System and method for routing electrical wiring through aircraft structures

Abstract

Embodiments of the present disclosure provide an aircraft assembly. The aircraft assembly includes an aircraft structure comprising a component having a plurality of wire openings. The plurality of high-voltage wires are arranged in the wire openings of the component such that each wire opening receives one high-voltage wire, each wire opening has an opening size larger than the size of one high-voltage wire, and the opening size is smaller than the size of a connector attached to the end of one high-voltage wire. The high-voltage wires are installed in the wire openings before the aircraft structure is cured.

Description

Technical Field

[0001] Cross - reference to Related Applications This disclosure claims the priority and benefit of U.S. Non - Provisional Application No. 18 / 189,537, filed on March 24, 2023, entitled "SYSTEMS AND METHODS FOR ROUTING ELECTRICAL WIRING THROUGH AN AIRCRAFT STRUCTURE", the content of which is incorporated herein in its entirety and for all purposes.

[0002] This disclosure generally relates to routing an electrical wiring interconnection system (EWIS) through an aircraft structure. More specifically, but not by way of limitation, this disclosure relates to routing high - voltage wires through a plurality of openings in an aircraft structure and methods of routing high - voltage wires through a plurality of openings in an aircraft structure.

Background Art

[0003] The function of aircraft engines is crucial for maintaining the stability and safety of the aircraft. Avoiding a single point of failure is the best approach, so that if one engine fails, the other engine can continue to operate normally while maintaining the aircraft's stability. One potential single point of failure can be caused by closely spaced or bundled high-voltage wires connected to different engines. This is a single point of failure because a single localized incident could simultaneously damage high-voltage wires serving different engines. For example, a wire bundle containing multiple high-voltage wires may be installed too close to aircraft components, resulting in each wire experiencing friction and ultimately electrical failure. Each of the electric engines served by these high-voltage wires could consequently become unusable. Therefore, it is important to route high-voltage wires separately and provide spacing between them to prevent a single localized incident from causing failures in multiple engines. However, installing multiple high-voltage wires in enclosed aircraft structures can be labor-intensive. Furthermore, some approaches to routing high-voltage wires can cause wire friction problems, interfering with other aircraft elements and affecting the aircraft's structural integrity.

[0004] The disclosed aircraft wing and method for manufacturing it solve the above problem by pre-installing high-voltage wires in multiple openings that penetrate the ribs before the upper skin of the aircraft is hardened. By installing them while the upper skin is detached, it becomes possible to install the wiring while the aircraft wing is open and accessible, reducing the time and effort required for wiring assembly. Furthermore, a direct path for high-voltage wires close to the upper skin may help minimize wire abrasion and provide more space for batteries, wiring, and / or other elements within the wing. In addition, as described in this disclosure, smaller openings in the ribs may provide stronger aircraft components that may be able to withstand higher stresses during flight. [Overview of the Initiative]

[0005] This disclosure generally relates to routing electrical wiring interconnection systems (EWIS), such as high-voltage wires, through one or more aircraft structures within an aircraft assembly, such as an eVTOL aircraft. As used herein, an aircraft structure may refer to one or more structural components of an aircraft, such as an eVTOL aircraft, including, for example, the wings, fuselage, boom, pylon, or stabilizer of the aircraft. The wings may include the integrated wing, left wing, and / or right wing of the aircraft.

[0006] One aspect of the present disclosure relates to an aircraft wing including a front spar, a rear spar, a plurality of ribs extending from the front spar to the rear spar, a lower skin, and an upper skin. Each of the plurality of ribs may include a plurality of wire openings. A plurality of high-voltage wires can be arranged in the wire openings of the plurality of ribs such that each wire opening receives one high-voltage wire, and each wire opening has an opening size larger than the size of one high-voltage wire, and the opening size is smaller than the size of a connector attached to the end of one high-voltage wire. The high-voltage wires can be installed in the wire openings before the upper skin is cured onto the plurality of ribs.

[0007] In some embodiments, multiple wire openings on each rib may be positioned along the length of each rib, close to the upper outer skin. In other embodiments, multiple wire openings on each rib may be spaced apart to maintain a predetermined separation between each of the high-voltage wires. In some embodiments, the high-voltage wires may be configured to enter the wingbox of the aircraft wing through multiple openings on multiple ribs of the aircraft fuselage and the aircraft wing.

[0008] In some embodiments, the aircraft wing may also include a plurality of interface connectors positioned between the aircraft wing and the aircraft fuselage, and the plurality of interface connectors may be configured to be coupled to high-voltage wires. In some embodiments, the upper outer skin of the plurality of ribs may be cured to a temperature in the range of about 115°C to about 200°C. In some embodiments, the opening size may range from about 1.5 inches (0.038 m) to about 2.5 inches (0.064 m). In some embodiments, the weight of one of the ribs is in the range of about 5 lb (2.3 kg) to about 10 lb (4.5 kg). In some embodiments, the distance between any two of the high-voltage wires is in the range of about 4 inches (0.102 m) to about 30 inches (0.762 m).

[0009] Another aspect of the present disclosure relates to a method for manufacturing an aircraft wing. The method may include assembling a fore spar, aft spar, and a plurality of ribs extending from the fore spar to the aft spar onto a lower skin. Each rib in the plurality of ribs may include a plurality of wire openings configured to receive high-voltage wires. Each wire opening may have an opening size larger than the size of a single high-voltage wire, and an opening size smaller than the size of a connector attached to the end of a single high-voltage wire. The method may also include placing high-voltage wires into the wire openings of the plurality of ribs such that each wire opening receives a single high-voltage wire. The method may also include assembling an upper skin onto the plurality of ribs after the high-voltage wires have been placed into the wire openings, and curing adhesive between the fore spar, aft spar, plurality of ribs, lower skin, and upper skin to form a final wing assembly.

