 31 is, for example, a ceramic matrix composite (CMC), a fiber aggregate ceramic, a porous body mainly made of SiC, etc. In addition, in the aircraft 1 according to some embodiments, the side plates 10 are made of a material such as a nickel-based superalloy or an aluminum alloy. Therefore, the linear expansion coefficient of the material of the side plate 10 is greater than the linear expansion coefficient of the material of the outer plate 31. As a result, when the tip 3 of the aircraft 1 is heated by aerodynamic heating or the like, the thermal expansion of the side plate 10 is greater than that of the outer plate 31, and there is a risk that undesirable thermal stress will act on the outer plate 31.

[0016] Therefore, in the support structure 100 for the tip portion 3 of the aircraft 1 according to some embodiments, undesirable thermal stress acting on the outer plate 31 is suppressed as follows.

[0017] FIG. 4A is a view taken along the line BB in FIG. 1, and shows a schematic diagram of an example of a side plate 10 in the aircraft 1 having the tip portion 3 shown in FIG. FIG. 4B is a view taken along the line BB in FIG. 1, and illustrates a schematic diagram of another example of the side plate 10 in the aircraft 1 having the tip portion 3 shown in FIG. FIG. 5A is a view taken along the line BB in FIG. 1, and shows a schematic diagram of another example of the side plate 10 in the aircraft 1 having the tip portion 3 shown in FIG. FIG. 5B is a view taken along the line BB in FIG. 1, and illustrates a schematic diagram of another example of the side plate 10 in the aircraft 1 having the tip portion 3 shown in FIG. 6A is a view taken along the line B'-B' of FIG. 1, and shows a schematic diagram of an example of a side plate 10 in the aircraft 1 having the tip portion 3 shown in FIG. 6B is a view taken along the line B'-B' in FIG. 1, and shows a schematic diagram of another example of the side plate 10 in the aircraft 1 having the tip portion 3 shown in FIG. 7A is a view taken along the line B'-B' in FIG. 1, and shows a schematic diagram of another example of the side plate 10 in the aircraft 1 having the tip portion 3 shown in FIG. 7B is a view taken along the line B'-B' in FIG. 1, and shows a schematic diagram of another example of the side plate 10 in the aircraft 1 having the tip portion 3 shown in FIG.

[0018] 4A to 7B according to some embodiments, the side plate 10 includes at least one second member 12 having a larger linear expansion coefficient than the first member 11 (outer plate 31), which is provided inside the contour of the outer plate 31 and connected to the outer plate 31. In the side plate 10 according to some embodiments shown in FIG. 4A to 7B, the second member 12 functions as a beam provided between the first member 11 and the bracket 4. For example, the side plate 10 shown in Figures 4A to 5B includes four second members 12. The four second members 12 shown in Figures 4A to 5B include two second members 12A provided at positions relatively close to the center of the machine body 2 (positions close to the center of the tip portion 3 in the vertical and horizontal directions shown in the figure) and two second members 12B provided at positions farther from the center of the machine body 2 than the two second members 12A (positions farther from the center of the tip portion 3 in the vertical and horizontal directions shown in the figure). For example, the side plate 10 shown in FIGS. 6A to 7B includes one second member 12. In addition, in Fig. 4A to Fig. 7B, the second member 12 is illustrated surrounded by a two-dot chain line.

[0019] The second member 12 according to some embodiments shown in FIGS. 4A to 7B has a connection portion 120 with the first member 11. For example, the second member 12 shown in FIGS. 4A to 5B has two connection portions 120 provided on both ends of the second member 12. For example, the second member 12 shown in FIGS. 6A to 7B has a plurality of (six in the illustrated example) connection portions 120 provided at the end portion on the outer circumferential side. In addition, in the support structure 100 according to some embodiments shown in FIGS. 4A to 7B, a heat insulating material 5 is disposed between the first member 11 and the connection portion 120.

[0020] For ease of explanation, one of the two connection parts 120 provided at both ends of the second member 12 in the second member 12 shown in Figures 4A to 5B is also referred to as a first connection part. Furthermore, when one of the two connection parts 120 provided at both ends of the second member 12 in the second member 12 shown in Figures 4A to 5B is referred to as a first connection part 120, the other connection part 120 is referred to as a second connection part 120. Any one of the multiple connection parts 120 in the second member 12 shown in Figures 6A to 7B is also referred to as a first connection part. In addition, when any one of the multiple connection parts 120 in the second member 12 shown in Figures 6A to 7B is referred to as a first connection part, the other connection parts 120 are referred to as second connection parts 120. That is, the second member 12 in some embodiments shown in Figures 4A to 7B has a first connection portion 120 with the first member 11 and a second connection portion 120 with the first member 11 that is different from the first connection portion 120.

