Aircraft Engine Strut Assembly for Below-Centerline Thrust Reaction

Resolve Bottlenecks,
Find Innovative SolutionsGenerate Solutions

Solution Overview

Problem

Existing aircraft engine mounting structures face issues with engine bending due to thrust reaction off the engine centerline, requiring downward shifting and increasing weight and stiffness, which is addressed by a novel strut assembly design that reacts thrust at or below the engine centerline.

Innovation Solution

The strut assembly includes a mid truss assembly, an aft truss assembly, an aft strut bulkhead, and wing mounting features, allowing for engine mounting below the wing and reducing bending through a configuration that reacts thrust at or below the engine centerline.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Strength

If the strut box sits on top of the engine to provide structural support, then the engine can be mounted to the wing, but the engine has to be shifted downward to accommodate structural height clearance and engine bending becomes problematic

Engineering Contradiction:

Improvestructural supportVSAvoidengine weight

Core Design Contradiction:

StrengthVSWeight of moving object

Solution Approach 1:

The patent inverts the conventional mounting arrangement by positioning the strut box below the engine rather than on top. This inversion allows the engine to remain in its optimal position without downward shifting, eliminating engine bending issues while maintaining structural support capability.

Inventive Principle:

Principle #13The other way round (Inversion)

Solution Approach 2:

The patent transitions from a conventional top-mounted strut box to a bottom-mounted configuration, effectively utilizing the vertical dimension differently. This dimensional repositioning resolves the conflict between structural support requirements and engine positioning, allowing thrust to be reacted off the engine centerline without causing bending.

Inventive Principle:

Principle #17Another dimension (Dimensionality change)

2Length of stationary object

If the engine is shifted downward to accommodate the strut box on top, then structural height clearance is achieved, but engine bending increases and stiffness and weight must be increased

Engineering Contradiction:

Improvestructural height clearanceVSAvoidengine bending

Core Design Contradiction:

Length of stationary objectVSStability of the object's composition

Solution Approach 1:

Instead of shifting the engine downward to accommodate a top-mounted strut box, the patent inverts the arrangement by placing the strut box below the engine. This maintains proper engine positioning and alignment, preventing engine bending while achieving the necessary structural height clearance.

Inventive Principle:

Principle #13The other way round (Inversion)

3Force

If thrust is reacted off the engine centerline in conventional designs, then the engine can be mounted to the wing, but engine bending is driven and stiffness and weight increase

Engineering Contradiction:

Improvethrust reactionVSAvoidengine weight

Core Design Contradiction:

ForceVSWeight of moving object

Solution Approach 1:

The patent inverts the conventional thrust reaction arrangement by positioning the strut box below the engine, allowing thrust to be reacted off the engine centerline without causing bending. This eliminates the need for increased engine stiffness and weight that would otherwise be required to compensate for bending forces.

Inventive Principle:

Principle #13The other way round (Inversion)

Data Source

PatentUS12415610B2Strut assembly and method for coupling an engine to a wing of an aircraft

Publication Date: 2025.09.16 THE BOEING CO

AI summary

A strut assembly for coupling an engine to a wing of an aircraft, the strut assembly comprising a mid truss assembly comprising a fore portion and an aft portion; an engine mount member connected to the fore portion of the mid truss assembly; an aft truss assembly comprising a fore portion and an aft portion, the fore portion of the aft truss assembly being connected to the aft portion of the mid truss assembly; an aft strut bulkhead connected to the aft portion of the aft truss assembly; and a wing mounting feature operatively connected to, and located aft of, the aft strut bulkhead.