[0010] In some embodiments, the method may further include forming a plurality of wire openings in each rib along the length of each rib, close to the upper skin. In some embodiments, the method may further include forming a plurality of wire openings such that the wire openings are spaced apart from each other at a predetermined distance. In some embodiments, the method may further include installing high-voltage wires in the wire openings so that the high-voltage wires pass through the wire openings in the aircraft fuselage and the plurality of ribs of the aircraft wing and enter the wing box of the aircraft wing. In some embodiments, the method may further include installing high-voltage wires in the wire openings so that the high-voltage wires pass through the wire openings in the uncured composite aircraft wing and curing the adhesive between the front spar, rear spar, plurality of ribs, lower skin, and upper skin to form a final wing assembly having the high-voltage wires inside the aircraft wing.

[0011] In some embodiments, the method may further include positioning a plurality of interface connectors between the aircraft wing and the aircraft fuselage, the plurality of interface connectors being configured to be coupled to high-voltage wires. In some embodiments, curing the adhesive is performed at a temperature in the range of about 115°C to about 200°C. In some embodiments, the opening size is in the range of about 1.5 inches (0.038 m) to about 2.5 inches (0.064 m). In some embodiments, the weight of each rib is in the range of about 5 lb (2.3 kg) to about 10 lb (4.5 kg). In some embodiments, the distance between any two of the high-voltage wires is in the range of about 4 inches (0.102 m) to about 30 inches (0.762 m).

[0012] Another aspect of the present disclosure relates to an aircraft assembly including an aircraft structure having a component having a plurality of wire openings. The plurality of high-voltage wires may be arranged in the wire openings of the component, each wire opening receiving one high-voltage wire, each wire opening having an opening size larger than the size of one high-voltage wire, and the opening size smaller than the size of a connector attached to the end of one high-voltage wire. The high-voltage wires may be installed in the wire openings before the aircraft structure is cured.

[0013] In some embodiments, the aircraft structure may be a wing, and the component with a wire opening is a wing rib. In some embodiments, the aircraft structure may be a fuselage, and the component with a wire opening is the fuselage frame. Additionally and / or alternatively, the aircraft structure may be a fuselage, and the component with a wire opening is the fuselage skin. In some embodiments, the aircraft structure may be a boom, and the component with a wire opening is the boom skin. In some embodiments, the aircraft structure may be a stabilizer, and the component with a wire opening is the stabilizer rib. [Brief explanation of the drawing]

[0014] [Figure 1A] An exemplary aircraft consistent with embodiments of the present disclosure is illustrated.

[0015] [Figure 1B] Another exemplary aircraft consistent with embodiments of the present disclosure is illustrated.

[0016] [Figure 2] An exemplary method for routing a high-voltage wire through the leading edge of an aircraft wing, consistent with embodiments of this disclosure, is illustrated.

[0017] [Figure 3] An alternative method for routing high-voltage wires through the leading edge of an aircraft wing, consistent with embodiments of this disclosure, is illustrated.

[0018] [Figure 4] Another alternative method of routing a high voltage wire through the leading edge of an aircraft wing, consistent with an embodiment of the present disclosure, is illustrated.

[0019] [Figure 5] A method of routing a high voltage wire through the trailing edge of an aircraft wing, consistent with an embodiment of the present disclosure, is illustrated.

[0020] [Figure 6] An alternative method of routing a high voltage wire through the trailing edge of an aircraft wing, consistent with an embodiment of the present disclosure, is illustrated.

[0021] [Figure 7] Another alternative method of routing a high voltage wire through the trailing edge of an aircraft wing, consistent with an embodiment of the present disclosure, is illustrated.

[0022] [Figure 8] Exemplary ribs through which a high voltage wire can be routed, consistent with an embodiment of the present disclosure, are illustrated.

[0023] [Figure 9] An exemplary flowchart of a method of manufacturing an aircraft wing, consistent with an embodiment of the present disclosure, is illustrated.

[0024] [Figure 10] An exemplary aircraft, consistent with an embodiment of the present disclosure, is illustrated.

[0025] [Figure 11] An exemplary aircraft wing, consistent with an embodiment of the present disclosure, is illustrated. <00XX019> <000011X>An exemplary aircraft wing having a wire harness, consistent with an embodiment of the present disclosure, is illustrated.

[0027] [Figure 13]An exemplary fuselage consistent with the embodiments of this disclosure is shown.

[0028] [Figure 14] An exemplary fuselage having a wire harness, consistent with embodiments of the present disclosure, is illustrated.

[0029] [Figure 15] An exemplary stabilizer consistent with the embodiments of this disclosure is illustrated.

[0030] [Figure 16] An exemplary boom consistent with the embodiments of this disclosure is illustrated. [Modes for carrying out the invention]

[0031] Exemplary embodiments are described herein with reference to the accompanying drawings, which are not necessarily drawn to scale. Examples and features of the principles disclosed herein are described herein, but can be modified, adapted, or otherwise implemented without departing from the spirit or scope of the disclosed embodiments. Furthermore, words such as “comprising,” “having,” “containing,” and “including,” and other similar forms, are semantically equivalent and are intended to be open-ended, and the items following any of these words do not constitute an exhaustive list of items, nor are they limited to the items listed. Note that, as used herein and in the accompanying claims, the singular forms “a,” “an,” and “the” refer to multiple objects unless the context explicitly indicates otherwise.

[0032] Throughout this disclosure, there are references to “disclosed embodiments,” which refer to examples of inventive ideas, concepts, and / or manifestations described herein. Embodiments not related to the relevant embodiments are described throughout this disclosure. The fact that some “disclosed embodiments” are described as exhibiting features or characteristics does not necessarily mean that other disclosed embodiments share those features or characteristics.

[0033] As used herein, unless otherwise stated, the term “or” encompasses all possible combinations, except in cases where it is impossible to achieve. For example, if it is stated that a component may include A or B, then unless otherwise specified, that component may include A, B, or A and B. As a second example, if it is stated that a component may include A, B, or C, then unless otherwise specified, or unless it is impossible to achieve, that component may include A, B, or C, or A and B, or A and C, or B and C, or A, B, and C.

[0034] The following description provides various working examples for illustrative purposes. However, it should be understood that this disclosure can be implemented without one or more of these details. The following will refer in detail to non-restrictive examples of this disclosure, which are shown in the accompanying drawings. The examples are described below with reference to the drawings, and similar reference numbers refer to similar elements. Where similar reference numbers are given, the corresponding description(s) are not repeated, and interested readers should refer to the previously discussed drawings(s) for the explanation of similar elements(s).

