Aircraft having a wing and a leading edge
By integrating fluid lines within the leading edge of aircraft wings, the patent addresses cooling challenges for high-thermal-demand components, enhancing thermal management and de-icing capabilities.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- APUS ZERO EMISSION GMBH
- Filing Date
- 2024-11-15
- Publication Date
- 2026-05-21
AI Technical Summary
Existing aircraft designs lack effective cooling solutions for components with high thermal demands, such as electric motors and fuel cells, which are not adequately addressed by conventional airflow cooling methods.
Incorporating fluid lines within the leading edge of the aircraft wing to transport cooling fluids or de-icing agents, utilizing materials like aluminum or fiber-reinforced plastics, and integrating these lines with the wing's structure to enhance cooling capacity and distribution.
Provides enhanced cooling and de-icing capabilities, optimizing thermal management for high-power components and ensuring efficient operation of propulsion systems.
Smart Images
Figure EP2024082618_21052026_PF_FP_ABST
Abstract
Description
[0001] APUS ZERO EMISSION GMBH
[0002] 247 PCT 2710
[0003] Airplane with one wing and one leading edge
[0004] The invention lies in the field of mechanics and aeronautical engineering and is particularly advantageous for aircraft that have a high cooling requirement.
[0005] In recent years, efforts have been made to equip aircraft with electric motors, driven by ecological considerations as well as economic and other reasons. This has led to additional efforts to generate the electrical energy for these propulsion motors from fuel cells. In many cases, this creates an additional cooling requirement, primarily due to the operation of the fuel cell, but potentially also due to the operation of the electric motor, a conventional combustion engine, or other components. It is known, for example, to cool aircraft propulsion motors using the airflow generated by the aircraft's movement.
[0006] Against the background of the prior art, the invention is based on the objective of creating additional cooling possibilities or possibilities for heat or media exchange with parts of a wing during operation.
[0007] The problem is solved by the invention with the features of the independent claims. The dependent claims represent possible realizations of the invention.
[0008] The invention thus relates to an aircraft with a propulsion system and a wing, and in particular with a fuselage connected to the wing, wherein the wing has at least one leading edge which is arranged in the direction of flight on the front of the wing and forms a rounded front boundary surface of the wing with its outer side, wherein the leading edge has at least one fluid line for transporting a fluid on its side facing away from the front of the wing.
[0009] Such leading edges are generally known and in many cases are assembled with a lower shell and an upper shell to form a wing, which is then usually stiffened by one or more spars running longitudinally along the wing between the lower and upper shells.
[0010] Up to now, leading edges are not specifically equipped with fluid lines, but essentially serve to complete the airfoil profile at its leading edge.
[0011] According to the invention, at least one fluid line is provided on the side of the leading edge facing the interior of the wing, which can serve, for example, to convey a cooling fluid, such as a coolant or a cooling gas.
[0012] This is particularly useful when the aircraft contains components with high cooling requirements, such as powerful combustion or electric motors, one or more fuel cells, and power electronics components. Accordingly, a cooling fluid can be circulated between the component to be cooled and the fluid line at the leading edge, where it is intensively cooled by the airflow.
[0013] One possible implementation of the invention may provide that the wing has an upper shell and a lower shell, between which at least one spar is arranged, and that the leading edge is arranged in the direction of flight in front of the spar or spars.
[0014] For example, the leading edge can be attached to the foremost wing spar in the direction of flight. However, the leading edge can also be attached directly to the upper and / or lower wing skin. In many cases, the leading edge can be attached to the wing spar in the same area(s) where the upper and / or lower wing skins are attached. The leading edge continues the outer contour of the wing, so that this outer contour is ultimately defined by the upper and lower wing skins and the leading edge.
[0015] Another implementation of the invention may provide that the leading edge has a longitudinal axis that is aligned parallel to a forward boundary edge of the wing and that one or more of the fluid lines run at least section by section along the longitudinal axis, wherein in particular the wing is divided in its longitudinal direction into an inner wing between a central fuselage and an engine nacelle and an outer wing on the side of the engine nacelle opposite the fuselage and a leading edge is arranged on the inner wing and on the outer wing.
