阅读说明：本技术 用于飞行器的高升力装置的降噪端肋组件 (Noise reducing end rib assembly for a high lift device of an aircraft ) 是由 W.马康茨 H.菲策克 于 2019-09-03 设计创作，主要内容包括：本发明提供了一种用于飞行器的高升力装置(12)的端肋组件(10)。所述端肋组件(10)旨在降低由机翼与高升力装置(12)之间的过渡引起的噪声以及由所述端肋组件(10)的侧向侧边缘(24)引起的噪声。为此,本发明提出了一种端肋组件(10),所述端肋组件包括：降噪部分(20),所述降噪部分被配置成降低由围绕所述端肋组件(10)的气流引起的噪声；引导部分(18),所述引导部分被配置为用于当所述高升力装置(12)在缩回位置与伸展位置之间移动时沿着预定路径引导所述端肋组件(10),其中所述引导部分(18)以这样的方式形成,即使得冲击在所述引导部分(18)上的气流被部分地朝向所述降噪部分(20)引导。(The invention provides an end rib assembly (10) for a high lift device (12) of an aircraft. The end rib assembly (10) is intended to reduce noise caused by the transition between the wing and the high lift device (12) and noise caused by the lateral side edges (24) of the end rib assembly (10). To this end, the invention proposes an end-rib assembly (10) comprising: a noise reducing portion (20) configured to reduce noise caused by airflow around the end rib assembly (10); a guide portion (18) configured for guiding the end rib assembly (10) along a predetermined path when the high-lift device (12) is moved between a retracted position and an extended position, wherein the guide portion (18) is formed in such a way that an air flow impinging on the guide portion (18) is partially directed towards the noise reduction portion (20).)

1. An end rib assembly (10) for a high-lift device (12) of an aircraft, the high-lift device (12) being movably attached to a wing of the aircraft, the end rib assembly (10) being configured for reducing noise caused by side edges of the high-lift device (12) and by a gap between the wing and the high-lift device (12), the end rib assembly (10) comprising: a noise reducing portion (20) configured to reduce noise caused by airflow around the end rib assembly (10); a guide portion (18) configured for guiding the end rib assembly (10) along a predetermined path when the high-lift device (12) is moved between a retracted position and an extended position, wherein the guide portion (18) is formed in such a way that an air flow impinging on the guide portion (18) is partially guided towards the noise reduction portion (20).

2. An end-rib assembly (10) according to claim 1, wherein the guide portion (18) is shaped at its leading edge (14) such that the guide portion (18) is inclined towards the trailing edge (16) so as to guide the airflow partially towards the noise reduction portion (20).

3. An end-rib assembly (10) according to claim 1 or 2, characterized in that the guide portion (18) at its leading edge (14) is shaped such that the guide portion (18) is inclined towards the trailing edge (14) in such a way that the inclination smoothly and continuously transitions into a lateral edge, thereby guiding the air flow partly towards the noise reduction portion (20).

4. An end-rib assembly (10) according to any one of claims 1 to 3, wherein the guide portion (18) comprises a receiving opening (26) configured for receiving a wing longitudinal projection (52), the receiving opening (26) being arranged at a leading edge side of the end-rib assembly (10).

5. An end rib assembly (10) according to any one of claims 1 to 4, characterized in that the receiving opening (26) is configured, in particular shaped, in such a way as to receive the wing longitudinal projection (52) irrespective of the deflection of the end rib assembly (10) in the vertical direction.

6. End-rib assembly (10) according to any one of claims 1 to 5, characterized in that the guiding portion (18) comprises a guiding channel (28) extending towards the trailing edge (16) and fluidly connected to the outside of the end-rib assembly (10) via an inlet opening (30), in particular via the receiving opening (26).

7. An end-rib assembly (10) according to any one of claims 1 to 6, wherein the guide channel (28) is configured to be fluidly connected to the noise reducing portion (20) so as to allow the airflow sucked by the inlet opening (30) to flow to the noise reducing portion (20).