[0035] Various embodiments are described herein in relation to structures, assemblies, or methods. It is intended that one disclosure constitutes the entirety of the disclosure. For example, it should be understood that a disclosure of a structure or assembly described herein also constitutes a disclosure of a method for providing the structure or assembly. It should be understood that this is a form of disclosure for the sake of facilitating discussion, and one or more aspects of one embodiment described herein may be combined with one or more aspects of other embodiments described herein, within the intended scope of this disclosure.

[0036] Figure 1A illustrates an eVTOL aircraft 100 consistent with an embodiment of the present disclosure. Figure 1B illustrates another eVTOL aircraft 100 consistent with an embodiment of the present disclosure. The aircraft 100 may include a fuselage 104, wings 102 mounted on the fuselage 104, and one or more rear stabilizers 106 mounted on the rear of the fuselage 104. The fuselage 104 may comprise the main body section of the aircraft and may hold crew, passengers, or cargo. The stabilizers 106 may provide longitudinal (pitch) stability and / or directional (yaw) stability. According to some embodiments, the rear stabilizers 106 may include control surfaces such as one or more rudders, one or more elevators, and / or one or more combined rudder-elevator configurations, the operation of which may help provide longitudinal (pitch) stability and / or directional (yaw) stability.

[0037] The wing 102 may have any preferred design. In some exemplary embodiments, the wing 102 may be an integrated wing that may include both a left wing 102 and a right wing 102. In other exemplary embodiments, the wing 102 may refer to a separate left wing 102 and / or a separate right wing 102. The boom 122 may be mounted below the wing 102, above the wing, and / or integrated into the wing profile. The boom 122 may connect the rotor 112 and the prop rotor 114 to the wing 102 and / or the fuselage 104.

[0038] Multiple rotors 112 may be mounted on one or more wings 102 and configured to provide lift for vertical takeoff and landing. Multiple prop rotors 114 may be mounted on one or more wings 102 and may be tiltable between a lift configuration as shown in Figure 1B and a propulsion configuration as shown in Figure 1A. In the lift configuration, the prop rotors 114 provide the lift necessary for vertical takeoff, landing and hovering. In the propulsion configuration, the prop rotors 114 provide forward thrust to the aircraft. In some embodiments, the rotors 112 are configured to provide only lift, with all the thrust provided being from the prop rotors 114. When the rotors 112 are configured to provide only lift, the rotors 112 may be in a fixed position.

[0039] In some exemplary embodiments, each rotor 112 may have two blades 120. In other exemplary embodiments, the rotor 112 may have three or more blades. In some exemplary embodiments, the prop rotor 114 may include more blades than the rotor 112. For example, as shown in Figures 1A and 1B, each rotor 112 may include two blades 120, and each prop rotor 114 may include five blades 116. According to various embodiments, the prop rotor 114 may have two to five blades. However, it is intended that the rotor 112 and / or prop rotor 114 may include any number of blades. The blades (120, 116) may have an airfoil cross-section or any other cross-section corresponding to the lift and thrust requirements of the aircraft 100.

[0040] In some embodiments, the aircraft 100 is an electric aircraft (VTOL or eVTOL), and the rotors 112 and / or prop rotors 114 include electric motors that drive blades (120, 116) and motor controllers for controlling the power supply to the motors. In some embodiments, a battery pack may supply power to the set of rotors 112 and / or prop rotors 114. In some embodiments, the battery pack may supply power to a single rotor 112 or prop rotor 114, or to a portion of a single rotor 112 or prop rotor 114. In some embodiments, each rotor 112 and / or prop rotor 114 may have its own associated battery pack. “Battery pack” can refer to any combination of electrically connected batteries (i.e., battery cells) and may include multiple batteries arranged in series, parallel, or a combination of series and parallel.

[0041] In some embodiments, the rotor 112 and / or prop rotor 114 may be powered by an internal combustion engine (e.g., an intermittent combustion engine or a reciprocating engine). In some embodiments, the rotor 112 and / or prop rotor 114 may be powered by a turbine (e.g., a continuous combustion engine or a continuously rotating engine). These various engines may be mounted on load-bearing pylons on the wing 102. Additionally or alternatively, engines may be mounted elsewhere in the aircraft, and high-voltage electrical wiring may supply power to the rotor 112 and / or prop rotor 114. In various embodiments, power generation in the aircraft 100 may include any combination of power generation units, including batteries, turbine engines, internal combustion engines, and / or any other type of machine that generates power.

[0042] An Electrical Wiring Interconnection System (EWIS) refers to a wiring scheme or arrangement for an aircraft, including high-voltage cables for power transmission to, from, and between these various power generation units. As previously mentioned, it is crucial that the aircraft's high-voltage wiring is routed in a manner that provides spacing between wires and avoids single points of failure. The Federal Aviation Administration (FAA) has published Aircraft EWIS Best Practices Job Aid, stating that this isolation / isolation is important to "isolate the effects of failures so as to minimize any single failure that could compromise redundancy." Specifically, the FAA points out that spacing between high-voltage feed lines can be a major factor in establishing compliance with FAA regulations.

[0043] As used herein, the term “high-voltage wire” may include a high-voltage cable comprising a single wire or multiple conductors. High-voltage wires may be used in alternating current (AC) or direct current (DC) power transmission. In some embodiments, high-voltage wires may be associated with voltages in the range of 500 to 1,000 volts and / or currents in the range of 50 to 250 amperes.

[0044] The aircraft 100 illustrated in Figures 1A and 1B includes a leading edge 124, which is the foremost edge of the aircraft wing 102, and a trailing edge 126, which is the rearmost edge of the aircraft wing 102. The structural components of the wing 102 are detailed in Figure 11. The wing spar 1104 is the main structural member of the wing 102 and generally extends spanwise, perpendicular to the fuselage 104. The wing spar 1104 can bear the flight load and the weight of the wing 102. Ribs 1106 may be attached to the wing spar 1104 and may extend generally parallel to the fuselage 104 and / or generally lateral to the wing spar 1104. The ribs 1106 may support the skin 1102 and help transfer the load from the skin 1102 to the wing spar 1104. In some embodiments, each wing 102 may include two wing spars 1104 and eight ribs 1106 between the wing spars. However, it is intended that the wing 102 may include any number of wing spars 1104 and / or ribs 1106. The following high-voltage wire scheme will be described with reference to the wing components illustrated in Figures 1A and 11.

