FIELD OF THE INVENTION

The invention relates to a wing leading-edge component, a wing having a fixed wing body and a wing leading-edge component, as well as an aircraft.

BACKGROUND OF THE INVENTION

Aerodynamic components of an aircraft are designed to meet several aerodynamic requirements of the respective aircraft, which lead to a certain shape exposed to an airflow. For optimizing the weight of the aircraft, usually hollow structures are used, which are stiffened by an interior structure. For example, a leading edge of a flow body used in a commercial aircraft may comprise a skin and ribs attached to an interior side of the skin.

Besides the aerodynamic and weight requirements, also bird strike is a sizing scenario for leading-edge regions of a flow body of an aircraft. For example, it is known to provide a reinforcing panel structure on the leading-edge region to withstand impact to a great extent. A rupture of an outer skin of a flow body in the leading-edge region due to an impact should be avoided. For example, EP 3 318 481 A1 shows a panel structure for an aircraft having an improved impact resistance.

BRIEF SUMMARY OF THE INVENTION

Aspects of the invention may provide an alternate leading-edge component, which has improved impact characteristics for avoiding ruptures of a skin panel that is stiffened by an interior structure.

A leading-edge component for an aircraft is proposed, comprising at least a part of a flow body having a front skin and at least one rib, wherein the front skin comprises a top section, a bottom section and a leading edge arranged therebetween, wherein the rib extends from the bottom section to the top section, wherein the rib comprises at least one kink separating the rib into a first section and at least one second section, and wherein main extension planes of the first section and the at least one second section enclose an angle of at least 10°.

The leading-edge component can be any component that is capable of being arranged at a leading edge of an aircraft. For example, it may be a fixed leading-edge component as a part of a wing, of a horizontal tail plane or of a vertical tail plane. However, it may also be a movable component, such as a leading-edge slat or similar, which is designed to move relative to a fixed part of the aircraft.

In the context of the invention, the flow body may be considered an aerodynamic body that has a leading edge, which is exposable to an air flow and which is designed according to the invention. Hence, the leading-edge component may comprise a part of the flow body, such as a part of a fixed leading edge of a wing, or it comprises the whole flow body, such as a movable surface exposed to an airflow.

The front skin may be based on a surface-like component that comprises a significant curvature about a spanwise axis to form an aerodynamically advantageous leading-edge region. For example, the front skin is curved about significantly more than 45°, for example at least 90°. In the course of this curvature, a leading edge separates a bottom section and a top section. The leading edge is a line that may be close to a stagnation point in a certain flight state, such as the cruise flight.

A rib is a stiffening component, which is usually arranged parallel to a chordwise axis of the leading-edge component, which may be parallel to the x-axis, i.e. the longitudinal axis of the aircraft or perpendicular to the sweep angle of the flow body. Objects that hit the leading edge of an aircraft may cause a deformation of the material at the leading edge. By providing a rib with the design proposed according to the invention, the leading-edge component is more flexible and the front skin is allowed to distinctly deform. Hence, ruptures in the front skin directly adjacent to flanges of the rib or ruptures through a series of connection holes for rivets between the front skin and the flanges can be avoided to a large extent.

The first section as well as the at least one second section are designed as substantially flat components, which may comprise a surface-like part, which is at least partially surrounded by a radial outer flange that is attachable to the front skin. The surface-like part is not necessarily a completely solid planar part. It may also be realized as a framework with distinct recesses or cutouts. The surface-like part spans up the respective main extension plane.

By providing at least one kink in the rib, a first section and one or several second sections are created. The kink may be designed to provide an angle between two directly adjacent sections to be at least 10°. The kink may extend perpendicular or at least transverse to a chord axis of the respective flow body. It may particularly be substantially parallel to a vertical axis of the aircraft or the flow body in a predetermined installation position, respectively. By providing the kink, the stiffness of the leading-edge component at least along an expected impact direction is slightly weakened. Consequently, the front skin clearly deforms and thus absorbs the kinetic energy of the impacting object, before the front skin ruptures. The rib supports the deformation by performing an evasive movement.

