The present disclosure relates to aircraft spoilers.
Aircraft wing assemblies may include spoilers configured to alter the aerodynamic properties of the wings, such as to reduce the lift produced by the wings at a given airspeed, augment the high lift performance of high lift flaps by turning the upper surface airflow through spoiler droop, and augment toll authority provided by ailerons. Spoilers for commercial aircraft generally are complex core-stiffened composite or metal bond assemblies with metallic attachment lugs mechanically fastened and sealed to the bond assembly. The attachment of these lugs to the remainder of the spoiler may introduce moisture ingression, thermal loading, mechanical distortion, and other issues that may incur maintenance costs to address. In addition, the assembly of multiple materials in a geometrically precise and stable configuration may impose significant manufacturing costs.
Aircraft wings, aircraft, and related methods are disclosed. Aircraft wings comprise at least a spoiler that is constructed substantially of a monolithic structural body with an upper side that defines a portion of an airfoil surface of the aircraft wing when the spoiler is in a stowed position. The monolithic structural body further includes a lower side, opposite the upper side, that includes a plurality of stiffening ribs that define a plurality of open voids. Methods of constructing a spoiler for an aircraft wing include forming a monolithic structural body of the spoiler.
Aircraft wing 100 and/or airfoil surface 102 thereof generally is configured to produce an upward lift force when aircraft 10 is in flight. In some cases, such as when aircraft 10 is at a cruising airspeed, aircraft wing 100 and/or airfoil surface 102 may be operatively configured to minimize a drag force that opposes the motion of aircraft 10. Spoilers 110 and flaps 104 generally are configured to be selectively deployed to modify the aerodynamic properties of aircraft wing 100. For example, spoilers 110 may be configured when deployed to reduce the lift force produced by aircraft wing 100, such as to decrease an altitude of aircraft 10 without a significant increase in the airspeed of aircraft 10 and/or to transfer a weight of aircraft 10 to a wheel assembly of aircraft 10 for more effective braking upon landing. In addition, spoilers 110 may be selectively pivoted only very slightly (e.g., about 1° or less) to optimize high speed drag. In such situations, spoilers 110 are maintained in contact with corresponding flaps 104. Similarly, flaps 104 may be configured when deployed to increase the lift force produced by aircraft wing 100, especially at low airspeeds, and/or to increase the drag force produced by aircraft wing 100. As described herein, spoiler 110 and/or flap 104 each may be described as having one or more stowed positions and one or more deployed positions, such that spoiler 110 and flap 104 generally conform to airfoil surface 102 in the respective stowed positions.
As used herein, “monolithic” refers to a structure that is unitary in nature and that is not comprised of an assembly of individual components that are fastened together, such as by fasteners or adhesives. For example, a monolithic structure, while having distinct regions, portions, and the like, includes only a single overall component. That said, in some examples, a monolithic structure may be constructed from two or more individual monolithic structures that are permanently fixed together to become one, such as two or more metallic portions that are welded together.
By being constructed “substantially” of monolithic structural body 112, it is meant that monolithic structural body 112 defines the primary structural component of spoiler 110, such as with monolithic structural body 112 comprising greater than 95-99% of the mass of spoiler 110.
Monolithic structural body 112 may be constructed of any appropriate material, and/or may be metallic. For example, monolithic structural body 112 may include, consist of, and/or consist essentially of aluminum, an aluminum alloy, titanium, and/or steel. Similarly, monolithic structural body 112 may be constructed in any appropriate manner. For example, monolithic structural body 112 may be a machined structural body 112, may be a 3D-printed structural body 112, and/or may be produced by an additive manufacturing technique. Additionally, spoiler 110 may be constructed such that spoiler 110 is devoid, or free, of honeycomb core structures and/or sandwich panels. In this way, construction of monolithic structural body 112 may be significantly less expensive and/or more rapid than construction of a spoiler body that includes honeycomb core structures and/or sandwich panels. Spoilers 110 according to the present disclosure also may be more robust, less prone to mechanical wear, and/or less prone to moisture ingress relative to spoilers constructed as complex core-stiffened composite or metal bond assemblies with metallic attachment lugs mechanically fastened and sealed to the bond assembly.