[0045] Figure 2 illustrates one exemplary scheme for routing a high-voltage wire 202 outside the front spar 1104, along the leading edge 124 of the aircraft 100, into the fuselage joint area 204. Similarly, Figure 5 illustrates an exemplary scheme for routing a high-voltage wire 202 outside the rear spar 1104, along the trailing edge 126 of the aircraft, into the fuselage joint area 204. By routing the high-voltage wire outside the wing box 1110, these options may provide additional space within the wing box 1110. However, in the routing schemes of Figures 2 and 5, the high-voltage wire 202 may be positioned between the wing 102 and the fuselage 104. Furthermore, the routing schemes of Figures 2 and 5 may require routing the high-voltage wire 202 along complex curves around one or more aircraft components.

[0046] Figure 3 illustrates an alternative option for separating the high-voltage wire 202 within the fuselage joint region 204 from the high-voltage wire 202 that continues along the leading edge 124 of the wing, using an interface connector 300. Similarly, Figure 6 illustrates a wiring scheme that provides an interface connector 300 for separating the high-voltage wire 202 routed within the fuselage 104 from the high-voltage wire that continues along the trailing edge 126 of the wing. The interface connector may be a single-pin connector, a multi-pin interface connector, an in-line connector, or a panel-mounted connector. Since the interface connector is located at the boundary between the wing 102 and the fuselage 104, the connector 300 may be rated to withstand environmental elements and should be moisture-proof. Figure 6 further illustrates that, to avoid routing the high-voltage wire 202 under the wing 102, a hole 600 may be added to the fuselage section 104 offset from the main structural attachment 208.

[0047] Figure 4 illustrates another alternative option for routing the high-voltage wire 202 through openings 404a-404b in ribs 402a-402b. Doing so may provide a direct route for the high-voltage wire 202 from the fuselage 104 through ribs 402a-402b into the wing box 1110, with the high-voltage wire continuing along the leading edge 124 of the aircraft 100. Similarly, Figure 7 illustrates an option for routing the high-voltage wire 202 inside the wing box 1110 along the trailing edge 126. In both options, the aircraft is sealed before the high-voltage wire 202 and attached connectors (e.g., connector 300 in Figure 3) are pulled through the larger openings 404a-404b in ribs 402a-402b. These options provide a more direct routing of the high-voltage wire 202 and avoid routing the high-voltage wire 202 through the fuselage joint area 204.

[0048] In particular, the openings 404a to 404b in the ribs 402a to 402b must be large enough to accommodate power supply through the high-voltage wires 202 and their attached connectors, for example, connector 300 in Figure 3. These large openings 404a to 404b may reduce the amount of stress that the ribs 402a to 402b may be able to withstand during flight. To offset the reduced stress capacity, it may be possible to install thicker, stiffer ribs 402a to 402b, which may be heavier and may increase the weight of the aircraft wing 102. The large openings 404a to 404b may be located between the upper and lower skins and may infringe upon the limited space available for installing batteries and other wiring within the wing 102.

[0049] An improved scheme for installing one or more high-voltage wires 202 is shown in Figure 8, which illustrates a rib 800 such as the rib 1106 in Figure 11, having smaller wire openings 802a-802f arranged along the upper edge 806 of the rib 800. The wire openings 802a-802f may be large enough to accommodate the high-voltage wires 202, but may be smaller than the external dimensions of the connector 300. Thus, the wire openings 802a-802f may be smaller than the size of the connector 300 (e.g., outermost dimensions, maximum width, or maximum outer diameter) such that the connector 300 cannot be penetrated or passed through the wire openings 802a-802f.

[0050] The openings 802a-802f can be created by stamping, cutting, milling, drilling, or any other machining or manufacturing technique to create notches, openings, or holes. Alternatively, the wire openings 802a-802f may be created using a mold or formwork during the initial fabrication of the rib 800, and the high-voltage wires 202 may be installed through the wire openings before the rib hardens. The wire openings can have a variety of shapes. In some embodiments, such as those illustrated in Figure 8, the wire openings may be U-shaped notches along the edges of the rib 800. In some embodiments, the wire openings may be circular, elliptical, square, rectangular, or asymmetrical. The wire openings 802a-802f may have any shape that accommodates the high-voltage wires 202.

[0051] In some exemplary embodiments, the wire openings 802a to 802f may be located adjacent to or overlapping with the upper edge 806 of the rib 800. However, in other exemplary embodiments, the wire openings 802a to 802f may be located adjacent to or overlapping with the lower edge 808 of the rib 800. The high-voltage wire 202 can be positioned in the wire openings 802a to 802f without being pulled through the attached connector 300. In another embodiment, the wire openings 802a to 802f may be located between the upper edge 806 and the lower edge 808 of the rib 800. In this embodiment, the high-voltage wire 202 can pass through the wire openings 802a to 802f without being pulled through the attached connector 300.

[0052] In some embodiments, the wire openings 802a to 802f may be spaced apart along the upper edge 806 of the rib 800, as shown in Figure 8. In other embodiments, the wire openings 802a to 802f may be spaced apart along the lower edge 808 of the rib 800. In other embodiments, the wire openings 802a to 802f may be spaced perpendicularly along the leading edge 124 of the aircraft 100, or along the trailing edge 126 of the aircraft 100. The wire openings 802a to 802f may have any spacing orientation along the rib 800, as long as the spacing between the high-voltage wires 202 is maintained.

[0053] The high-voltage wire 202 may run through the fuselage 104 within the aircraft 100 and through several wire openings 802a-802f in the aircraft wing 102 to extend into the wing box 1110. Unlike the roundabout routing through the fuselage joint area 204 in Figures 2 and 5, the more direct routing in Figure 8 may help reduce potential wire chafing problems that can occur when the wiring bends around various aircraft components. Interface connectors, such as the interface connector 300 shown in Figures 3 and 6, can be installed to separate the high-voltage wire 202 routed through the fuselage 104 from the high-voltage wire 202 routed through the wing box 1110.