In an advantageous embodiment, the main extension plane of the first section is not perpendicular to the leading edge. Hence, the leading edge does not constitute the surface normal of the main extension plane. With an impact onto the leading edge, a bending moment acts onto the kink between the first section and the at least one second section, thereby leading to a larger deformation area in the front skin, as the rib follows the deformation.

In another advantageous embodiment, a surface normal of the main extension plane of the first section and the leading edge enclose an angle of at least 10°. By including such an angle between these two lines, a distinct bending moment is created, which allows a kink region to deform to follow the front skin deformation. Hence, by allowing the kink region to fold the first section relative to the directly adjacent second section, the front skin may significantly bulge into an interior space of the flow body.

Still further, the main extension plane of the at least one second section may be perpendicular to the leading edge. Hence, only a region in the first section needs to be designed differently than in common stiffening arrangements.

It is advantageous, if the main extension plane of the at least one second section is parallel to a chord axis of the flow body. This may be comparable to a usual design of a stiffening rib in a movable flow body arranged on an aircraft. However, this also means that the main extension plane of the first section clearly differs from a parallel plane to a chord axis of the flow body.

In another advantageous embodiment, the kink between the first section and a directly adjacent second section is designed for at least folding or breaking the first section relative to the second section on an impact of a moving object onto the leading edge. Thus, the kink may be considered a weakened region that clearly allows to let both sections fold to each other during an impact. The kink should therefore be designed in such a manner, that a folding motion is not hindered. It should thus not be stiffened or otherwise modified to maintain its shape. However, it may also be possible to design the kink to act as a predetermined breaking region. A break at the kink between the first section and the directly adjacent second section would also result in the improved absorption of impact energy and improved deformation.

In some cases, it is advantageous if the component is designed to be a fixed component rigidly attachable to a structure. Such a component may for example be a fixed leading edge of a wing, a fixed leading edge of a horizontal tail plane or a fixed leading edge of a vertical tail plane. However, many other types of components are conceivable.

Also, in some cases, the component may be designed to be a movable component and having a substantially closed surface. For example, the movable component may be a leading-edge flap of a wing and thus a part of a high lift system. The component may be realized in the form of a droop nose, a slat or any other conceivable element.

The invention further relates to a wing for an aircraft, having a leading-edge component according to the above description. The wing may comprise a distinct sweep angle, in particular if the aircraft is a commercial passenger aircraft. It is conceivable that the angle between the first section and the at least one second section is measured along the sweep angle. For example, if the wing is positively swept, the first section is angled further backwards and outwards. However, it may also be conceivable that the angle between the first section and the at least one second section is measured opposite to the sweep angle. Hence, in this case with a positively swept wing, the first section may be angled further forward and inwards. Preferably, the leading-edge components to be arranged on both wings of a commercial aircraft are designed in a mirror-inverted, symmetrical manner.

In an advantageous embodiment, the wing further comprises a fixed leading edge, wherein the leading-edge component is movable between a retracted position directly forward the fixed leading-edge and at least one extended position at a further distance to the fixed leading edge. As explained above, the leading-edge component may be a leading-edge flap, which is movable relative to a fixed leading edge of the wing. It may be a droop nose or a leading edge slat, which is capable of providing a translational and rotational motion.

The invention still further relates to an aircraft having at least one wing according to the above description or at least one leading-edge component according to the above description. The aircraft may preferably be a commercial aircraft, a transport aircraft or a military aircraft. It may comprise at least one turbofan or turboprop engine, leading to significant cruise speed and thus to higher expected impact speeds of foreign objects.

It is advantageous if the first section and the at least one second section are parallel to a vertical axis of the aircraft. The vertical axis, which is also known as z-axis, is the vertical component of an aircraft-fixed coordinate system.

If the first section is parallel to an x-z-plane of the aircraft, the fastening means are arranged on a single line in the x-z-plane. This leads to a reduced drag in comparison with a wider, i.e. more spanwise, distribution of the fastening means.

