DE202021106391U1 - Aircraft component and aircraft - Google Patents

Abstract

Aircraft component, wherein the aircraft component comprises a panel (1.1, 1.2, 1.3, 1.4, 1.5, 1.6), characterized in that the panel (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) has a normal area (5.1, 5.2, 5.3, 5.4) and a first surface milling area (6.1, 6.2, 6.3, 6.4), wherein a sheet metal thickness (b.1, b.4) of the sheet metal (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) is in the normal area (5.1, 5.2, 5.3, 5.4) is greater than a sheet thickness (c.1, c.4) of the sheet (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) in the first surface milling area (6.1, 6.2, 6.3, 6.4).

Description

Technical area

The invention relates to an aircraft component according to the preamble of claim 1. The invention also relates to an aircraft according to claim 10.

State of the art

The aviation industry is an area with continuous evolution, in which technical challenges have to be mastered again and again. For example, very different requirements are placed on aircraft, which are not always easily compatible with one another. Aircraft should typically be safe, but also energy-efficient at the same time.

A typical disadvantage of airplanes compared to other means of transport is often that airplanes are not very energy efficient compared to other means of transport.

Description of the invention

It is the aim of the invention to remedy or at least reduce the above-mentioned disadvantages.

This problem is solved by an aircraft component, the aircraft component comprising a sheet metal, the sheet metal comprising a normal area and a first surface milling area, a sheet thickness of the sheet metal in the normal area being greater than a sheet thickness of the sheet metal in the first surface milling area.

For the purposes of this description, a surface milling area is to be understood as a flat area in which material from a sheet has been removed, in particular by means of milling and / or by means of a milling tool, that in this surface milling area a thickness of the sheet is less than in a normal area of the sheet , in which there is no surface milling.

The invention solves the problem in that the reduction in sheet metal thickness in the first surface milling area results in a weight reduction compared to a comparable aircraft component in which the sheet metal, however, has a constant sheet metal thickness and no surface milling area with a reduced sheet metal thickness.

The inventors have surprisingly found that such an aircraft component is comparatively easy to manufacture if metal sheets for such aircraft components are cut with the aid of high-speed milling machines. In such cases, the contours of such sheets are cut out of, for example, rectangular aluminum sheets (also known as blanks) by means of high-speed milling (also called high-speed cutting). The inventors have recognized that the described surface milling areas can also be produced on the machines which are used for this high-speed milling, namely by removing sheet metal in certain areas of the blanks. This surface milling can, for example, be carried out in a first work step before milling out the contours. After the surface milling area (or several surface milling areas) has been created, the board can simply remain in the high-speed milling machine, and the contours can then be milled out using high-speed milling or bores or the like can be generated in the boards (the bores can either be created first and then then the contours are milled out or vice versa). In principle, it is also conceivable to first mill out the contours and / or make bores or the like, and then in a subsequent work step to produce the surface milling areas according to the invention in the cut sheets, namely by removing sheet metal in certain areas of the blanks previously cut out of the aluminum sheets. The surface milling reduces the volume of the sheet metal, which leads to a weight reduction of the aircraft component. If such aircraft components are then installed in aircraft, a considerable weight reduction can be achieved, which improves the energy efficiency of the aircraft.

In principle, it is also possible to generate the surface milling area not by mechanical milling, but by chemical milling (also referred to as chemical etching) in the sheet metal. Such chemical milling can be accomplished, for example, with concentrated sodium hydroxide solution. It is also conceivable that the surface milling area (or even several surface milling areas) is produced in the sheet metal by a combination of mechanical milling and chemical milling.

In advantageous embodiments, the aircraft component is an aircraft component. A significant weight reduction can be achieved, especially in aircraft in which large quantities of sheet metal are installed. As an alternative to this, however, it is also possible for the aircraft component not to be an aircraft component but, for example, a helicopter component, a drone component or a component of a spacecraft. It is also possible that the vehicle component is not an aircraft component, but more generally a vehicle component that is used in another vehicle, for example in a train, a car, a truck, a bus or a ship. In other words, it is not absolutely essential for the invention that the vehicle component is an aircraft component.

In typical embodiments, a distance between a sheet metal edge and the first surface milling area is at least 10 cm, preferably at least 5 cm, particularly preferably at least 3 cm. The inventors have found that such distances lead to an advantageous ratio of sheet metal stability on the one hand and weight reduction on the other hand. Alternatively, however, it is also conceivable that the first surface milling area extends closer to a sheet metal edge of the sheet metal, for example up to 2 cm, 1 cm or right up to the sheet metal edge, at least in certain sections of the aircraft component. In typical embodiments, the distance between the sheet metal edge and the first surface milling area is at least approximately 10 cm, preferably at least approximately 5 cm, particularly preferably at least approximately 3 cm, advantageously at least approximately 2 cm.