[0054] Each of the wire openings 802a–802f may be spaced apart from another of the wire openings 802a–802f to maintain minimum separation between adjacently arranged high-voltage wires 202. For example, the spacing between adjacent wire openings 802a–802f may range from about 4 inches (0.102 m) to about 30 inches (0.762 m). As used in this disclosure, the terms about and generally should be interpreted to encompass dimensional measurement tolerances, machining tolerances, and manufacturing tolerances known in the art. Thus, for example, the phrase about 4 inches (0.102 m) may include dimensions in the range of 4 inches (0.102 m) ± 0.5 inches (0.013 m). By spacing the high-voltage wires 202 in this way, the safety and reliability of the aircraft can be enhanced by isolating incidents such as wire abrasion or wear. For example, by employing the scheme illustrated in Figure 8, it is highly likely that the aircraft component rubbing against one high-voltage wire passing through wire opening 802a will not affect another high-voltage wire passing through wire opening 802b.

[0055] In some exemplary embodiments, each wire opening 802a–802f may be positioned along the length of the rib 800, close to the upper outer skin 1102. This may result in more space within the wingbox 1110 being available for the installation of other elements, such as low-voltage wires extending through wire openings 804a–804c and / or batteries mounted on the rib 800. An uncluttered wingbox 1110 may facilitate maintaining a good finish during the installation of these elements and may help avoid damage to the elements or the high-voltage wires 202. The wiring scheme illustrated in Figure 8 and described above may also help avoid interference between the low-voltage and high-voltage wires. Furthermore, this wiring scheme may provide clearance between other aircraft elements (e.g., batteries and low-voltage wiring), allowing for easier maintenance and replacement.

[0056] As described above, compared to the larger openings 404a–404b in Figures 4 and 7, the wire openings 802a–802f illustrated in Figure 8 may be much smaller because they do not need to accommodate routing both the high-voltage wires 202 and the attached connectors 300 through the wire openings 802a–802f. Instead, the wire openings 802a–802f only need to accommodate the high-voltage wires 202 that may be placed in the wire openings 802a–802f before the installation of the upper outer plate 1102. Each wire opening 802a–802f may only need to be slightly larger than the high-voltage wires 202. In some exemplary embodiments, the wire openings 802a–802f may have a maximum width or diameter ranging from about 1.5 inches (0.038 m) to 2.5 inches (0.064 m). These smaller wire openings 802a–802f ensure that rib 800 has a smaller area from which material has been removed, which may help rib 800 withstand higher levels of stress during flight, properly support the aircraft skin 1102, and assist in load distribution to the wing spars 1104. Proper load distribution and ability to withstand higher stresses on rib 800 may improve the durability of the aircraft component and reduce the likelihood of structural damage.

[0057] Routing high-voltage wires 202 through a sealed aircraft may require the installation of multiple wire connectors, such as interface connectors 300, between the ribs 800 to assist with wire tensioning and installation. However, when the high-voltage wires 202 are pre-installed within the wing 102, fewer connectors may be required, or no connectors may be required at all. Furthermore, these wire openings 802a-802f may be small enough to allow the use of relatively thinner rib material without sacrificing the structural strength of the ribs. Thinner rib material can reduce the weight of the ribs 800 and the associated wing 102. For example, in some exemplary embodiments, the weight of the ribs 800 may range from about 5 lb (2.3 kg) to about 10 lb (4.5 kg), and the term "about" may include a weight variation of about ±0.5 lb (0.2 kg). Lighter aircraft may exhibit better flight characteristics and have improved efficiency.

[0058] Aircraft components such as wings 102 and fuselage 104 can be made from a variety of materials. In some exemplary embodiments, these components can be made from metals. For example, relatively lighter metals such as aluminum or aluminum alloys can be used to construct wings 102 and / or fuselage 104. In some exemplary embodiments, wings 102 and fuselage 104 can be made from composite materials, which are materials composed of two or more constituent materials. Composite materials can be made by combining a base matrix, epoxy or resin, and fibers in a mold and curing the composition at a high temperature. For example, the curing temperature can be between 115°C and about 200°C, and the term "about" can include a temperature variation of about ±0.1°C. During the curing process, the material is cured based on the crosslinking of polymer chains. Composite materials have good tensile strength and compressive resistance, which makes composite materials ideal for aircraft components. In manufacturing, these components can be assembled and undergo a second high-temperature curing process. High temperatures can allow the adhesives between the components to cure and hold the components together. While most wires used on aircraft may not withstand these high temperatures, the aircraft's high-voltage wire 202 may have a higher temperature rating. Therefore, the high-voltage wire 202 may be able to withstand the high temperatures of the curing process without damage. In some exemplary embodiments, the high-voltage wire 202 can withstand curing temperatures in the range of about 115°C to about 200°C.

[0059] A method 900 for manufacturing an aircraft wing having the above-described features is illustrated in Figure 9, and various aircraft wing components are illustrated in Figures 11 and 12. The sequence and arrangement of the steps of Method 900 are provided for illustrative purposes only. As can be understood from this disclosure, modifications to Method 900 can be made, for example, by adding, combining, deleting, and / or rearranging the steps of Method 900.

[0060] Method 900 may include step 902 of assembling the front and rear girders 1104 and the ribs 1106 onto the lower outer casing 1102. These components may be placed in a jig and held in place by clamps, fasteners, or clips. In some embodiments, the components may be held together in the desired arrangement by spot welding, welding, brazing, or any other fastening means. In some embodiments, adhesive may be applied between any and / or all of the front and rear girders 1104, the ribs 1106, and the lower outer casing 1102. In some embodiments, an adhesive curing step may be used to attach the front and rear girders 1104 to the ribs 1106, and / or attach the front and rear girders 1104 and the ribs 1106 onto the lower outer casing 1102.