8. An end-rib assembly (10) according to any one of claims 1 to 7, wherein the guide portion (18) includes an outlet opening (32) engaging the noise reduction portion (20) so as to output the airflow into the noise reduction portion (20).

9. End-rib assembly (10) according to any of claims 1 to 8, characterized in that the guide portion (18) comprises a bearing system (34) for supporting the wing longitudinal protrusion (52), wherein the bearing system (34) is arranged within the guide channel (28).

10. An end rib assembly (10) according to any one of claims 1 to 9 wherein the support system (34) comprises at least one support member (36), wherein the support member (36) is selected from the group of support members consisting of a roller support member (74) and a sliding support member (38).

11. An end-rib assembly (10) as claimed in any one of claims 1 to 10, wherein said guide portion (18) includes an end-rib longitudinal projection (88) extending outwardly in a lateral direction, said longitudinal projection (52) being configured to be received in a wing receiving opening, wherein said longitudinal projection does not extend beyond a leading edge and a trailing edge of said end-rib assembly (10).

12. A high lift device (12), in particular a flap, for an aircraft, comprising a high lift body (44) configured to generate lift and an end rib assembly (10) according to one of the preceding claims, wherein the end rib assembly (10) is fixedly mounted to the high lift body (44) at a side edge.

13. An attachment system for attaching a high-lift device (12) to an aircraft wing of an aircraft, comprising an end rib assembly (10) and/or a high-lift device (12) according to any one of the preceding claims, and an attachment assembly, wherein the high-lift device (12) is movably attached to the aircraft wing, wherein the movement between the extended position and the retracted position is controlled by the cooperation of the end rib assembly and the attachment assembly, wherein the attachment assembly mates with the end rib assembly (10).

14. The attachment system of claim 13, wherein the attachment assembly comprises a wing longitudinal protrusion (52) configured to be received by the guide portion (18), and/or wherein the attachment assembly comprises a wing guide channel (18) configured to receive an end rib longitudinal protrusion (88).

15. The attachment system according to any of claims 13 or 14, characterized by a noise-reducing section of noise-reducing material, wherein the noise-reducing section is mountable to the underside of an aircraft wing in order to absorb noise emanating from the end rib assembly (10) in an upward direction.

Technical Field

The invention relates to an end rib assembly for a high lift device. In addition, the invention relates to a high-lift device and an attachment system.

Background

DE 102016123096 a1 discloses a control surface part for reducing noise caused by air flow around the control surface.

There are various sources of noise on an aircraft when landing at an airport or approach. The most common sources include extended landing gear, gaps between slats, high-lift devices and/or wings and side edge portions of the high-lift devices. The time at which an aircraft can land at a particular airport is affected by the noise emitted by the aircraft. In addition, additional costs for approach and landing may be imposed based on noise emissions.

End ribs present challenges in noise reduction due to their nature. In particular, high sound frequencies are often the cause of noise that is very unpleasant.

Disclosure of Invention

The object of the invention is to improve an end-rib assembly for a high-lift installation, in particular with regard to noise emission.

This object is achieved using the features of the independent claims. Advantageous embodiments are the subject of the dependent claims.

The invention provides an end rib assembly for a high lift device of an aircraft, the high lift device being movably attached to a wing of the aircraft, the end rib assembly being configured for reducing noise caused by side edges of the high lift device and by a gap between the wing and the high lift device, the end rib assembly comprising: a noise reducing portion configured to reduce noise caused by airflow around the end rib assembly; a guide portion configured to guide the end rib assembly along a predetermined path as the high-lift device moves between a retracted position and an extended position, wherein the guide portion is formed in such a way that an airflow impinging on the guide portion is partially directed towards the noise reduction portion.

Preferably, the guide portion is shaped at its leading edge such that the guide portion is inclined towards the trailing edge, thereby guiding the airflow partially towards the noise reduction portion.