[0016] The leading edge can extend over the entire length of the wing or only a portion thereof, forming an elongated body whose longitudinal axis often runs along the direction of its greatest extent. The cross-sectional shape and area of the leading edge can be constant or vary along its length. In many cases, it is advantageous for fluid lines to be in contact with as much of the leading edge's surface as possible. For this reason, fluid lines are often designed to run parallel to the wing's leading edge. Multiple fluid lines can run parallel to each other and be connected at their ends to form a meandering structure.
[0017] In the case of a twin-engine aircraft, where an engine nacelle is arranged on each side next to a central fuselage, each wing can then be divided into two parts, a first part, the inner wing, being located between the fuselage and the engine nacelle, and a second part, the outer wing, being located beyond the engine nacelle as seen from the fuselage.
[0018] By arranging leading edges in both the inner and outer wing, the space in the wing and the cooling capacity are optimally utilized, or, if the fluid lines serve to distribute a de-icing agent, all parts of the wing can be supplied.
[0019] It may also be provided that at least one of the fluid lines has an inlet and an outlet and between these one or more sections running along the longitudinal axis of the nose ridge.
[0020] The inlet and outlet can then be connected to a reservoir on one side and to a unit to be cooled on the other.
[0021] It may also be provided, for example, that at least one of the fluid lines has an inlet in the connection area between the fuselage and the wing.
[0022] This can be advantageous if a component requiring cooling and / or a cooling fluid reservoir is housed in the fuselage of the aircraft. Alternatively, as in another example, at least one of the fluid lines may form a section of a closed cooling circuit.
[0023] In this case, the cooling fluid can be continuously pumped through the fluid line at the nose strip and the flow rate can be optimized with regard to the desired cooling performance, without the coolant reservoir becoming depleted.
[0024] Another implementation of the invention may provide that at least one of the fluid lines is connected via a channel or several spaced-apart channels to an area of the outer surface of the leading edge, which forms an outer boundary surface of the wing.
[0025] This design makes it possible to deliver a fluid to the outer surface of the leading edge and the outer surface of the wing via one or more fluid channels and release it there. This released fluid can be, for example, a de-icing fluid, a de-icing liquid, or a de-icing gas. The channels preferably terminate at the leading edge of the wing or in the immediate vicinity of the leading edge, so that after exiting, the exiting fluid is carried along the outer surface of the wing by the airflow, against the direction of flight and thus covering large areas of the wing surface.
[0026] Another implementation of the invention may provide that the leading edge has a plate-shaped body, in particular a sheet metal body, which is curved at least in one direction and has a convex outer surface and an inner surface opposite the outer surface, wherein the outer surface is configured to form a front boundary surface of the wing and wherein a fluid line is arranged on or at the inner surface, wherein the fluid line is in particular at least partially embedded in the sheet metal body or the plate-shaped body or is connected at least section by section to the sheet metal body or the plate-shaped body along its longitudinal direction.If the nose edge is a curved, plate-shaped body where the thickness of the plate is the same over large areas or completely uniform, then a concavely curved inner surface is formed on the inside of the nose edge, opposite the convexly curved outer surface, along which the fluid lines can run.
[0027] Regardless of the nose rail's shape, the fluid line(s) can be connected to the nose rail by soldering or welding, or by bonding, preferably with a highly thermally conductive adhesive. The fluid lines can also be at least partially embedded in the inner surface of the nose rail to achieve the largest possible contact area between the fluid lines and the nose rail material.
[0028] As already indicated above, it may be provided, according to an example, that the leading edge is attached to the first spar as seen from the front of the wing and / or to the upper and lower shells.
[0029] Furthermore, it may also be provided that the nose strip consists at least partially of a metal, in particular aluminium, or of a fiber-reinforced plastic.
[0030] Aluminum, like most metals, is a good conductor of heat and, due to its long track record in aircraft construction, its low weight, and good mechanical properties, it is a suitable material for the leading edge, as are some other metals. However, some plastics also possess sufficient thermal conductivity and mechanical stability to be suitable for the leading edge. Fiber-reinforced plastics, especially those reinforced with carbon fibers, can often effectively combine the required thermal and mechanical properties.