[0021] The second member 12 in some embodiments shown in Figures 4A to 7B has a curved or bent shape that extends between the first connection portion 120 and the second connection portion 120 along a path different from the virtual straight line Lv1 (see Figure 4A) connecting the first connection portion 120 and the second connection portion 120. The second member 12 shown in FIGS. 4A and 4B has a curved shape that extends along a path different from the imaginary straight line Lv1 that connects the first connection portion 120 and the second connection portion 120. The second member 12 shown in FIGS. 5A and 5B has a bent shape that extends along a path different from the imaginary straight line Lv1 that connects the first connection portion 120 and the second connection portion 120.

[0022] 6A and 6B has a curved shape that extends along a path different from the imaginary straight line Lv1 that connects the first connection portion 120 and the second connection portion 120. That is, if the connection portion 120 illustrated at the 12 o'clock position in FIG. 6A and 6B is the first connection portion 120, the connection portions 120 illustrated at the 2 o'clock, 4 o'clock, 6 o'clock, 8 o'clock, and 10 o'clock positions are the second connection portion 120. In this case, the virtual straight line Lv1 connecting the first connection portion 120 and the second connection portion 120 is a virtual straight line Lv1 connecting the connection portions 120 illustrated at the 12 o'clock and 2 o'clock positions, a virtual straight line Lv1 connecting the connection portions 120 illustrated at the 12 o'clock and 4 o'clock positions, a virtual straight line Lv1 connecting the connection portions 120 illustrated at the 12 o'clock and 6 o'clock positions, a virtual straight line Lv1 connecting the connection portions 120 illustrated at the 12 o'clock and 8 o'clock positions, and a virtual straight line Lv1 connecting the connection portions 120 illustrated at the 12 o'clock and 10 o'clock positions.

[0023] The second member 12 shown in FIGS. 7A and 7B has a bent shape that extends along a path different from the imaginary straight line Lv1 that connects the first connection portion 120 and the second connection portion 120.

[0024] 4A to 7B, even if the tip 3 of the aircraft 1 is heated by aerodynamic heating or the like, and the second member 12 undergoes greater thermal expansion than the first member 11 due to the difference in linear expansion coefficient between the first member 11 and the second member 12, the curved or bent region of the second member 12 deforms relatively easily, thereby reducing the thermal stress acting on the first member 11 due to the thermal expansion of the second member 12. This reduces the generation of thermal stress in the connection portion 120, which is the connection portion between the tip 3 of the aircraft 1 and the airframe main body 2. Furthermore, in an aircraft 1 equipped with a side plate 10 according to some of the embodiments shown in Figures 4A to 7B, the occurrence of thermal stress at the connection portion 120, which is the connection portion between the tip portion 3 of the aircraft 1 and the main body 2 of the aircraft, can be reduced.

[0025] The second member 12 shown in Figures 6A and 7A is an example used when it is desired to suppress as much as possible the relative rotation between the tip end 3 and the main body 2 (clockwise or counterclockwise rotation within the plane of Figures 6A and 7A) due to thermal expansion of the second member 12. The second member 12 shown in Figures 6B and 7B is an example used when relative rotation between the tip end 3 and the main body 2 (clockwise or counterclockwise rotation within the plane of Figures 6A and 7A) is permitted due to thermal expansion of the second member 12.

[0026] In some embodiments of the side plate 10 shown in Figures 4A to 7B, at least one of the second members 12 has an attachment portion 123 that is attached to a bracket 4, and is connected to the aircraft body 2 side (main structure 21) of the aircraft 1 via the bracket 4 attached to the attachment portion 123. As a result, the bracket 4 is included in the heat input path from the first member 11 (outer plate 31) that constitutes the tip portion 3 of the aircraft 1 to the aircraft main body 2, so that the heat input path from the first member 11 to the aircraft main body 2 can be made relatively long, and the heat input from the first member 11 to the aircraft main body 2 can be reduced. In addition, in the side plate 10 shown in Figures 4A to 5B, the mounting portion 123 is provided on two of the four second members 12A that are located relatively close to the center of the aircraft main body 2 (positions close to the center of the tip portion 3 in the vertical and horizontal directions as shown in the figure). In the side plate 10 shown in Figures 6A to 7B, the mounting portion 123 is provided on the second member 12 at a position relatively close to the center of the main body 2 (a position close to the center of the tip portion 3 in the vertical and horizontal directions as shown in the figure). In addition, in some embodiments of the side plate 10 shown in Figures 4A to 7B, when the side plate 10 is used to maintain the shape of the first member 11 (outer panel 31) but there is no need to use the side plate 10 to attach the first member 11 (outer panel 31) to the aircraft body 2, the mounting portion 123 is not necessary.

