Aircraft carbon fiber composite bulkhead

Abstract

The present invention provides an aircraft carbon fiber composite bulkhead, which relates to the technical field of aircraft structure design. The bulkhead is an integral structure; the bulkhead includes a Z-shaped structure arranged at both ends thereof; the bulkhead includes a plurality of carbon fiber plies, and the ply angles of adjacent carbon fiber plies are different. The aircraft carbon fiber composite bulkhead provided by the present invention uses carbon fiber composite materials as materials, utilizes the excellent mechanical properties of carbon fiber composite materials, and combines the anisotropic characteristics of carbon fiber composite materials to reasonably arrange the ply angles of carbon fiber plies, and designs the bulkhead as an integral structure. On the basis of ensuring mechanical properties, the number of fasteners used is reduced, the assembly workload is reduced, the assembly difficulty is reduced, and the assembly precision and assembly efficiency are improved, thereby improving product quality.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft structure design, and in particular to an aircraft carbon fiber composite bulkhead. Background Art

[0002] Aircraft fuselage bulkheads are transverse members used to maintain the fuselage shape, support longitudinal members, and withstand loads within the bulkhead plane. They are the core components of the aircraft cabin. The strength and stiffness of aircraft fuselage bulkheads are important safeguards against cabin failure. To prevent low-load instability of fuselage panels under compression loads, bulkheads are usually arranged to provide support for the panels. Bulkheads arranged at certain intervals divide the fuselage panels into many sections, providing lateral support for the long stringers, effectively avoiding overall instability and improving the bearing capacity of the long stringers and panels. Bulkheads also serve as annular crack arrest zones for the panels. When the tensile cracks in the panels extend to the bulkheads, they stop expanding forward. In addition, bulkheads also play a role in bearing and dispersing concentrated loads.

[0003] At present, there are three types of metal partition frames commonly used in civil aircraft: sheet metal frames, profile frames and machined frames. Sheet metal frames have low processing costs and weak load-bearing capacity, and are generally connected to wall panels through corner pieces; machined frames have high processing costs and high load-bearing capacity, and are often used to strengthen frames; but compared with composite material frames, metal frames have the disadvantage of being heavy.

[0004] The traditional composite bulkheads of civil aircraft usually consist of two parts: "multiple L-shaped shear band plates + Z-shaped floating frames". Figure 1 As shown, the assembly accuracy is not easy to ensure, which increases the difficulty of assembly. Summary of the invention

[0005] The technical problem solved by the present invention is that the current aircraft composite material bulkhead assembly is difficult.

[0006] In order to solve the above problems, the present invention provides an aircraft carbon fiber composite bulkhead, wherein the bulkhead is an integral structure; the bulkhead includes a Z-shaped structure arranged at both ends thereof; wherein:

[0007] The bulkhead includes a plurality of carbon fiber plies, and adjacent carbon fiber plies have different ply angles.

[0008] Taking advantage of the excellent mechanical properties of carbon fiber composites and combining them with the anisotropic characteristics of carbon fiber composites, the ply angles of the carbon fiber plies are reasonably arranged according to the stress characteristics of each position on the bulkhead, and the bulkhead is designed as an integral structure. On the basis of ensuring the mechanical properties, the number of fasteners used is reduced, the assembly workload is reduced, the assembly difficulty is lowered, and at the same time the assembly precision and efficiency are improved, thereby improving product quality.

[0009] Optionally, a ply angle of the carbon fiber ply is selected from one of 0°, ±45°, and 90°.

[0010] Optionally, the Z-shaped structure includes an end Z-shaped connecting structure arranged at an outer end, and a Z-shaped reinforcing structure arranged adjacent to the end Z-shaped connecting structure.

[0011] According to the stress conditions of the bulkhead, the Z-shaped structures at different positions are designed as end Z-shaped connection structures and Z-shaped reinforcement structures respectively. The end Z-shaped connection structures and Z-shaped reinforcement structures are then optimized according to the specific stress conditions, so that the bulkhead can achieve the purpose of weight reduction to the maximum extent while meeting the mechanical properties.