[0031] According to another example, the nose ridge, including at least one fluid line, can also be manufactured by extrusion. This manufacturing method is particularly suitable if the cross-sectional shape of the nose ridge does not change along its length. The fluid lines can then be produced during the extrusion process in their sections that run parallel to the longitudinal axis of the nose ridge.
[0032] Furthermore, it may be provided that at least one fluid line is connected to a cooling circuit of a fuel cell of the aircraft.
[0033] Fuel cells in aircraft are operated at very high power demands, at least temporarily, resulting in a high cooling requirement. In such cases, cooling is achieved via a cooling fluid circulated through the fluid lines at the leading edge. Electronic components, such as an inverter for a propulsion electric motor or the propulsion electric motor itself, can also be cooled in this way if they are connected to the fluid lines at the leading edge via a cooling circuit.
[0034] Another implementation of the invention may provide that at least one of the fluid lines is connected to a de-icing agent tank of the aircraft.
[0035] In this case, as described above, a fluid line can be used to de-ice a wing.
[0036] In many cases, fluid lines carrying both a cooling fluid and a de-icing agent can be provided on a nose ridge of the type described.
[0037] The invention relates not only to an aircraft of the type mentioned above, but also to a leading edge for a wing of an aircraft, wherein a convexly curved outer surface of the leading edge is arranged to form a rounded front outer boundary surface with a leading edge of the wing on the front side of the wing in the direction of flight, characterized in that the leading edge has at least one fluid channel on the inner surface facing away from the convexly curved surface, which extends at least partially along a longitudinal axis of the leading edge.
[0038] Such a leading edge can possess all the properties described above in connection with an aircraft with a leading edge. For example, the leading edge can be made of a metal, such as aluminum, or a plastic, and / or the fluid line can run lengthwise along the leading edge in sections, for example, in a meandering pattern. The leading edge can be manufactured by extrusion and be shaped like a plate or sheet, for example, with a convex and a concave side.
[0039] In such a nose rail, it can be provided that the at least one fluid line is at least partially connected to a plate-shaped body or sheet metal body of the nose rail in a materially bonded manner and, in particular, is connected to the convexly curved outer surface of the nose rail by means of several spaced-apart channels.
[0040] Such a nose ridge can also be made of a metal, for example aluminum, or a fiber-reinforced plastic, and can also be manufactured by extrusion. The channels can then be created, for example, by drilling holes after extrusion.
[0041] The invention is shown below with reference to exemplary embodiments in figures of a drawing and is subsequently described.
[0042] This shows:
[0043] Figure 1: a perspective view of a section of a wing, Figure 2: cross-sectional view of a section of a leading edge with a fluid line,
[0044] Figure 3: cross-section of a section of a nose ridge with an embedded fluid line,
[0045] Figure 4: a schematic view of an aircraft fuselage and leading edge as seen in the direction of flight,
[0046] Figure 5: a schematic view of an aircraft fuselage and a leading edge seen from above, Figure 6: in cross-section a section of a leading edge with a fluid line connected to a surface of the leading edge by means of a channel,
[0047] Figure 7: a schematic side view of a fluid line and a longitudinal section through a nose ridge with channels to the surface of the nose ridge, as well as
[0048] Figure 8: schematically an airplane with leading edges on the inner and outer wing.
[0049] Figure 1 shows a perspective view of a section of a wing 3. The wing has an upper shell 3a and a lower shell 3b, which together form an airfoil. The upper shell and the lower shell are connected to each other and to two spars 8, 9: a forward spar 8 (in the direction of flight 6) and a rear spar 9, which provide the stiffness of the wing.
[0050] On the leading edge 7 of the wing, the leading edge of the wing is formed by the outer surface 5a of a leading edge 5. Opposite the outer surface 5a is an inner surface 5c of the leading edge, which is concave. The leading edge is made of aluminum sheet and produced by extrusion; however, it can also be made of a plastic, for example, a fiber-reinforced plastic, and also produced by extrusion. Alternatively, the leading edge can be produced independently of the material, for example, by rolling, as a flat, plate-like body and then shaped by bending or deep drawing. The leading edge also forms, among other things, a leading edge 5b of the wing.