[0027] In some embodiments of the side plate 10 shown in Figures 4A to 7B, at least one of the second members 12 has a curved or bent shape that extends between the first connection portion 120 and the mounting portion 123 along a path different from the virtual straight line Lv2 connecting the first connection portion 120 and the mounting portion 123. As a result, the curved or bent area between the first connection portion 120 and the mounting portion 123 can deform relatively easily, thereby reducing the thermal stress acting on the first member 11 due to the thermal expansion of the second member 12.

[0028] In some embodiments of the side plate 10 shown in Figures 4A to 7B, the second member 12 extends along a virtual plane Pv (see Figure 1) that extends in a direction intersecting the extension direction of the aircraft axis AX of the aircraft 1, more specifically, in a direction perpendicular to the extension direction of the aircraft axis AX. This makes it possible to reduce the deviation in the relative position between the tip portion 3 and the aircraft body 2 in the direction of the aircraft axis AX caused by deformation of the second member 12.

[0029] In the side plate 10 according to some embodiments shown in Fig. 4A to Fig. 5B, the second member 12 includes two adjacent second members 12A, 12B. In the side plate 10 according to some embodiments shown in Fig. 4A to Fig. 5B, a third member 13 having a larger linear expansion coefficient than the first member 11 is provided, which is connected to both of the two adjacent second members 12A, 12B. The third member 13 has a curved or bent shape that extends between a connection portion 130 with one of the two adjacent second members 12A, 12B (the second member 12A) and a connection portion 130 with the other of the two adjacent second members 12 (the second member 12B) along a path different from the imaginary straight line Lv3 that connects the connection portion 130 with one of the two adjacent second members 12A and 12B and the connection portion 130 with the other of the two adjacent second members 12.

[0030] In the side plate 10 according to some embodiments shown in Figures 4A and 4B, the third member 13 has a curved shape that extends between a connection portion 130 with one of the two adjacent second members 12A, 12B (second member 12A) and a connection portion 130 with the other of the two adjacent second members 12A, 12B (second member 12B) along a path different from a virtual straight line Lv3 connecting the connection portion 130 with one and the connection portion 130 with the other. In the side plate 10 according to some embodiments shown in Figures 5A and 5B, the third member 13 has a bent shape that extends between a connection portion 130 with one of the two adjacent second members 12A, 12B (second member 12A) and a connection portion 130 with the other of the two adjacent second members 12A, 12B (second member 12B) along a path different from a virtual straight line Lv3 connecting the connection portion 130 with one and the connection portion 130 with the other.

[0031] This makes it possible to improve the support rigidity of the first member 11 by the two adjacent second members 12A, 12B by connecting the two adjacent second members 12A, 12B with the third member 13. Furthermore, according to the side plate 10 according to some embodiments shown in Figures 4A to 6B, the curved or bent region of the third member 13 deforms relatively easily, so that the thermal stress acting on the first member 11 via the second member 12 due to the thermal expansion of the third member 13 can be reduced.

[0032] In addition, as shown in Figures 4A to 5B, when the second member 12 includes two second members 12A, 12B that are different distances from the mounting portion 123, the thickness of the third member 13 in a region close to the second member 12B that is the greater distance from the mounting portion 123 of the two second members 12A, 12B may be thinner than the thickness of the third member 13 in a region close to the second member 12A that is the shorter distance from the mounting portion 123. Furthermore, the number of third members 13 connecting two adjacent second members 12A, 12B is not limited to one, but may be two or more. The third member 13 may have a shape that branches midway, as shown in Figures 4B and 5B, and may be connected to the second member 12A that is closer to the attachment portion 123 than the second member 12B, at two or more connection portions 130. In the example shown in Figures 4B and 5B, the third member 13 branches midway, and is connected to the second member 12A that is closer to the attachment portion 123 than the second member 12B, at two connection portions 130.