Preferably, the leading portion is shaped at its leading edge such that the leading portion is inclined towards the trailing edge in such a way that the inclination smoothly and continuously transitions into a lateral edge, thereby directing the airflow partially towards the noise reduction portion.

Preferably, the leading portion comprises a receiving opening configured for receiving a longitudinal projection of the wing, the receiving opening being arranged at a leading edge side of the end rib assembly.

Preferably, the receiving opening is configured, in particular shaped, in such a way that it receives the wing longitudinal projection irrespective of the deflection of the end rib assembly in the vertical direction.

Preferably, the guiding portion comprises a guiding channel extending towards the trailing edge and being fluidly connected to the exterior of the end rib assembly via an inlet opening, in particular via the receiving opening.

Preferably, the guide channel is configured to be fluidly connected to the noise reduction portion so as to allow the airflow sucked by the inlet opening to flow to the noise reduction portion.

Preferably, the guide portion includes an outlet opening engaging the noise reduction portion so as to output the airflow into the noise reduction portion.

Preferably, the guide portion comprises a bearing system for supporting the longitudinal projection of the wing, wherein the bearing system is arranged in the guide channel.

Preferably, the bearing system comprises at least one bearing member, wherein the bearing member is selected from the group of bearing members consisting of roller bearing members and sliding bearing members.

Preferably, the guide portion comprises an end rib longitudinal projection extending outwardly in a lateral direction, the longitudinal projection being configured to be received in the wing receiving opening.

Preferably, the end rib assembly has a mounting portion configured for mounting the end rib assembly to a high lift device.

Preferably, the noise reduction portion has a noise reduction member.

Preferably, the noise reduction member is attached to the mounting portion.

Preferably, the noise reduction member comprises metal foam.

The invention provides a high lift device, in particular a flap, for an aircraft, comprising a high lift body configured to generate lift and comprising preferably an end rib assembly, wherein the end rib assembly is fixedly mounted to the high lift body at a side edge.

Preferably, the high-lift devices are the laterally outermost high-lift devices.

The invention provides an attachment system for attaching a high-lift device to an aircraft wing of an aircraft, the attachment system comprising a preferred end rib assembly and/or a preferred high-lift device and comprising an attachment assembly, wherein the high-lift device is movably attached to the aircraft wing, wherein the movement between the extended position and the retracted position is controlled by the cooperation of the end rib assembly and the attachment assembly, wherein the attachment assembly mates with the end rib assembly.

Preferably, the attachment assembly comprises a wing longitudinal projection configured to be received by the guide portion, and/or the attachment assembly comprises a wing guide channel configured to receive an end rib longitudinal projection.

Preferably, the attachment means comprises a noise reduction section comprising noise reducing material, wherein the noise reduction section is mountable to the underside of an aircraft wing so as to absorb noise emanating from the end rib assembly in an upward direction.

The invention further provides an aircraft wing having a preferred end rib assembly and/or high lift device and/or attachment system.

Preferably, the noise reduction section is mounted to the underside of an aircraft wing so as to absorb noise emanating from the end rib assembly in an upward direction.

Preferably, the aircraft wing comprises a receiving recess in which the high-lift device is received in the retracted position, wherein the noise reduction section is arranged within the receiving recess.

The invention also provides an aircraft comprising a preferred end rib assembly, a high-lift device, an attachment system and/or an aircraft wing to absorb noise emanating from the end rib assembly when the high-lift device is not in the retracted position.

During landing, the typically extended landing gear, slat gaps, and end ribs of the extended flaps (especially the outermost flaps) are responsible for the noise. The present invention focuses on the end ribs.

The challenge is to provide a low noise interface between the wing and the high lift device (e.g. flaps) because in the retracted position the wing curvature is transferred to the high lift device by means of rollers or so-called unicorn. Thus, an aerodynamically optimized design of the wing is possible. In the extended position, this transition between the wing and the high lift device and additional design features are generally considered to be the cause of noise.