In typical embodiments, a distance between a bending edge and the first surface milling area is at least 3 cm, preferably at least 2 cm, particularly preferably at least 1 cm. A “bending edge” is to be understood in particular as an edge on which a sheet metal blank is bent or can be bent, for example by approximately 90 degrees. The inventors have found that such distances between bending edges and the first surface milling area lead to an advantageous balance between stability in the bending area of the sheet metal on the one hand and weight reduction of the aircraft component on the other. As an alternative to the minimum distances mentioned, however, other minimum distances are also possible, for example minimum distances of at least 5 cm or approximately 0.5 cm. It is also possible that the first surface milling area extends at least in places up to a bending edge and / or beyond. In this description, the term “approximately” is typically to be understood as denoting a possible tolerance of +/- 15%, preferably +/- 10%, advantageously +/- 5%. In typical embodiments, the distance between the bending edge and the first surface milling area is at least approximately 3 cm, preferably at least approximately 2 cm, particularly preferably at least approximately 1 cm.

In typical embodiments, the sheet metal comprises a recess, a distance between the recess and the first surface milling area being at least 3 cm, preferably at least 2 cm, particularly preferably at least 1 cm. The inventors have found that such distances lead to a particularly good balance between stability in the area of recesses on the one hand and weight reduction of the aircraft component on the other. As an alternative to the minimum distances mentioned, however, other minimum distances, for example 5 cm or approximately 0.5 cm, are also conceivable. Furthermore, it is possible that the first surface milling area extends at least in places up to the recess. In typical embodiments, a “recess” is to be understood as a hole or a passage in the sheet metal. In typical embodiments, the distance between the recess and the first surface milling area is at least approximately 3 cm, preferably at least approximately 2 cm, particularly preferably at least approximately 1 cm.

In typical embodiments, the aircraft component is a wing element or an outer skin element or a frame element or a stringer element or a rib element or a cover element or some other element. The inventors have recognized that with such elements a weight reduction can be achieved particularly well by means of the surface milling area described.

In typical embodiments, the sheet metal is a light metal sheet, the light metal sheet preferably consisting of aluminum or an aluminum alloy.

In advantageous embodiments, the sheet metal comprises a second surface milling area, a sheet metal thickness of the sheet metal in the second surface milling area being smaller than the sheet metal thickness of the sheet metal in the first surface milling area. Such a configuration of the aircraft component with two surface milling areas is advantageous because it enables a more precise control of the balance between stability on the one hand and weight reduction on the other hand to be achieved. For example, it is possible to retain the original thickness of the sheet metal in particularly stressed areas, to select a thinner sheet thickness in less stressed areas, for example the first surface milling area, and to choose an even thinner sheet thickness in even less stressed sheet metal areas, for example the second surface milling area .

In advantageous embodiments, the sheet metal comprises a further surface milling area, with a sheet metal thickness of the sheet metal in the white teren surface milling area is smaller than the sheet metal thickness of the sheet in the second surface milling area. In this way, an even more precise control of the balance between stability and weight reduction is achieved. In advantageous embodiments, there are a total of three, four, five, six or more surface milling areas, the sheet metal then being able to have a different sheet metal thickness in each of these sheet metal areas. As an alternative to this, however, it is also possible for several surface milling areas to have the same sheet metal thickness. By providing such a plurality of surface milling areas, a particularly good control of the balance between stability on the one hand and weight reduction of the aircraft component on the other hand is made possible.

In typical embodiments, the sheet metal thickness in the normal range is approximately 1.27 mm. In typical embodiments, the sheet metal thickness in the first milled surface area and / or in the second milled surface area and / or in the or a further milled surface area is approximately 1 mm. In typical embodiments, the sheet metal thickness in the first milled surface area and / or in the second milled surface area and / or in the or a further milled surface area is approximately 0.8 mm. In typical embodiments, the sheet metal thickness in the first milled surface area and / or in the second milled surface area and / or in the or a further milled surface area is approximately 0.6 mm.

In typical embodiments, the surface milling areas make up a total of at least 40%, preferably at least 60%, advantageously at least 80% of a total area of the sheet metal.

What was said before with regard to the distances between the first surface milling area and the sheet metal edge, the bending edge and the recess can also be transferred to the second surface milling area and all other surface milling areas: like the first surface milling area, all these surface milling areas can have these distances from a bending edge and / or a recess and / or a sheet metal edge of the sheet.

