Lateral Coupling Device for Aircraft Landing Flap Load Transfer
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Solution Overview
Problem
In modern commercial aircraft with high take-off weights, the introduction of lateral loads on fixed bearing suspensions via bending leads to increased weight and aerodynamic inefficiencies, particularly with wider fairings and complex sealing issues between inner and outer landing flaps with differently inclined rotation axes.
Innovation Solution
A lateral coupling device that allows for weight-saving by eliminating direct introduction of X-loads into suspensions, using a coupling system with five degrees of freedom to adjust aerodynamic bodies relative to the main wing, reducing the need for wide fairings and simplifying sealing by introducing Y and Z loads through suspensions parallel to the flight direction.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If fixed bearing suspensions are used to transfer landing flap loads to the aircraft structure, then the loads can be transferred via bending, but wider fairings are required which increases weight and creates aerodynamic inefficiencies
Solution Approach 1:
The patent introduces a lateral coupling device as an intermediary component between the landing flap and the aircraft structure. This device includes a lateral connecting rod that couples the landing flap to the main wing or fuselage, transferring X-loads as pure longitudinal forces rather than through bending in wide fairings. The coupling device has five degrees of freedom and allows adjustment movement, enabling load transfer without requiring wide fairings, thus reducing weight while maintaining load transfer capability.
2Force
If fixed bearing suspensions with greater distances between landing flap rotation axes and the underside of the wing are used, then load transfer is possible, but wider fixed bearing suspensions are required which increases weight
Solution Approach 1:
The lateral coupling device acts as a mediator that transfers X-loads directly as longitudinal forces through the lateral connecting rod, bypassing the need for wide fixed bearing suspensions. The coupling device connects the landing flap to the main wing or fuselage structure, enabling force transfer without increasing suspension weight, even when the distance between rotation axes and wing underside is greater.
3Adaptability or versatility
If inner and outer landing flaps with differently inclined landing flap axes of rotation are used, then high-lift functionality is achieved, but overlapping occurs in the separation area which increases sealing complexity
Solution Approach 1:
The lateral coupling device introduces dynamic control of flap movement through the spanwise direction. The device has five degrees of freedom and allows adjustment movement of the aerodynamic body relative to the main wing. By appropriately locating the mounting positions of the lateral connecting rod on the flaps and the wing or fuselage structure, the amount of spanwise movement of the flaps as they are driven can be controlled, preventing overlapping and reducing sealing complexity while maintaining high-lift functionality.
4Ease of manufacture
If direct introduction of X-loads into suspensions is used, then load transfer is simple, but weight increases due to wider fairings and fixed suspension brackets
Solution Approach 1:
The lateral coupling device serves as an intermediary that transfers X-loads as pure longitudinal forces through the lateral connecting rod to the main wing or fuselage structure. This approach maintains the simplicity of direct load transfer introduction while avoiding the weight penalty of wider fairings and fixed suspension brackets, as the coupling device enables efficient force transfer through its five-degree-of-freedom mechanism.
Data Source
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AI summary
A lateral coupling device (L) for holding and guiding at least one aerodynamic body in relation to the main wing in the span direction (S) thereof when the latter is adjusted comprises the following: a coupling link (L3), a first coupling connection (L1) for coupling a first end of the coupling link to the main wing or an aircraft component connected therewith or an additional aerodynamic body and a second coupling connection (L2) for coupling a second end of the coupling link to the aerodynamic body (B), the lateral coupling device (L) having a total of five degrees of freedom and allowing an adjusting movement of the aerodynamic body in relation to the main wing (1) at a right angle to the span direction (S) thereof.