[0051] The leading edge can be attached to the lower and upper edges of the spar 8 and / or to the lower and upper shells 3a, 3b of the wing.
[0052] The figure shows a longitudinal axis 10 of the nose rail 5 and several adjacent and parallel sections of a fluid line 11, which is arranged on the inner surface 5c. Figure 2 shows a cross-sectional view of a section of a fluid line 11 that is metallurgically bonded, for example by welding, soldering, or gluing, to a plate-shaped nose rail 5. The fluid line, which has the form of a tube, can also be manufactured in one piece with the nose rail by extrusion or casting.
[0053] Figure 3 shows a variant in which the fluid line 11 is partially drawn into the material of the plate-shaped nose strip 5, thus improving heat conduction between the fluid line and the nose strip. This variant can also be manufactured, for example, by extrusion from the materials mentioned above.
[0054] Figure 4 shows a schematic view, in the direction of flight, of an aircraft fuselage 4 with a cooling unit 2, which can be a fuel cell, but also an engine, in particular an internal combustion engine or an electric motor. A leading edge 5 is also shown as part of a wing 3, with the inner surface 5c showing a fluid line 11 attached to it. The fluid line 11 is meandering with longer sections running parallel to the longitudinal axis 10 of the leading edge. The fluid line is connected to the cooling unit 2 and forms part of the cooling circuit 12 of the cooling unit 2.
[0055] Additionally, another fluid line 11a is shown as an example, which also runs at least partially parallel to the longitudinal axis 10 and serves to distribute a de-icing agent from a de-icing agent tank 14. Typically, several fluid lines for the de-icing agent are distributed parallel to each other along the leading edge. They are connected to the outer surface 5a of the leading edge via channels, as will be explained in more detail below with reference to Figures 6 and 7.
[0056] Figure 5 shows a schematic top view of an aircraft fuselage, with the direction of flight indicated by arrow 6. An electric motor 1, connected to an inverter (not shown), is depicted at the forward end of the fuselage 4. The motor 1 and / or the inverter can be cooled by a cooling fluid flowing in a cooling circuit 12. In the illustration of Figure 5, a fuel cell is also included in the cooling circuit. However, each of these components can also be connected to a separate cooling circuit. The fluid line 11, which runs along the inner surface of the leading edge 5, forms part of the cooling circuit 12. The outer surface 5a of the leading edge 5 forms the outer boundary surface of the wing 3 on its forward side 7 (in the direction of flight).
[0057] Figure 6 shows a cross-section of a fluid line 11a, which serves to distribute a de-icing agent along the nose ridge 5. The fluid line 11a can be mounted on the material of the plate-shaped nose ridge and bonded to it. It can also be manufactured integrally with the nose ridge by extrusion or casting. The nose ridge can be made of a metal, for example, aluminum, or a fiber-reinforced plastic. In this text, the term "aluminum" is intended to include aluminum alloys.
[0058] The fluid line 11a is connected to the outer surface 5a of the nose ridge by means of channels 13a, 13b, 13c, which are shown in Figures 6 and 7, so that the de-icing agent can flow there and exit there and distribute itself along the outer surface 5a.
[0059] The channels 13a, 13b, 13c can, for example, be created after the manufacture of the leading edge with the fluid line 11a by drilling, eroding or other abrasive machining from the outer surface 5a of the leading edge 5.
[0060] Figure 7 shows a side view of a fluid line 11a with a cut plate-shaped nose ridge 5.
[0061] Figure 8 schematically depicts a twin-engine aircraft in a top view, with a first engine nacelle 1a dividing the wing 3 into an inner wing 3c and an outer wing 3d. A leading edge 5d, 5e is arranged on both the inner and outer wing sections, thus optimally utilizing the entire area of the wing's leading edge. In any case, leading edges can be provided on both sides of the fuselage on the wing, mirroring each other.