The invention is further achieved by an aircraft comprising an aircraft component according to one of the exemplary embodiments described above, the aircraft preferably being an aircraft.

In typical embodiments, the aircraft comprises a plurality of aircraft components corresponding to at least one of the previously described embodiments, the plurality of aircraft components preferably at least one wing element and / or an outer skin element and / or a rib element and / or a stringer element and / or a rib element and / or comprises a cover element and / or some other element.

Figure list

• 1: schematische Darstellung eines Blechs einer Luftfahrzeugkomponente in einer ersten Ausführungsform (Draufsicht);
• 2: Blech aus 1 in Schnittansicht;
• 3: schematische Darstellung eines Blechs einer Luftfahrzeugkomponente in einer zweiten Ausführungsform (Draufsicht);
• 4: schematische Darstellung eines Blechs einer Luftfahrzeugkomponente in einer dritten Ausführungsform (Draufsicht);
• 5: schematische Darstellung eines Blechs einer Luftfahrzeugkomponente in einer vierten Ausführungsform (Draufsicht);
• 6: Blech aus 5 in Schnittansicht;
• 7: schematische Darstellung eines erfindungsgemässen Luftfahrzeugs in einer Ausführungsform der Erfindung (Unteransicht); und
• 8: schematische Darstellung eines erfindungsgemässen Luftfahrzeugs in einer weiteren Ausführungsform der Erfindung (Unteransicht).

The invention is described in detail below by means of drawings, in which:

• 1 : a schematic representation of a sheet metal of an aircraft component in a first embodiment (top view);
• 2 : Sheet metal off 1 in sectional view;
• 3 : a schematic representation of a sheet metal of an aircraft component in a second embodiment (top view);
• 4th : a schematic representation of a sheet metal of an aircraft component in a third embodiment (top view);
• 5 : a schematic representation of a sheet metal of an aircraft component in a fourth embodiment (top view);
• 6th : Sheet metal off 5 in sectional view;
• 7th : a schematic representation of an aircraft according to the invention in an embodiment of the invention (bottom view); and
• 8th : a schematic representation of an aircraft according to the invention in a further embodiment of the invention (bottom view).

Description of preferred exemplary embodiments

1 shows a schematic representation of a sheet metal 1.1 of an aircraft component in a first embodiment in a top view. The sheet metal 1.1 comprises a normal area 5.1 and a first surface milling area 6.1. The sheet metal 1.1 also includes a sheet metal edge 8. The first surface milling area 6.1 does not quite reach the sheet metal edge 8. Rather, the first surface milling area 6.1 maintains a distance a from the sheet metal edge 8. A sheet thickness of the sheet 1.1 in the normal area 5.1 is greater than a sheet thickness of the sheet 1.1 in the first surface milling area 6.1. This is in 1 but not to be seen, because the sheet metal 1.1 in 1 as already mentioned is shown in plan view. A section line A - A 'defines a vertical section through the in 1 Sheet 1.1 shown in plan view.

2 shows the section A - A 'through the sheet 1.1, which in 1 is shown in plan view. In 2 it can now be clearly seen that the sheet 1.1 has a sheet thickness b.1 in the normal area 5.1, and that the sheet 1.1 in the first surface milling area 6.1 has a sheet thickness c.1, the sheet thickness b.1 of the sheet 1.1 in the normal area 5.1 is greater than the sheet thickness c.1 of the sheet 1.1 in the first surface milling area 6.1.

3 shows a schematic representation of a sheet metal 1.2 of an aircraft component in a second embodiment in plan view. The sheet metal 1.2 also includes a normal area 5.2 and a first surface milling area 6.2. The sheet thickness of the sheet 1.2 in the first surface milling area 6.2 is smaller than the sheet thickness of the sheet 1.2 in the normal area 5.2. However, due to the representation in plan view, the different sheet thicknesses can be shown in 3 not seen. The sheet metal 1.2 in 3 further comprises a bending edge 9, which is shown in dashed lines. At this bending edge, the sheet metal 1.2 can be bent, for example, by approximately 90 degrees in a further processing step. The first surface milling area 6.2 maintains a distance d from the bending edge 9. At the in 3 In the embodiment shown, material is saved in the first surface milling area 6.1, which leads to a saving in weight, while at the same time the sheet metal 1.2 is kept sufficiently thick in the area of the bending edge 9 in order to have a sufficiently high stability at the bending edge 9.