Regulatory rules and sometimes charges are implemented based on the noise generated during landing. Thus, when applying the present idea, cost reduction and later landing (e.g. caused by delays) are possible. Additionally, the present invention may be used with aircraft regardless of whether the aircraft has a fixed trailing edge (sometimes referred to as a spike).

The measurements made by the applicant investigated the flap side edges and revealed the mechanism of noise generation.

For example, the high lift device may have a so-called "fishmouth" interface into which rollers mounted to the wing are inserted. Sometimes rollers can be arranged on the end ribs of the flaps and the fishmouth mounted to the wing. Both concepts cause noise. In addition, both interface structures possess cavities and sharp edges that may generate further noise.

It is known to utilize so-called unicorn portions at the interface between the laterally inner (inboard) flap and the laterally outer (outboard) flap in the vicinity of the kink portion. A unicorn is basically a longitudinal projection or cam used to impose the curvature of the wing onto the flap. The single corner portion is mounted to the flap.

It is also possible to invert the arrangement and mount the unicorn to the wing-a so-called inverted unicorn. This arrangement generally performs better in terms of noise reduction than a non-inverted arrangement. The flap includes a catch at the end rib of the outermost flap. The catch may be integrated into the rib.

Avoiding structures extending from the top layer and providing a noise reducing open cell metal foam allows the end rib assembly to improve critical aspects such as noise generation and voids.

Economically, the costs depending on the noise level caused by the aircraft during landing can be reduced. In addition, the present idea allows for later landing alone or in particular in combination with other noise sources (landing gear, slat gaps). Thus, the runtime of the aircraft may be increased.

The object of the present idea is an end rib with as low a noise generation as possible and meeting the requirements with regard to:

wing curvature- > interface, and

void- > thermal expansion.

The (inverted) unicorn may provide an interface between itself and the flap via a sliding bearing or a roller bearing. Both concepts may include the same capture surface because of the shape of the independent corner and/or the inclusion of wings and flaps of different curvature in the opening of the end rib. Although roller solutions may have a larger footprint and may be technically more complex, the reduction in friction increases the availability of end ribs on large high-lift devices for large aircraft. Another aspect may be that the metal foam is not only comprised in the end ribs, but also directly adjacent to, in particular fluidly connected to, the opening for the single corner.

The foam can serve two purposes: on the one hand, the noise generated by the opening is absorbed, due to the waves that appear inside the opening; on the other hand, the noise generation of the end ribs caused by the lateral surfaces can be reduced.

The opening in the end rib at the flap may comprise a covering device configured for covering the opening in the extended position of the flap. Since the free corner portion is not normally received within the opening in the extended position, the covering means may completely cover the opening, thereby eliminating a noise source. Thus, the end ribs have even lower noise.

Furthermore, if the opening is uncovered, noise absorbing material may be arranged below the spike. The noise generated by the openings is initially radiated upwards and subsequently absorbed by the noise-absorbing material, which may also be constructed as metal foam.

Drawings

The present invention is disclosed with reference to the accompanying drawings. Wherein:

FIG. 1 depicts an end rib assembly;

FIG. 2 illustrates a view of the leading edge of the end rib assembly of FIG. 1;

fig. 3-6 illustrate an end rib assembly;

fig. 7-9 illustrate an end rib assembly and a unicorn;

FIG. 10 illustrates noise propagation;

FIGS. 11-16 illustrate an end rib assembly with rollers;

FIGS. 17-21 illustrate an end rib assembly having a laterally single angled portion; and is

Fig. 22 and 23 depict graphs of noise levels compared to prior art end rib assemblies.

Detailed Description

Referring to fig. 1-6, an end rib assembly 10 is depicted. The end rib assembly 10 is fixedly mounted to the high lift device 12. The end rib assembly 10 includes a leading edge 14 and a trailing edge 16.