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Stiffening ribs 120 and open voids 122 may assume any appropriate shapes, sizes, and/or configurations. As an example, the plurality of stiffening ribs 120 and the plurality of open voids 122 may form, include, and/or be characterized as an isogrid structure with integral stiffening ribs 120 arranged in a triangular pattern. The plurality of open voids 122 may be described in terms of profiles, or shapes, when viewed from below, with such profiles optionally and generally defining polygons, including polygons of three, four, five, six, or more than six sides. As used herein, such phrases as “generally defining polygons” mean that such shapes need not be precise with perfect corners or perfectly straight edges, but rather that such shapes would be readily considered to generally define such polygons. For example, a three-sided shape with rounded corners may be described as triangular or generally triangular, and a four-sided shape with rounded corners may be described as quadrilateral or generally quadrilateral. Additionally or alternatively, the plurality of open voids 122 may include and/or consist of a first subset 124 of open voids 122 that have generally first profile shapes (e.g., triangular profiles) when viewed from below and/or a second subset 126 of open voids 122 that have generally second profile shapes (e.g., quadrilateral profiles) when viewed from below. As illustrated in
As used herein, positional terms such as “upper,” “lower,” “above,” “below,” and the like may be used to describe spatial relationships between components of aircraft wing 100 in an illustrative, non-limiting manner, and generally refer to a configuration in which aircraft 10 is generally upright and parallel to a ground surface. Similarly, positional terms such as “forward,” “aft,” “rearward,” and the like generally are recited with respect to a direction in which aircraft 10 is configured to travel when in flight. For example, upper body side 114 may be described as being positioned generally vertically above lower body side 116. Similarly, forward region 142 may be described as being positioned proximal a leading edge of aircraft wing 100 relative to aft region 144, and aft region 144 may be described as being positioned proximal a trailing edge of aircraft wing 100 relative to forward region 142.
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Spoiler 110 and flap 104 further may be configured such that, when spoiler 110 is in the range of stowed spoiler positions and flap 104 is in the stowed flap position or in the range of deployed flap positions, the trailing edge of spoiler 110 is engaged with flap 104. In such a configuration, aircraft wing 100 may be configured to restrict and/or prevent airflow between spoiler 110 and flap 104. For example, flexible trailing edge structure 160 of spoiler 110 may be configured to exhibit a precurl that biases flexible trailing edge structure 160 in a downward direction to seal flexible trailing edge structure 160 against an upper surface of flap 104.
Additionally or alternatively, monolithic structural body 112 of spoiler 110 may include a flap contact surface 154 (as illustrated in
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Each of the processes of method 500 may be performed or carried out by a system integrator, a third party, and/or an operator (e.g., a customer). For the purposes of this description, a system integrator may include without limitation any number of aircraft manufacturers and major-system subcontractors; a third party may include without limitation any number of venders, subcontractors, and suppliers; and an operator may be an airline, leasing company, military entity, service organization, and so on.
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Apparatuses and methods disclosed herein may be employed during any one or more of the processes of manufacturing and service method 500. For example, components or subassemblies corresponding to production 508 may be fabricated or manufactured in a manner similar to components or subassemblies produced while aircraft 10 is in service. Also, one or more apparatus examples, method examples, or a combination thereof may be utilized during component and subassembly manufacturing 508 and system integration 510, for example, by substantially expediting assembly of or reducing the cost of aircraft 10. Similarly, one or more of apparatus examples, method examples, or a combination thereof may be utilized while aircraft 10 is in service, for example and without limitation, to maintenance and service 516.
Illustrative, non-exclusive examples of inventive subject matter according to the present disclosure are described in the following enumerated paragraphs:
A. An aircraft wing, comprising:
a spoiler constructed substantially of a monolithic structural body.
A1. The aircraft wing of paragraph A, wherein the monolithic structural body is metallic, optionally constructed of an aluminum alloy.
A2. The aircraft wing of any of paragraphs A-A1, wherein the monolithic structural body is a machined structural body.
A3. The aircraft wing of any of paragraphs A-A1, wherein the monolithic structural body is a 3D-printed structural body.
A4. The aircraft wing of any of paragraphs A-A3, wherein the spoiler is devoid of honeycomb core structures and/or sandwich panels.
A5. The aircraft wing of any of paragraphs A-A4, wherein the monolithic structural body includes:
an upper side that defines a portion of an airfoil surface of the aircraft wing when the spoiler is in a stowed position; and
a lower side, opposite the upper side, that comprises a plurality of stiffening ribs that define a plurality of open voids.
A5.1. The aircraft wing of paragraph A5, wherein the spoiler is devoid of a skin that extends across the plurality of stiffening ribs to define a lower surface of the spoiler.
A5.2. The aircraft wing of any of paragraphs A5-A5.1, wherein the plurality of open voids comprises one or more of:
a first subset of open voids that have generally triangular profiles when viewed from below; and
a second subset of open voids that have generally quadrilateral profiles when viewed from below.
A5.2.1. The aircraft wing of paragraph A5.2, wherein the plurality of open voids comprises the first subset of open voids and the second subset of open voids, and wherein the first subset of open voids is positioned predominantly forward of the second subset of open voids.
A6. The aircraft wing of any of paragraphs A-A5.2.1, wherein the monolithic structural body defines one or more integral lugs configured for attachment to one or more respective spoiler deployment mechanisms.