[0033] In some embodiments of the side plate 10 shown in Figures 6A to 7B, the arm portion 125 of the second member 12 extending from the mounting portion 123 to the connection portion 120 may be connected to another arm portion 125 adjacent to the arm portion 125 in the circumferential direction centered on the axis AX by a fourth member 14 having a curved or bent shape similar to the third member 13 described above and having a linear expansion coefficient greater than that of the first member 11.

[0034] In some embodiments of the side plate 10 shown in Figures 4A to 5B, the third member 13 extends along a virtual plane Pv (see Figure 1) that extends in a direction intersecting the extension direction of the aircraft axis AX of the aircraft 1, more specifically, in a direction perpendicular to the extension direction of the aircraft axis AX. If the third member 13 were to extend along the direction of the aircraft axis AX, the thermal stress that the second member 12 would experience due to the thermal expansion of the third member 13 would cause the second member 12 to deform in the direction of the aircraft axis AX, making it more likely that the relative positions of the tip portion 3 and the aircraft body 2 in the direction of the aircraft axis AX would shift. 4A to 5B, the second member 12 is less likely to deform in the direction of the aircraft axis AX even if the third member 13 thermally expands, compared to when the third member 13 extends along the direction of the aircraft axis AX. This makes it possible to reduce deviation in the relative position between the tip portion 3 and the aircraft main body 2 in the direction of the aircraft axis AX caused by deformation of the second member 12.

[0035] In some embodiments of the support structure 100, the first member 11 may have a flat shape when viewed from the rear of the aircraft 1 along the extension direction of the aircraft axis AX (see Figures 1 and 2). According to the support structure 100 according to some embodiments, even if the first member 11 has a flat shape as described above, the thermal stress acting on the first member 11 due to the thermal expansion of the second member 12 can be reduced.

[0036] In some embodiments of the support structure 100, as shown in Figures 4A to 5B, the first connection portion 120 may be connected to an area on one side of the short side direction (the vertical direction in the figure) of the flat shape of the first member 11, and the second connection portion 120 may be connected to an area on the other side of the short side direction of the first member 11. This makes it possible to reduce deformation of the first member 11 in the short side direction.

[0037] 4A to 5B, the second member 12 may include two second members 12A and 12B that are different in distance from the mounting portion 123. Of the two second members 12A and 12B, the second member 12B that is farther away from the mounting portion 123 may be thinner than the second member 12A that is closer to the mounting portion 123. Even if the rigidity of second member 12B located farther from mounting portion 123 is reduced than that of second member 12A located closer from mounting portion 123, the effect on the support rigidity of first member 11 is relatively small. According to the support structure 100 shown in Figures 4A to 5B, by reducing the thickness of the second member 12B that is farther from the mounting portion 123 than the two second members 12A, 12B that are different distances from the mounting portion 123, it is possible to reduce the weight while reducing the effect on the supporting rigidity of the first member 11.

[0038] In some embodiments of the support structure 100, the first member may have a circular shape when viewed from the rear of the aircraft along the extension direction of the aircraft axis (see FIGS. 1 and 3). According to the support structure 100 according to some embodiments, even if the first member 11 has a circular shape as described above, it is possible to reduce the thermal stress acting on the first member 11 due to the thermal expansion of the second member 12.

[0039] The present disclosure is not limited to the above-described embodiments, and includes modifications to the above-described embodiments and appropriate combinations of these modifications.

[0040] The contents described in each of the above embodiments can be understood, for example, as follows. (1) The support structure 100 for the tip 3 of the aircraft 1 according to at least one embodiment of the present disclosure is a support structure for the tip 3 of the aircraft 1 that flies at a speed equal to or faster than supersonic speed. The support structure 100 for the tip 3 of the aircraft 1 according to at least one embodiment of the present disclosure includes a first member 11 constituting an outer plate 31 of the tip 3, and at least one second member 12 that is provided inside the contour of the outer plate 31 and connected to the outer plate 31 and has a linear expansion coefficient greater than that of the first member 11. The second member 12 has a first connection portion 120 with the first member 11 and a second connection portion 120 with the first member 11 that is different from the first connection portion 120. The second member 12 has a curved or bent shape that extends between the first connection portion 120 and the second connection portion 120 along a path different from the virtual straight line Lv1 that connects the first connection portion 120 and the second connection portion 120.