The end rib assembly 10 includes a guide portion 18. The leading portion extends from the leading edge 14 toward the trailing edge 16.

In addition, the end rib assembly 10 includes a noise reduction portion 20. The noise reduction portion 20 is configured to reduce noise generated by the end rib assembly 10. The noise reducing portion 20 is disposed adjacent to the guide portion 18. The noise reduction portion 20 extends from the leading portion 18 toward the trailing edge 16. Preferably, the noise reduction portion 20 extends from the leading portion 18 all the way to the trailing edge 16. The noise reduction portion 20 may include a noise reduction member 21, preferably made of metal foam.

The guiding portion 18 is shaped in such a way that the airflow impinging on the leading edge 14 is guided towards the noise reducing portion 20.

The leading edge 14 of the leading portion 18 is inclined towards the trailing edge 16 with respect to the lateral direction when viewed from above. In other words, the leading edge 14 of the guiding portion 18 is continuously moving towards the trailing edge 16 of the guiding portion 18 compared to the leading edge 14 of the high-lift device 12. When viewed from above, the leading edge 14 continuously increases in slope from the first point 22 and then transitions into the lateral side edges 24 of the end rib assembly 10.

The guide portion 18 includes a receiving opening 26. The receiving opening 26 is configured to receive a wing longitudinal projection (to be described later). Preferably, the receiving opening 26 is arranged at the leading edge side of the end rib assembly 10.

The end rib assembly 10 further includes a guide channel 28. The guide channels 28 extend towards the trailing edge side 16 of the end rib assembly 10. The guide channel 28 is fluidly connected to an inlet opening 30. The inlet opening 30 may be formed by the receiving opening 26.

Preferably, the guide channel 28 also comprises an outlet opening 32. The outlet opening 32 is preferably arranged on the trailing edge side of the guide channel 28. In particular, the outlet opening 32 is directly adjacent to the noise reduction portion 30.

The guide channels 28 are configured to allow airflow impinging the leading edge 14 to flow toward the noise reduction portion 20. The airflow enters the guide channel 28 via the inlet opening 30 and exits the guide channel 28 via the outlet opening 32.

End rib assembly 10 includes a support system 34. In this example, the support system 34 includes a plurality of support members 36. The support member 36 is preferably formed as a sliding support member 38 by a sliding support surface 40. The support members 36 are preferably arranged at the top and bottom of the guide channel 28. The support member 36 is configured for sliding contact with the wing longitudinal projection.

The end rib assembly 10 includes a mounting portion 42. The mounting portion 42 is configured to mount the end rib assembly 10 to the high-lift device 12, in particular to a high-lift body 44 of the high-lift device 12.

The end rib assembly 10 includes a sealing portion 46. The sealing portion 46 is arranged at the bottom of the end rib assembly 10. The sealing portion 46 may include a single sealing strip 48, preferably made of rubber or similar material. The sealing portion 46 is configured to seal a gap between the end rib assembly 10 and an aircraft wing in which the end rib assembly 10 may be received in its retracted position.

The end rib assembly 10 is fixedly mounted to the high-lift device 12, in particular to the high-lift body 44. The high-lift device 12 is movably attached to an aircraft wing 50.

The aircraft wing 50 comprises a wing longitudinal projection 52 which extends towards the trailing edge side of the aircraft wing 50, preferably towards the end rib assembly 10. The wing longitudinal projections 52 are also referred to as single-angled portions.

As particularly depicted in fig. 7, the wing longitudinal projection 52 engages the pilot portion 18. The wing longitudinal projections 52 are received within the guide channels 28 and are slidably supported by the bearing system 34. The wing longitudinal projections 52 act as cams for the end rib assembly 10. Thus, the wing longitudinal projections 52 in cooperation with the guide portions 18 ensure that the end-rib assembly 10 moves along a predetermined path of movement between the retracted and extended positions of the end-rib assembly 10. The end rib assembly 10 may thus substantially follow the curvature of the aircraft wing 50, allowing for a smooth transition in airflow.