4th shows a schematic representation of a sheet metal 1.3 of an aircraft component in a third embodiment in plan view. The sheet metal 1.3 also comprises a normal area 5.3 and a first surface milling area 6.3. The sheet metal 1.3 is thicker in the normal area 5.3 than in the first surface milling area 6.3 (this is in 4th again not recognizable, there 4th the sheet 1.3 shows in plan view). The sheet metal 1.3 in 4th further comprises a recess 10 in the form of a circular hole in the sheet metal 1.3. The first surface milling area 6.3 maintains a distance e from the recess 10. This saves material in the first surface milling area 6.3, which leads to a weight reduction of the sheet metal 1.3, while at the same time the greatest possible stability of the sheet metal 1.3 is maintained in the area of the recess 10.

5 shows a schematic representation of a sheet metal 1.4 of an aircraft component in a fourth embodiment in plan view. In this embodiment too, the sheet metal 1.4 comprises a normal area 5.4 and a first surface milling area 6.4. A sheet metal thickness of the sheet 1.4 in the normal area 5.4 is greater than a sheet thickness of the sheet 1.4 in the first surface milling area 6.4. In other words, the sheet metal 1.4 in the first surface milling area 6.4 is thinner than in the normal area 5.4. In the in 5 The embodiment shown, the sheet metal 1.4 further comprises a second surface milling area 7. In contrast to the first surface milling area 6.4, the second surface milling area 7 is not rectangular, but elliptical. The sheet thickness of the sheet 1.4 in the second surface milling area 7 is less than the sheet thickness of the sheet 1.4 in the first surface milling area 6.4. In 5 a section line B - B 'is also shown, which runs vertically through the sheet 1.4 and intersects the normal area 5.4, the first surface milling area 6.4 and the second surface milling area 7.

6th now shows sheet 1.4, which is already in 5 was shown in plan view, in sectional view B - B '. In 6th a sheet thickness b.4 is drawn in the normal area 5.4 of sheet 1.4. Furthermore, a sheet thickness c.4 is shown in the first surface milling area 6.4 of the sheet 1.4. In addition, is 6th a sheet metal thickness f of sheet 1.4 is also shown in second surface milling area 7. It can be seen that the sheet metal thickness c.4 of the first surface milling area 6.4 is smaller than the sheet metal thickness b.4 in the normal area 5.4. It can also be seen that the sheet metal thickness f in the second surface milling area 7 is smaller than the sheet metal thickness c.4 in the first surface milling area 6.4. Thus, the sheet metal thickness f in the second surface milling area 7 is also smaller than the sheet metal thickness b.4 in the normal area 5.4. In other words, sheet 1.4 is thickest in normal area 5.4 and thinnest in second surface milling area 7. In the first surface milling area 6.4, the sheet metal thickness c.4 lies between the sheet metal thickness b.4 of the normal area 5.4 and the sheet metal thickness f of the second surface milling area 7.

7th shows a schematic representation of an aircraft according to the invention in an embodiment of the invention in a view from below. In particular, in 7th an aircraft 2.1 is shown, in particular a turboprop aircraft. The aircraft 2.1 comprises a single propeller which is arranged on the bow of the aircraft 2.1. The aircraft 2.1 comprises a wing 3, which comprises a sheet metal 1.5 of an aircraft component according to the invention. The sheet 1.5 can, for example, correspond to one of the sheets 1.1 to 1.4 of the previous embodiments, or it can have a different shape or configuration. In 7th the aircraft component thus has the shape of a sheet 1.5, the sheet 1.5 comprising a normal area and a first surface milling area, a sheet thickness of the sheet 1.5 in the normal area being greater than a sheet thickness of the sheet 1.5 in the first surface milling area. These different thicknesses of the sheet metal 1.5 are in 7th however, not shown for the sake of simplicity. The aircraft component, which in 7th is formed by the sheet metal 1.5, is a wing element and is arranged in the wing 3 of the aircraft 2.1.

8th shows a schematic representation of an aircraft according to the invention in a further embodiment of the invention in a view from below. In particular, in 8th an airplane 2.2 shown, which comprises a fuselage 4. The aircraft 2.2 is a jet aircraft with two jet engines which are arranged in the area of a tail of the aircraft 2.2. An aircraft component according to the invention comprising a sheet metal 1.6 is shown in the fuselage 4. The aircraft component in 8th is an outer skin element of the aircraft 2.2, in particular an outer skin element on an underside of the fuselage 4 of the aircraft 2.2. The sheet 1.6 is in 8th again only shown schematically, which means that different thicknesses of the sheet metal 1.6 in 8th are not shown. However, the sheet 1.6 always includes a normal area and a first surface milling area, a sheet thickness of the sheet 1.6 in the normal area being greater than a sheet thickness of the sheet 1.6 in the first surface milling area. It is possible, for example, that the sheet 1.6 is one of the in the 1 until 6th The sheets shown are 1.1 to 1.4.