[0061] Method 900 may include step 904 of installing the high-voltage wires 202 into a plurality of wire openings, such as wire openings 802a-802f in Figure 8. In some embodiments, installation may include locating the high-voltage wires 202 into wire openings 802a-802f and / or securing the high-voltage wires before installing the upper outer skin 1202. As shown in Figure 12, the high-voltage wires 1204 may be routed from the fuselage 104 through a plurality of wire openings 802a-802f in the ribs to the wing box 1210. The high-voltage wires 202 may be spaced apart and substantially parallel to each other. The high-voltage wires 202 may be secured before curing using structural members to separate the wiring from the upper and lower outer skins 1202 during the curing process. In addition, the high-voltage wires 202 can be secured to structural members and / or wing spars 1104 and ribs 1106 using other fastening devices such as grommets, clamps, foams, and / or fasteners, so that the high-voltage wires 202 are separated from and do not come into contact with the upper and / or lower outer plates 1202. These fastening devices may be rated to withstand the high temperatures of the curing cycle. In some embodiments, these fastening devices may withstand curing temperatures in the range of about 115°C to about 200°C. These fastening devices may provide temporary support to the high-voltage wires 202 during the curing cycle and then be removed, and / or these fastening devices may provide permanent support to the high-voltage wires 202.

[0062] Method 900 may include step 906 of assembling the upper casing 1202 onto the ribs, with high-voltage wires 202 extending through the ribs. The high-voltage wires 202 may be fixed in place to avoid movement during the curing process. Assembling the upper casing 1202 may include positioning the upper casing 1202 on the ribs 800 and / or on the front and rear girders 1104. Assembling the upper casing 1202 may also include attaching the upper casing 1202 to some or all of the ribs 800 and / or the front and rear girders 1104 by adhesive, fasteners, riveting, welding, brazing, or by clamps or other fasteners to ensure that the casing remains attached to the ribs 800 and / or the front and rear girders 1104 for the remainder of the assembly process.

[0063] Method 900 may include step 908 of curing the adhesive between the front spar 1104, the rear spar 1104, the multiple ribs 1106, the lower skin 1102, and the upper skin 1102 to form the final wing assembly. Curing may include placing the assembly of the front spar 1104, the rear spar 1104, the multiple ribs 1106, the lower skin 1102, and the upper skin 1102 in an oven and exposing the assembly to a high temperature to cure and harden the adhesive material used to attach the various components to each other. In some embodiments, the high temperature during the curing process may be in the range of about 115°C to about 200°C. The final wing assembly may include high-voltage wires 202 extending through multiple wire openings 802a to 802f in the multiple ribs 1106, which are hereby attached to the upper and lower skins 1102. The connector 300 is intended to be attached to any end of each high-voltage wire 202 after the final wing assembly is completed, in order to allow the high-voltage wires 202 to be electrically connected to other high-voltage wire segments in other parts of the aircraft 100, or to other electrical components within the aircraft 100.

[0064] While the above exemplary embodiments illustrate the use and manufacturing method of this high-voltage wire assembly in the context of an aircraft wing, the disclosure is not limited thereto. High-voltage wires may extend throughout an aircraft, and isolation between high-voltage wires may be required to avoid single points of failure. Thus, different aircraft structures may have components that can house multiple wire openings, and the high-voltage wires may be pre-installed through these wire openings before the aircraft assembly is cured. Furthermore, these other embodiments may achieve similar advantages to those achieved by the aircraft wing. Each embodiment may reduce manufacturing effort and provide additional space for other aircraft components. The following are some examples of other embodiments within the scope of the disclosure.

[0065] Figure 13 illustrates an exemplary embodiment of a fuselage 1300, such as the fuselage 1008 in Figure 10, having an outer skin 1302, a floor 1304 providing a base for the interior of the aircraft, a frame 1306 providing means for connecting the outer skin 1302, and longirons 1308 to help support the aircraft load. Similar to the wire openings 802a-802f of the ribs illustrated in Figure 8, a wire opening 1310 in the frame 1306 may allow for the pre-installation of spaced-out high-voltage wires before the outer skin 1302 is installed. As shown in Figure 14, the high-voltage wire 202 may be routed from the front of the fuselage 1401 through the wire opening 1310 toward the bulkhead 1402.

[0066] Figure 15 illustrates a stabilizer 1500, such as the stabilizer 1004 in Figure 10, having a spar 1504, ribs 1506, and a casing 1502. The stabilizer 1500 may provide longitudinal (pitch) stability and / or directional (yaw) stability. Similar to the wire openings 802a-802f of the ribs 800 illustrated in Figure 8, the wire opening 1508 of the rib 1506 may allow for the pre-installation of spaced-out high-voltage wires routed through the ribs 1506 of the stabilizer 1500 before the casing 1502 is installed.

[0067] Figure 16 illustrates a boom 1600, such as the boom 1006 in Figure 10, having an I-beam 1604, a bulkhead 1606, and a casing 1602. The boom 1006 may provide structural mounting points from the blade to a propulsion unit such as a rotor 112 or prop rotor 114. Similar to the wire openings 802a-802f of the rib 800 illustrated in Figure 8, the wire opening 1608 of the bulkhead 1606 may allow for the pre-installation of spaced-apart high-voltage wires 202 routed through the boom 1600 before the installation of the casing 1602.

[0068] While the exemplary embodiments described above are all aircraft structures, the disclosure is not limited thereto. In fact, the disclosure can be embodied in any structure including high-voltage wires and hardened outer panels. Various aircraft, drones, land vehicles, and boats have structures including high-voltage wires and are composed of hardened composite components. These vehicle structures could and would find benefit in incorporating the disclosure.

[0069] The foregoing description is provided for illustrative purposes only. It is not exhaustive and does not limit the invention to the exact form or embodiment disclosed. Modifications and adaptations of this disclosure will be apparent to those skilled in the art from considerations herein and the practice of the disclosed embodiments.