It should be noted that in the extended position of the end rib assembly 10, the wing longitudinal projections 52 are preferably not received within the guide channels 28. Preferably, the wing longitudinal projections 52 do not engage the pilot portion 18 when the end rib assembly 10 is in the extended position.

As can be taken from fig. 8, the receiving opening 26 is configured to receive a wing longitudinal projection 52. The receiving opening 26 may include a plurality of catch portions 54. The lower catching portion 56 is arranged at the bottom of the receiving opening 26. The lower catch portion 56 may include an inclined catch surface 58 that engages the wing longitudinal projection 52 and guides the wing longitudinal projection 52 into the guide channel 28 when the end rib assembly 10 deflects upwardly, such as by vibration.

The upper catching portion 60 is arranged at the top of the receiving opening 26. Similar to the lower capturing portion 56, the upper capturing portion 60 may include an inclined capturing surface 62. The inclined catch surface 62 is configured in such a way that when the end rib assembly 10 is deflected downwardly, the wing longitudinal projections 52 engage the upper catch portion 60 and are guided into the guide channel 28.

As a result, the wing longitudinal projections 52 are reliably inserted into the guide channels 28 regardless of the deflection of the end rib assembly 10, as depicted in fig. 9.

Referring to fig. 10, the propagation of acoustic waves 64 is schematically illustrated. The aircraft wing 50 comprises a receiving section 66 in which the end rib assembly 10 and preferably the high lift device 12 are arranged when the end rib assembly 10 is in its retracted state. At the surface of the receiving section 66, a noise reduction section 68 is preferably provided. Noise reduction section 68 may comprise metal foam or other noise reducing material. The noise reduction section 68 is arranged on the aircraft wing 50 within the receiving portion 66 in such a way that the sound waves 64 generated by the guide portion 18 of the end-rib assembly 10 are reduced in intensity or completely absorbed.

Referring to fig. 11-16, a support system 70 is schematically depicted. The support system 70 includes a plurality of support members 72. The bearing member 72 is configured as a roller bearing member 74. The support members 72 are respectively arranged adjacent to the catching portions 54. Thus, the wing longitudinal projections 52 are initially supported in a sliding manner and are subsequently supported by the bearing members 72. Although the support system 70 may have a larger footprint, it improves the utilization of the end rib assembly 10 for larger and heavier high lift devices 12.

Referring to fig. 17-21, another embodiment of an end rib assembly 76 is shown. The end rib assembly 76 includes a leading edge 78 and a trailing edge 80. The end rib assembly 76 further includes a leading portion 82 extending from the leading edge 78 toward the trailing edge 80.

A noise reduction portion 84 is provided adjacent to the guide portion 82. The noise reduction portion 84 includes a metal foam 86. The noise reduction portion 84 begins near the leading portion 82 and extends toward the trailing edge 80, preferably all the way to the trailing edge 80.

The guide portion 82 includes an end rib longitudinal projection 88. The end rib longitudinal projection 88 extends outwardly in a lateral direction. The end rib longitudinal projection 88 is also referred to as a lateral independent corner.

It should be noted that the end rib longitudinal projection 88 does not extend beyond the leading portion 18, and in particular does not extend beyond the leading edge 14. The end rib longitudinal projection 88 generally has a teardrop shape that begins toward the leading edge side and increases in thickness toward the trailing edge up to a second point 90. Subsequently, the end rib longitudinal projection 88 again decreases in thickness towards the trailing edge 80, but more rapidly. In other words, the end rib longitudinal projection is asymmetric in the direction from the leading edge to the trailing edge.

Because the end rib assembly 76 includes the end rib longitudinal projection 88, the aircraft wing 50 includes a guide section 92 configured to engage the end rib longitudinal projection 88. The guide section 92 includes a wing receiving opening 94 for receiving the end rib longitudinal projection 88 and a wing guide channel 96 for guiding the end rib longitudinal projection 88.