In a further, not explicitly shown embodiment, a sheet metal is described as above, i.e. in particular a sheet metal with a normal area and a first surface milling area, a sheet thickness of the sheet in the normal area being greater than a sheet thickness of the sheet in the first surface milling area, not in one Aircraft, but used in another vehicle. Such another vehicle can be, for example, a train, a ship, an omnibus, a truck, a car or the like.

The invention is not restricted to the exemplary embodiments shown here. Rather, the scope of protection is defined by the protection claims.

List of reference symbols

1.1, 1.2, 1.3, 1.4, 1.5, 1.6

sheet

2.1, 2.2

plane

3

wing

4th

hull

5.1, 5.2, 5.3, 5.4

Normal range

6.1, 6.2, 6.3, 6.4

first surface milling area

7th

second surface milling area

8th

Sheet edge

9

Bending edge

10

Recess

A - A '

Section through sheet metal 1.1

B - B '

Section through sheet 1.4

a

Distance sheet edge - first surface milling area

b.1

Sheet thickness in the normal range of sheet 1.1

b.4

Sheet thickness in the normal range of sheet 1.4

c.1

Sheet thickness in the first surface milling area of sheet 1.1

c.4

Sheet thickness in the first surface milling area of sheet 1.4

d

Distance from bending edge - first surface milling area

e

Distance recess - first surface milling area

f

Sheet thickness in the second surface milling area of sheet 1.4

Claims (11)

Aircraft component, the aircraft component comprising a sheet metal (1.1, 1.2, 1.3, 1.4, 1.5, 1.6), characterized in that the sheet metal (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) has a normal area (5.1, 5.2, 5.3, 5.4) and a first surface milling area (6.1, 6.2, 6.3, 6.4), a sheet thickness (b.1, b.4) of the sheet (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) in the normal area (5.1, 5.2, 5.3, 5.4) is greater than a sheet thickness (c.1, c.4) of the sheet (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) in the first surface milling area (6.1, 6.2, 6.3, 6.4). Aircraft component according to Claim 1 , characterized in that the aircraft component is an aircraft component. Aircraft component according to one of the preceding claims, characterized in that a distance (a) between a sheet metal edge (8) and the first surface milling area (6.1, 6.2, 6.3, 6.4) is at least 10 cm, preferably at least 5 cm, particularly preferably at least 3 cm . Aircraft component according to one of the preceding claims, characterized in that a distance (d) between a bend edge (9) and the first surface milling area (6.1, 6.2, 6.3, 6.4) is at least 3 cm, preferably at least 2 cm, particularly preferably at least 1 cm. Aircraft component according to one of the preceding claims, characterized in that the sheet metal (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) comprises a recess (10), a distance (e) between the recess (10) and the first surface milling area ( 6.1, 6.2, 6.3, 6.4) is at least 3 cm, preferably at least 2 cm, particularly preferably at least 1 cm. Aircraft component according to one of the Claims 2 until 5 , characterized in that the aircraft component is a wing element or an outer skin element or a frame element or a stringer element or a rib element or a cover element or some other element. Aircraft component according to one of the preceding claims, characterized in that the sheet (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) is a light metal sheet, the light metal sheet preferably consisting of aluminum or an aluminum alloy. Aircraft component according to one of the preceding claims, characterized in that the sheet (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) comprises a second surface milling area (7), a sheet thickness (f) of the sheet (1.1, 1.2, 1.3, 1.4 , 1.5, 1.6) in the second surface milling area (7) is smaller than the sheet metal thickness (c.1, c.4) of the sheet metal (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) in the first surface milling area (6.1, 6.2, 6.3, 6.4). Aircraft component according to Claim 8 , characterized in that the sheet (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) comprises a further surface milling area, a sheet thickness of the sheet (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) in the further surface milling area is smaller than the sheet metal thickness (f) of the sheet metal (1.1, 1.2, 1.3, 1.4, 1.5, 1.6) in the second surface milling area (7). Aircraft, comprising an aircraft component according to one of the preceding claims, wherein the aircraft is preferably an aircraft (2.1, 2.2). Aircraft after Claim 10 , comprising a plurality of aircraft components according to one of the preceding claims, the plurality of aircraft components preferably at least one wing element and / or an outer skin element and / or a rib element and / or a stringer element and / or a rib element and / or a cover element and / or any other element.

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