[0041] According to the configuration (1) above, even if the tip 3 of the flying object 1 is heated by aerodynamic heating or the like, and the second member 12 undergoes greater thermal expansion than the first member 11 due to the difference in linear expansion coefficient between the first member 11 and the second member 12, the curved or bent region of the second member 12 deforms relatively easily, thereby reducing the thermal stress acting on the first member 11 due to the thermal expansion of the second member 12. This makes it possible to reduce the generation of thermal stress in the connection portion (connection portion 120) between the tip 3 of the flying object 1 and the airframe main body 2 side.

[0042] (2) In some embodiments, in the configuration of (1) above, at least one of the second members 12 has an attachment portion 123 that is attached to a bracket 4, and is connected to the aircraft body 2 side of the aircraft 1 via a bracket 4 attached to the attachment portion 123.

[0043] According to the above configuration (2), the bracket 4 is included in the heat input path from the first member 11 constituting the tip portion 3 of the aircraft 1 to the aircraft main body 2, so that the heat input path from the first member 11 to the aircraft main body 2 can be made relatively long, and the heat input from the first member 11 to the aircraft main body 2 can be reduced.

[0044] (3) In some embodiments, in the configuration of (2) above, at least one of the second members 12 may have a curved or bent shape that extends between the first connection portion 120 and the mounting portion 123 along a path different from the virtual straight line Lv2 connecting the first connection portion 120 and the mounting portion 123.

[0045] According to the above configuration (3), the curved or bent area between the first connection portion 120 and the mounting portion 123 deforms relatively easily, thereby reducing the thermal stress acting on the first member 11 due to the thermal expansion of the second member 12.

[0046] (4) In some embodiments, in any of the configurations (1) to (3) above, the second member 12 may extend along an imaginary plane Pv extending in a direction intersecting the extension direction of the aircraft axis AX of the aircraft 1.

[0047] According to the above configuration (4), the deformation of the second member 12 can reduce the deviation of the relative position between the tip portion 3 and the aircraft body 2 in the direction of the aircraft axis AX.

[0048] (5) In some embodiments, in any of the configurations (1) to (4) above, the second member 12 may include two adjacent second members 12A, 12B. In some embodiments, a third member 13 having a linear expansion coefficient larger than that of the first member 11 may be provided, which is connected to both of the two adjacent second members 12A, 12B. The third member 13 may have a curved or bent shape that extends between a connection portion 130 with one of the two adjacent second members 12A, 12B (the second member 12A) and a connection portion 130 with the other of the two adjacent second members 12A, 12B (the second member 12B) along a path different from the imaginary straight line Lv3 that connects the connection portion 130 with one of the two adjacent second members 12A, 12B and the connection portion 130 with the other of the two adjacent second members 12A, 12B.

[0049] According to the above configuration (5), it is possible to improve the supporting rigidity of the first member 11 by the two adjacent second members 12A, 12B by connecting the two adjacent second members 12A, 12B with the third member 13. According to the above configuration (5), it is possible to reduce the thermal stress acting on the first member 11 via the second member 12 due to the thermal expansion of the third member 13, since the curved or bent region of the third member 13 deforms relatively easily.

[0050] (6) In some embodiments, in the configuration of (5) above, the third member 13 may extend along an imaginary plane Pv that extends in a direction intersecting with the extension direction of the aircraft axis AX of the aircraft 1.

[0051] If the third member 13 were to extend along the direction of the aircraft axis AX, the thermal stress that the second member 12 would experience due to the thermal expansion of the third member 13 would cause the second member 12 to deform in the direction of the aircraft axis AX, making it more likely that the relative positions of the tip portion 3 and the aircraft body 2 in the direction of the aircraft axis AX would shift. According to the above configuration (6), the second member 12 is less likely to deform in the direction of the aircraft axis AX even if the third member 13 thermally expands, compared to when the third member 13 extends along the direction of the aircraft axis AX. This makes it possible to reduce deviation in the relative position between the tip portion 3 and the aircraft main body 2 in the direction of the aircraft axis AX due to deformation of the second member 12.

[0052] (7) In some embodiments, in any of the configurations (1) to (6) above, the first member 11 may have a flattened shape when viewed from the rear of the aircraft 1 along the extension direction of the aircraft axis AX of the aircraft 1.

[0053] According to the above configuration (7), even if the first member 11 has a flat shape as described above, the thermal stress acting on the first member 11 due to the thermal expansion of the second member 12 can be reduced.

[0054] (8) In some embodiments, in the configuration of (7) above, the first connection portion 120 may be connected to an area on one side of the short side of the flat shape of the first member 11, and the second connection portion 120 may be connected to an area on the other side of the short side of the first member 11.