A6.1. The aircraft wing of paragraph A6 when depending from paragraph A5, wherein at least one of the one or more integral lugs is positioned such that at least one of the plurality of open voids is positioned and sized to receive at least a portion of a spoiler deployment mechanism of the one or more spoiler deployment mechanisms when the spoiler is stowed.
A6.2. The aircraft wing of any of paragraphs A6-A6.1, wherein the one or more spoiler deployment mechanisms comprise one or more of an axle, a hinge, a pin, an actuator, and a hydraulic actuator.
A7. The aircraft wing of any of paragraphs A-A6.2, wherein the monolithic structural body comprises an upper surface, wherein the upper surface comprises a forward region and an aft region rearward of the forward region, wherein the forward region is configured to match an/the airfoil surface of the aircraft wing when the spoiler is stowed, and wherein the aft region is configured to match the airfoil surface of the aircraft wing responsive to a cruise pressure applied to the aircraft wing and when the spoiler is stowed.
A7.1. The aircraft wing of paragraph A7, wherein the forward region and the aft region are separated by a generally parabolic boundary.
A8. The aircraft wing of any of paragraphs A-A7.1, wherein the spoiler further comprises a flexible trailing edge structure coupled to the monolithic structural body along an aft edge of the monolithic structural body.
A8.1. The aircraft wing of paragraph A8, wherein the flexible trailing edge structure is constructed of a composite material, optionally a fiber reinforced composite material.
A8.2. The aircraft wing of paragraph A8, wherein the flexible trailing edge structure is constructed of a metallic material.
A9. The aircraft wing of any of paragraphs A-A8.2, wherein the spoiler further comprises side seals coupled to the monolithic structural body along lateral sides of the monolithic structural body.
A9.1. The aircraft wing of paragraph A9, wherein the side seals are constructed of a coated fabric material.
A10. The aircraft wing of any of paragraphs A-A9.1, further comprising:
an outboard wing box, wherein the spoiler is operatively coupled to the outboard wing box; and one or more spoiler deployment mechanisms operatively coupled between the spoiler and the outboard wing box and configured to operatively deploy and stow the spoiler.
A10.1. The aircraft wing of paragraph A10, wherein the outboard wing box is constructed substantially of a non-metallic material, optionally a composite material, optionally a fiber reinforced composite material.
A10.2. The aircraft wing of any of paragraphs A10-A10.1, wherein the outboard wing box comprises a frame structure and a skin operatively coupled to the frame structure.
A10.3. The aircraft wing of any of paragraphs A10-A10.2, further comprising:
a flap operatively coupled to the outboard wing box at least partially below and partially rearward of the spoiler; and
one or more flap deployment mechanisms operatively coupled between the flap and the outboard wing box and configured to operatively deploy and stow the flap.
A10.3.1. The aircraft wing of paragraph A10.3, wherein the flap is configured as a fowler flap, optionally a low fowler flap.
A10.3.2. The aircraft wing of any of paragraphs A10.3-A10.3.1,
wherein the spoiler has a deployed spoiler position and a range of stowed spoiler positions, wherein in the deployed spoiler position, a trailing edge of the spoiler is pivoted upward and away from the flap;
wherein the flap has a stowed flap position and a range of deployed flap positions, wherein in the range of deployed flap positions, a trailing edge of the flap is one or both of translated rearward and pivoted downward relative to the spoiler; and
wherein, when the spoiler is in the range of stowed spoiler positions, the trailing edge of the spoiler is engaged with the flap when the flap is in the stowed flap position.
A10.3.2.1. The aircraft wing of paragraph A10.3.2, wherein when the spoiler is in the range of stowed spoiler positions, the trailing edge of the spoiler is engaged with the flap when the flap is in at least a subset of the range of deployed flap positions.
A10.3.2.2. The aircraft wing of any of paragraphs A10.3.2-A10.3.2.1,
wherein the monolithic structural body comprises a flap contact surface positioned at a rearward edge region of the monolithic structural body; and
wherein the flap contact surface is positioned to be engaged by the flap when the flap transitions from the range of deployed flap positions to the stowed flap position to cause the trailing edge of the spoiler to pivot upward, optionally only when the one or more spoiler deployment mechanisms are non-responsive.
A10.3.3. The aircraft wing of any of paragraphs A10.3-A10.3.2.2, wherein the aircraft wing is configured to restrict, and optionally prevent, airflow between the spoiler and the flap when the spoiler is in a/the range of stowed spoiler positions and when the flap is in a/the stowed flap position.
A10.3.4. The aircraft wing of any of paragraphs A10-A10.3.3, wherein the flap is not configured as a slotted flap.
A11. The use of the aircraft wing of any of paragraphs A-A10.3.4 on an aircraft.
A12. An aircraft, comprising:
a fuselage; and
the aircraft wing of any of paragraphs A-A10.3.4 operatively coupled to the fuselage.