As particularly depicted in fig. 19, the end rib longitudinal projection 88 engages the guide section 92. The end rib longitudinal projection 88 is received within the wing guide channel 96 and is slidably supported by a bearing system 98. Bearing system 98 is depicted as a sliding bearing system corresponding to bearing system 34, however bearing system 98 may also be configured as a roller bearing system corresponding to bearing system 70. The end rib longitudinal projection 88 acts as a cam for the end rib assembly 76. Thus, the end rib longitudinal projection 88 in cooperation with the guide section 92 ensures that the end rib assembly 76 moves along a predetermined path of movement between the retracted and extended positions of the end rib assembly 76. The end rib assembly 76 may thus substantially follow the curvature of the aircraft wing 50, allowing for a smooth transition in airflow.

It should be noted that in the extended position of the end rib assembly 76, the end rib longitudinal projection 88 is preferably not received within the wing guide channel 96. Preferably, the end rib longitudinal projection 88 does not engage the guide section 92 when the end rib assembly 76 is in the extended position.

As can be taken from fig. 20, the wing receiving opening 94 is configured to receive the end rib longitudinal projection 88. The wing receiving opening 94 may include a plurality of wing capture portions 100. The lower catch portion 102 is arranged at the bottom of the wing receiving opening 94. The lower catch portion 102 may include an inclined catch surface 104 that engages the end rib longitudinal projection 88 and guides the end rib longitudinal projection 88 into the wing guide channel 96 when the end rib assembly 76 deflects upwardly, such as by vibration.

The upper catch portion 106 is arranged at the top of the wing receiving opening 94. Similar to the lower capture portion 102, the upper capture portion 106 may include an inclined capture surface 108. The inclined catch surface 108 is configured in such a way that when the end rib assembly 76 is deflected downwardly, the end rib longitudinal projection 88 engages the upper catch portion 106 and is guided into the wing guide channel 96.

As a result, the end rib longitudinal projection 88 is reliably inserted into the wing guide channel 96 regardless of the deflection of the end rib assembly 76, as depicted in fig. 21.

The end rib assembly 76 is substantially identical to the end rib assembly 10 if not otherwise described above.

Referring now to fig. 22 and 23, frequency dependent noise levels are illustrated for different embodiments of end rib assemblies. The noise level caused by the end rib assembly according to the prior art is designated a. The noise level of the end rib assembly 10 is designated B and the noise level of the end rib assembly 76 is designated C.

It can be seen from the graph that the end-rib assembly according to the present invention significantly reduces the noise of the entire correlation spectrum. The noise generated and emitted towards the bottom of the end rib assembly 10 increases slightly, almost at around 2000 Hz.

As a result, the end rib assemblies disclosed herein cause significantly reduced noise during landing or approach. Thus, the overall noise of an aircraft equipped with these end rib assemblies may be reduced.

List of reference numerals:

10 end rib assembly

12 high lift device

14 leading edge

16 trailing edge

18 guide part

20 noise reduction portion

21 noise reduction member

22 first point

24 lateral side edges

26 receiving opening

28 guide channel

30 inlet opening

32 outlet opening

34 support system

36 support member

38 sliding support member

40 sliding bearing surface

42 mounting part

44 high lift body

46 sealing part

48 sealing strip

50 aircraft wing

52 longitudinal projection of wing

54 Capture moiety

56 Capture moiety

58 inclined catch surface

60 upper catching part

62 inclined catching surface

64 sound wave

66 receiving section

68 noise reduction section

70 support system

72 support member

74 roller bearing component

76 end rib assembly

78 leading edge

80 trailing edge

82 guide part

84 noise reduction portion

86 metal foam

88 end rib longitudinal projection

90 second point

92 guide section

94 wing receiving opening

96 wing guide channel

98 support system

100 wing catching part

102 lower capture part

104 inclined catching surface

106 upper capture part

108 inclined catching surface