[0055] According to the above configuration (8), the deformation of the first member 11 in the short side direction can be reduced.

[0056] (9) In some embodiments, in the configuration of (2) or (3) above, the second member 12 may include two second members 12A, 12B that are different in distance from the mounting portion 123. Of the two second members 12A, 12B, the second member 12B that is farther away from the mounting portion 123 may be thinner than the second member 12A that is closer away from the mounting portion 123.

[0057] According to the above configuration (9), by reducing the thickness of the second member 12B that is farther from the mounting portion 123 than the two second members 12A, 12B that are different distances from the mounting portion 123, it is possible to reduce the weight while reducing the effect on the supporting rigidity of the first member 11.

[0058] (10) In some embodiments, in any of the configurations (1) to (6) above, the first member 11 may have a circular shape when viewed from the rear of the aircraft 1 along the extension direction of the aircraft axis AX of the aircraft 1.

[0059] According to the above configuration (10), even if the first member 11 has a circular shape as described above, the thermal stress acting on the first member 11 due to the thermal expansion of the second member 12 can be reduced.

[0060] (11) An aircraft 1 according to at least one embodiment of the present disclosure includes a support structure 100 for the tip portion 3 of the aircraft 1 having any of the configurations (1) to (10) described above.

[0061] According to the above configuration (11), the occurrence of thermal stress in the connection portion (connection portion 120) between the tip portion 3 of the aircraft 1 and the main body 2 can be reduced. [Explanation of symbols]

[0062] 1. Flying object 2. Aircraft body 3 Tip 4 Bracket 10 Side Plate 11 First member 12, 12A, 12B Second member 13 Third member 14 Fourth member 21 Main structure 31 Outer plate 100 Support structure 120 Connection 123 Mounting part 125 Arm 130 Connection

Claims

1. A support structure for the tip of an aircraft flying at a speed faster than supersonic speed, A first member constituting an outer plate of the tip portion; at least one second member, the second member being disposed inside a contour of the skin and connected to the skin, the second member having a linear expansion coefficient greater than that of the first member; Equipped with The second member is a first connection portion with the first member and a second connection portion with the first member different from the first connection portion; The first connection portion and the second connection portion have a curved or bent shape extending along a path different from a virtual straight line connecting the first connection portion and the second connection portion. Support structure for the tip of the aircraft.

2. At least one of the second members has an attachment portion attached to a bracket, and is connected to the aircraft body side via the bracket attached to the attachment portion.

2. A support structure for a tip portion of an aircraft according to claim 1.

3. At least one of the second members has a curved or bent shape extending between the first connection portion and the mounting portion along a path different from a virtual straight line connecting the first connection portion and the mounting portion. A support structure for a tip portion of an aircraft according to claim 2.

4. The second member extends along a virtual plane extending in a direction intersecting the extension direction of the axis of the aircraft. A support structure for a tip portion of an aircraft according to any one of claims 1 to 3.

5. The second member includes two adjacent second members, a third member connected to both of the two adjacent second members and having a linear expansion coefficient larger than that of the first member; Equipped with The third member has a curved or bent shape extending between a connection portion with one of the two adjacent second members and a connection portion with the other of the two adjacent second members along a path different from a virtual straight line connecting the connection portion with the one of the second members and the connection portion with the other of the two adjacent second members. A support structure for a tip portion of an aircraft according to any one of claims 1 to 3.

6. The third member extends along a virtual plane extending in a direction intersecting the extension direction of the axis of the aircraft.

6. A support structure for a tip portion of an aircraft according to claim 5.

7. The first member has a flat shape when viewed from the rear of the aircraft along the extension direction of the aircraft axis, A support structure for a tip portion of an aircraft according to any one of claims 1 to 3.

8. The first connection portion is connected to a region on one side in a short side direction of the flat shape of the first member, The second connection portion is connected to a region on the other side of the first member in the short side direction. A support structure for a tip portion of an aircraft according to claim 7.

9. The second member includes two second members that are spaced apart from the mounting portion by different distances, Of the two second members, the second member that is farther away from the mounting portion has a smaller thickness than the second member that is closer away from the mounting portion.

4. A support structure for a tip portion of an aircraft according to claim 2 or 3.

10. The first member has a circular shape when viewed from the rear of the aircraft along the extension direction of the aircraft axis, A support structure for a tip portion of an aircraft according to any one of claims 1 to 3.

11. A support structure for a tip portion of an aircraft according to any one of claims 1 to 3, An aircraft equipped with the above.

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