A13. The use of the aircraft of paragraph A12 to transport cargo and/or persons.
B. A method of constructing a spoiler for an aircraft wing, the method comprising:
forming a monolithic structural body of the spoiler, wherein the monolithic structural body has an upper side that defines a portion of an airfoil surface of the aircraft wing when the spoiler is stowed and a lower side, opposite the upper side, that comprises a plurality of stiffening ribs that define a plurality of open voids.
B1. The method of paragraph B, wherein the forming comprises machining.
B2. The method of paragraph B, wherein the forming comprises 3D-printing.
B3. The method of any of paragraphs B-B2, wherein the monolithic structural body is metallic, optionally an aluminum alloy.
B4. The method of any of paragraphs B-B3, wherein the spoiler is devoid of a skin that extends across the plurality of stiffening ribs to define a lower surface of the spoiler.
B5. The method of any of paragraphs B-B3, wherein the spoiler is devoid of honeycomb core structures and/or sandwich panels.
B6. The method of any of paragraphs B-B5, wherein the plurality of open voids comprises one or more of:
a first subset of open voids that have generally triangular profiles when viewed from below; and
a second subset of open voids that have generally quadrilateral profiles when viewed from below.
B6.1. The method of paragraph B6, wherein the plurality of open voids comprises the first subset of open voids and the second subset of open voids, and wherein the first subset of open voids is positioned predominantly forward of the second subset of open voids.
B7. The method of any of paragraphs B-B6, wherein the monolithic structural body defines one or more integral lugs configured for attachment to one or more respective spoiler deployment mechanisms.
B7.1. The method of paragraph B7, wherein at least one of the one or more integral lugs is positioned such that at least one of the plurality of open voids is positioned and sized to receive at least a portion of a spoiler deployment mechanism when the spoiler is stowed.
B8. The method of any paragraphs B-B7.1, wherein the monolithic structural body comprises an upper surface, wherein the upper surface comprises a forward region and an aft region rearward of the forward region, wherein the forward region is configured to match an airfoil surface of the aircraft wing when the spoiler is stowed, wherein the aft region is configured to match the airfoil surface of the aircraft wing responsive to a cruise pressure applied to the aircraft wing and when the spoiler is stowed.
B8.1. The method of paragraph B8, wherein the forward region and the aft region are separated by a generally parabolic boundary.
B9. The method of any of paragraphs B-B8.1, further comprising:
coupling a flexible trailing edge structure to the monolithic structural body along an aft edge of the monolithic structural body.
B9.1. The method of paragraph B9, wherein the flexible trailing edge structure is constructed of a composite material.
B10. The method of any of paragraphs B-B9.1, further comprising:
coupling side seals to lateral sides of the monolithic structural body.
B10.1. The method of paragraph B10, wherein the side seals are constructed of a coated fabric material.
As used herein, the terms “adapted” and “configured” mean that the element, component, or other subject matter is designed and/or intended to perform a given function. Thus, the use of the terms “adapted” and “configured” should not be construed to mean that a given element, component, or other subject matter is simply “capable of” performing a given function but that the element, component, and/or other subject matter is specifically selected, created, implemented, utilized, programmed, and/or designed for the purpose of performing the function. It is also within the scope of the present disclosure that elements, components, and/or other recited subject matter that is recited as being adapted to perform a particular function may additionally or alternatively be described as being configured to perform that function, and vice versa. Similarly, subject matter that is recited as being configured to perform a particular function may additionally or alternatively be described as being operative to perform that function.
As used herein, the term “and/or” placed between a first entity and a second entity means one of (1) the first entity, (2) the second entity, and (3) the first entity and the second entity. Multiple entries listed with “and/or” should be construed in the same manner, i.e., “one or more” of the entities so conjoined. Other entities optionally may be present other than the entities specifically identified by the “and/or” clause, whether related or unrelated to those entities specifically identified. Thus, as a non-limiting example, a reference to “A and/or B,” when used in conjunction with open-ended language such as “comprising,” may refer, in one example, to A only (optionally including entities other than B); in another example, to B only (optionally including entities other than A); in yet another example, to both A and B (optionally including other entities). These entities may refer to elements, actions, structures, steps, operations, values, and the like.
The various disclosed elements of apparatuses and steps of methods disclosed herein are not required to all apparatuses and methods according to the present disclosure, and the present disclosure includes all novel and non-obvious combinations and subcombinations of the various elements and steps disclosed herein. Moreover, one or more of the various elements and steps disclosed herein may define independent inventive subject matter that is separate and apart from the whole of a disclosed apparatus or method. Accordingly, such inventive subject matter is not required to be associated with the specific apparatuses and methods that are expressly disclosed herein, and such inventive subject matter may find utility in apparatuses and/or methods that are not expressly disclosed herein.