[0070] Embodiments may be further described using the following clauses. 1. An aircraft wing, The previous digit and, The last digit and A plurality of ribs extending from the front girder to the rear girder, each rib comprising a plurality of wire openings, A plurality of high-voltage wires disposed in the wire openings of the plurality of ribs, Each wire opening receives one high-voltage wire, and each wire opening has an opening size larger than the size of the one high-voltage wire, and the opening size is smaller than the size of the connector attached to the end of the one high-voltage wire. Multiple high-voltage wires, Equipped with an upper outer panel, An aircraft wing in which the high-voltage wire is installed in the wire opening before the upper outer plate hardens onto the plurality of ribs. 2. The aircraft wing according to Clause 1, wherein the plurality of wire openings on each rib are positioned in close proximity to the upper outer skin along the length of each rib. 3. The aircraft wing according to Clause 1 or 2, wherein the plurality of wire openings on each of the ribs are spaced apart to maintain a predetermined separation between each of the high-voltage wires. 4. An aircraft wing according to any one of the clauses 1 to 3, wherein the high-voltage wire is configured to pass through the fuselage of the aircraft and through the multiple openings of the multiple ribs of the aircraft wing and into the wing box of the aircraft wing. 5. The aircraft wing according to any one of the clauses 1 to 4, wherein the aircraft wing comprises a cured adhesive between the front spar, the rear spar, the plurality of ribs, the lower outer skin, and the upper outer skin. 6. The aircraft wing according to any one of the clauses 1 to 5, further comprising a plurality of interface connectors positioned between the aircraft wing and the fuselage of the aircraft, wherein the plurality of interface connectors are configured to be coupled to the high-voltage wire. 7. An aircraft wing according to any one of the clauses 1 to 6, wherein the curing of the upper outer plate onto the plurality of ribs is carried out at a temperature in the range of approximately 115°C to approximately 200°C. 8. An aircraft wing as described in any of clauses 1 to 7, wherein the opening size is in the range of approximately 1.5 inches (0.038 m) to approximately 2.5 inches (0.064 m). 9. An aircraft wing as described in any of clauses 1 to 8, wherein the weight of one of the aforementioned ribs is in the range of approximately 5 lb (2.3 kg) to approximately 10 lb (4.5 kg). 10. The aircraft wing described in Clause 1, wherein the distance between any two of the high-voltage wires is in the range of approximately 4 inches (0.102 m) to approximately 30 inches (0.762 m). 11. A method for manufacturing an aircraft wing, Assembling the front girders, rear girders, and multiple ribs onto the lower outer plate, Here, the plurality of ribs extend from the front girder to the rear girder, and each rib in the plurality of ribs includes a plurality of wire openings configured to receive a high-voltage wire, each wire opening having an opening size larger than the size of a single high-voltage wire, and the opening size smaller than the size of a connector attached to the end of the single high-voltage wire. The high-voltage wires are installed in the wire openings of the plurality of ribs such that each wire opening receives one high-voltage wire. After installing the high-voltage wire in the wire opening, the upper outer plate is assembled onto the plurality of ribs, A method comprising curing an adhesive between the front spar, the rear spar, the plurality of ribs, the lower outer skin, and the upper outer skin to form a final wing assembly. 12. The method according to clause 11, further comprising forming the plurality of wire openings of each rib along the length of each rib and in close proximity to the upper outer plate. 13. The method according to clause 11 or 12, further comprising forming the plurality of wire openings such that the wire openings are spaced apart from each other by a predetermined distance. 14. Installing the high-voltage wire in the wire opening is The method according to any one of the claims 11 to 13, further comprising arranging the high-voltage wire to pass through the wire openings in the aircraft fuselage and the plurality of ribs of the aircraft wing and enter the wing box of the aircraft wing. 15. Installing the high-voltage wire in the wire opening is Installing high-voltage wires within an uncured composite aircraft wing, The method according to any one of the claims 11 to 14, further comprising curing the adhesive between the front spar, the rear spar, the plurality of ribs, the lower outer skin, and the upper outer skin to form the final wing assembly having the high-voltage wires inside the aircraft wing. 16. Further including positioning a plurality of interface connectors between the aircraft wing and the aircraft fuselage, The method according to any one of the claims 11 to 15, wherein the plurality of interface connectors are configured to be coupled to the high-voltage wire. 17. The method according to any one of the clauses 11 to 16, wherein the curing of the adhesive is carried out at a temperature in the range of about 115°C to about 200°C. 18. The method according to any one of the provisions 11 to 17, wherein the opening size is in the range of approximately 1.5 inches to approximately 2.5 inches. 19. The method according to any of the clauses 11 to 18, wherein the weight of each rib is in the range of approximately 5 lb (2.3 kg) to approximately 10 lb (4.5 kg). 20. The method according to any two of the high-voltage wires, wherein the distance between any two of the high-voltage wires is in the range of approximately 4 inches (0.102 m) to approximately 30 inches (0.762 m). 21. Aircraft assembly, An aircraft structure comprising components, Multiple wire openings of the aforementioned component, A plurality of high-voltage wires disposed in the wire opening of the aforementioned component, Each wire opening receives one high-voltage wire, and each wire opening has an opening size larger than the size of the one high-voltage wire, and the opening size is smaller than the size of the connector attached to the end of the one high-voltage wire. Equipped with multiple high-voltage wires, An aircraft assembly in which high-voltage wires are installed in the wire openings before the aircraft structure hardens. 22. The aircraft assembly according to Clause 21, wherein the plurality of wire openings are spaced apart to maintain a predetermined separation between each of the high-voltage wires. 23. An aircraft assembly as described in Clause 21 or 22, wherein the opening size is in the range of approximately 1.5 inches (0.038 m) to approximately 2.5 inches (0.064 m). 24. An aircraft assembly as described in any of clauses 21 to 23, wherein the distance between any two of the high-voltage wires is in the range of approximately 4 inches (0.102 m) to approximately 30 inches (0.762 m). 25. The aircraft structure is a wing, An aircraft assembly according to any one of clauses 21 to 24, wherein the component having the wire opening is a rib of the wing. 23. 26. The aircraft structure is the fuselage, The aircraft assembly according to any one of the clauses 21 to 24, wherein the component having the wire opening is the fuselage frame. 27. The aircraft structure is the fuselage, The aircraft assembly according to any one of the clauses 21 to 24, wherein the component having the wire opening is the outer skin of the fuselage. 28. The aircraft structure is a boom, The aircraft assembly according to any one of the clauses 21 to 24, wherein the component having the wire opening is the outer skin of the boom. 29. The aircraft structure is a stabilizer, The aircraft assembly according to any one of the clauses 21 to 24, wherein the component having the wire opening is a rib of the stabilizer.