Claims
APUS Zero Emission GmbH 247PCT 2710 Patent claims 1. Aircraft with a propulsion system (1, 2), a wing (3) and in particular with a fuselage (4) connected to the wing, wherein the wing has at least one leading edge (5) which is arranged in the direction of flight (6) on the front (7) of the wing and forms a rounded front boundary surface of the wing with its outer side (5a), characterized in that the leading edge has at least one fluid line (11, 11a) for transporting a fluid on its side (5b) facing away from the front of the wing.
2. Aircraft according to claim 1, characterized in that the wing (3) has an upper shell (3a) and a lower shell (3b) between which at least one spar (8, 9) is arranged, and that the leading edge is arranged in the direction of flight (6) in front of the spar or spars.
3. Aircraft according to claim 1 or 2, characterized in that the leading edge (5) has a longitudinal axis (10) which is aligned parallel to a forward boundary edge (5b) of the wing (3) and that one or more of the fluid lines (11, 11a) run at least sectionally along the longitudinal axis, wherein in particular the wing is divided in its longitudinal direction into an inner wing (3c) between a central fuselage (4) and an engine nacelle (1a) and an outer wing (3d) on the side of the engine nacelle opposite the fuselage and a leading edge (5d, 5e) is arranged on the inner wing and on the outer wing respectively.
4. Aircraft according to claim 1 or 3, characterized in that at least one of the fluid lines (11, 11a) has an inlet (11a) and an outlet (11b) and between these one or more sections which run along the longitudinal axis (10) of the leading edge (5).
5. Aircraft according to one of claims 1 to 4, characterized in that at least one of the fluid lines (11, 11a) has an inlet (11a) in the connection area of the fuselage with the wing.
6. Aircraft according to one of claims 1 to 5, characterized in that at least one of the fluid lines (11) forms a section of a closed cooling circuit (12).
7. Aircraft according to one of claims 1 to 6, characterized in that at least one of the fluid lines (11a) is connected via a channel (13a, 13b, 13c) or several spaced-apart channels to a region of the outer surface (5a) of the leading edge, which forms an outer boundary surface of the wing (3).
8. Aircraft according to one of claims 1 to 7, characterized in that the leading edge (5) has a plate-shaped body, in particular a sheet metal body, which is curved at least in one direction and has a convex outer surface (5a) and an inner surface (5c) opposite the outer surface, wherein the outer surface (5a) is configured to form a leading edge surface of the wing (3) and wherein a fluid line (11, 11a) is arranged on or at the inner surface, wherein the fluid line is in particular at least partially embedded in the sheet metal body or the plate-shaped body or is connected at least sectionally to the sheet metal body or the plate-shaped body along its longitudinal direction.
9. Aircraft according to one of claims 1 to 8, characterized in that the leading edge (5) is attached to the first spar (8) as seen from the front (7) of the wing (3) and / or to the upper and lower shells (3a, 3b).
10. Aircraft according to one of claims 1 to 9, characterized in that the leading edge (5) consists at least partially of a metal, in particular aluminium, or of a fiber-reinforced plastic.
11. Aircraft according to one of claims 1 to 10, characterized in that the leading edge, in particular including at least one fluid line (11, 11a), is manufactured by extrusion.
12. Aircraft according to one of claims 1 to 11, characterized in that at least one fluid line (11) is connected to a cooling circuit of a fuel cell (2) of the aircraft.
13. Aircraft according to one of claims 1 to 12, characterized in that at least one of the fluid lines (11a) is connected to a de-icing agent tank (14) of the aircraft.
14. Leading edge for a wing (3) of an aircraft, wherein a convexly curved outer surface (5a) of the leading edge (5) is configured to form a rounded front outer boundary surface with a leading edge (5b) of the wing on the front side (7) of the wing located forward in the direction of flight (6), characterized in that the leading edge has at least one fluid channel (11, 11a) on the inner surface (5c) facing away from the convexly curved surface, which extends at least sectionally along a longitudinal axis (10) of the leading edge.
15. Nose strip according to claim 14, characterized in that the at least one fluid line (11, 11a) is at least partially connected to a plate-shaped body or sheet metal body of the nose strip (5) in a materially bonded manner and is in particular connected to the convexly curved outer surface (5a) of the nose strip by means of several spaced-apart channels (13a, 13b, 13c).