Claims

1. It is an aircraft wing, The preceding digit and, The last digit and A plurality of ribs extending from the front girder to the rear girder, each rib comprising a plurality of wire openings, A plurality of high-voltage wires disposed in the wire openings of the plurality of ribs, Each wire opening receives one high-voltage wire, and each wire opening has an opening size larger than the size of the one high-voltage wire, and the opening size is smaller than the size of the connector attached to the end of the one high-voltage wire. Multiple high-voltage wires, Equipped with an upper outer panel, An aircraft wing in which the high-voltage wire is installed in the wire opening before the upper outer plate hardens onto the plurality of ribs.

2. The aircraft wing according to claim 1, wherein the plurality of wire openings on each rib are positioned along the length of each rib in close proximity to the upper outer plate.

3. The aircraft wing according to claim 1 or 2, wherein the plurality of wire openings on each of the ribs are spaced apart to maintain a predetermined separation between each of the high-voltage wires.

4. The aircraft wing according to any one of claims 1 to 3, wherein the high-voltage wire is configured to pass through the fuselage of the aircraft and the plurality of openings in the plurality of ribs of the aircraft wing and enter the wing box of the aircraft wing.

5. The aircraft wing according to any one of claims 1 to 4, wherein the aircraft wing comprises a cured adhesive between the front spar, the rear spar, the plurality of ribs, the lower outer skin, and the upper outer skin.

6. The aircraft wing according to any one of claims 1 to 5, further comprising a plurality of interface connectors positioned between the aircraft wing and the fuselage of the aircraft, wherein the plurality of interface connectors are configured to be coupled to the high-voltage wire.

7. The aircraft wing according to any one of claims 1 to 6, wherein the curing of the upper outer plate onto the plurality of ribs is carried out at a temperature in the range of about 115°C to about 200°C.

8. The aircraft wing according to any one of claims 1 to 7, wherein the opening size is in the range of about 1.5 inches to about 2.5 inches.

9. The aircraft wing according to any one of claims 1 to 8, wherein the weight of one of the ribs is in the range of about 5 lb to about 10 lb.

10. The aircraft wing according to any one of claims 1 to 9, wherein the distance between any two of the high-voltage wires is in the range of about 4 inches to about 30 inches.

11. A method for manufacturing aircraft wings, Assembling the front girders, rear girders, and multiple ribs onto the lower outer plate, Here, the plurality of ribs extend from the front girder to the rear girder, and each rib in the plurality of ribs includes a plurality of wire openings configured to receive a high-voltage wire, each wire opening having an opening size larger than the size of a single high-voltage wire, and the opening size smaller than the size of a connector attached to the end of the single high-voltage wire. The high-voltage wires are installed in the wire openings of the plurality of ribs such that each wire opening receives one high-voltage wire. After installing the high-voltage wire in the wire opening, the upper outer plate is assembled onto the plurality of ribs, A method comprising curing an adhesive between the front spar, the rear spar, the plurality of ribs, the lower outer skin, and the upper outer skin to form a final wing assembly.

12. The method according to claim 11, further comprising forming the plurality of wire openings of each rib along the length of each rib in close proximity to the upper outer plate.

13. The method according to claim 11 or 12, further comprising forming the plurality of wire openings such that the wire openings are spaced apart from each other by a predetermined distance.

14. Installing the high-voltage wire in the wire opening is The method according to any one of claims 11 to 13, further comprising arranging the high-voltage wire to pass through the fuselage of the aircraft and through the wire openings of the plurality of ribs of the aircraft wing and into the wing box of the aircraft wing.

15. Installing the high-voltage wire in the wire opening is The high-voltage wire is installed inside the uncured composite aircraft wing, The method according to any one of claims 11 to 14, further comprising curing the adhesive between the front spar, the rear spar, the plurality of ribs, the lower outer skin, and the upper outer skin to form the final wing assembly having the high-voltage wires inside the aircraft wing.

16. The further includes positioning a plurality of interface connectors between the aircraft wing and the aircraft fuselage, The method according to any one of claims 11 to 15, wherein the plurality of interface connectors are configured to be coupled to the high-voltage wire.

17. The method according to any one of claims 11 to 16, wherein the curing of the adhesive is carried out at a temperature in the range of about 115°C to about 200°C.

18. The method according to any one of claims 11 to 17, wherein the opening size is in the range of about 1.5 inches to about 2.5 inches.

19. The method according to any one of claims 11 to 18, wherein the weight of each rib is in the range of about 5 lb to about 10 lb.

20. The method according to any one of claims 11 to 19, wherein the distance between any two of the high-voltage wires is in the range of about 4 inches to about 30 inches.

21. Aircraft assembly, An aircraft structure comprising components, Multiple wire openings of the aforementioned component, A plurality of high-voltage wires disposed in the wire opening of the aforementioned component, Each wire opening receives one high-voltage wire, and each wire opening has an opening size larger than the size of the one high-voltage wire, and the opening size is smaller than the size of the connector attached to the end of the one high-voltage wire. Equipped with multiple high-voltage wires, An aircraft assembly in which the high-voltage wire is installed in the wire opening before the aircraft structure hardens.

22. The aforementioned aircraft structure is a wing, The aircraft assembly according to claim 21, wherein the component having the wire opening is a rib of the wing.

23. The aforementioned aircraft structure is the fuselage, The aircraft assembly according to claim 21, wherein the component having the wire opening is the fuselage frame.

24. The aforementioned aircraft structure is the fuselage, The aircraft assembly according to claim 21, wherein the component having the wire opening is the outer skin of the fuselage.

25. The aforementioned aircraft structure is a boom, The aircraft assembly according to claim 21, wherein the component having the wire opening is the outer plate of the boom.

26. The aforementioned aircraft structure is a stabilizer, The aircraft assembly according to claim 21, wherein the component having the wire opening is a rib of the stabilizer.

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