[0012] Optionally, the end Z-shaped connection structure includes a first web, and a first outer purlin and a first inner purlin respectively arranged at both ends of the first web, the first outer purlin and the first inner purlin are both perpendicular to the first web, and the extension directions of the first outer purlin and the first inner purlin are opposite; the first outer purlin is used to be connected to the skin, and the thickness of the first outer purlin is less than the thickness of the first inner purlin.

[0013] According to the stress conditions, the thickness of the location with greater stress is increased. By locally thickening the structure, on the one hand, the end Z-type connection structure meets the mechanical requirements, and on the other hand, the increase in the weight of the bulkhead caused by overall thickening can be avoided.

[0014] Optionally, a first transition portion is provided between the first web and the first outer citrus bar.

[0015] Since the thickness of the first web and the first outer citrus bar are different, a first transition portion is provided between the first web and the first outer citrus bar so that the first web and the first outer citrus bar can smoothly transition. A reasonable layer loss design is performed at the first transition portion, which can ensure the structural strength while avoiding stratification caused by the increase in thickness.

[0016] Optionally, the Z-shaped reinforcement structure includes a second web, and a second outer purlin and a second inner purlin respectively arranged at two ends of the second web; the second outer purlin and the second inner purlin are both perpendicular to the second web, and the second outer purlin and the second inner purlin extend in opposite directions; the second web includes a reinforcement portion, and a second web body arranged at both ends of the reinforcement portion; the thickness of the reinforcement portion is greater than the thickness of the second web body.

[0017] Optionally, the ratio of the thickness of the reinforcement portion to the thickness of the second web body is in the range of (1.5-2.5):1.

[0018] On the one hand, it can avoid the Z-type reinforced structure being unable to meet the mechanical requirements due to insufficient thickness of the reinforcement part, and on the other hand, it can avoid the increase in the weight of the bulkhead due to excessive thickness of the reinforcement part.

[0019] Optionally, the ply angles of the carbon fiber plies at the reinforcement portion include 0°, ±45° and 90°; wherein the ply ratio of the carbon fiber plies with ply angles of 0°, ±45° and 90° is 3:5:2.

[0020] By optimizing the design of the carbon fiber plies at the reinforcement part, the structure of the reinforced area is made more consistent with its own force characteristics, ensuring that the reinforced area meets the mechanical requirements without increasing the weight.

[0021] Optionally, a second transition portion is provided between the reinforcement portion and the second web body.

[0022] Compared with the prior art, the aircraft carbon fiber composite material provided by the present invention has the following advantages:

[0023] The aircraft carbon fiber composite bulkhead provided by the present invention uses carbon fiber composite materials as material, utilizes the excellent mechanical properties of carbon fiber composite materials, combines the anisotropic characteristics of carbon fiber composite materials, and reasonably arranges the ply angles of carbon fiber plies according to the stress characteristics at various positions on the bulkhead, and designs the bulkhead as an integral structure. By making the carbon fiber plies more efficient and adapting to more complex load distribution, the mechanical properties of the bulkhead are maximized and the strength of the bulkhead is guaranteed. Therefore, on the basis of ensuring the mechanical properties, by designing the bulkhead as a bulkhead with an integral structure, the number of fasteners used is reduced, the assembly workload is reduced, the assembly difficulty is reduced, and at the same time, the assembly accuracy and efficiency are improved, thereby improving product quality. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a simplified structural diagram of a traditional aircraft composite bulkhead;

[0025] Figure 2 A schematic structural diagram of the aircraft carbon fiber composite bulkhead according to the present invention;

[0026] Figure 3 A side view of the end Z-shaped connection structure of the present invention;

[0027] Figure 4 It is a cross-sectional view of the Z-shaped reinforcement structure of the present invention;

[0028] Figure 5 It is a schematic diagram of the structure of the carbon fiber ply in the second web of the present invention.

[0029] Description of reference numerals:

[0030] 1-Z-type structure; 11-end Z-type connection structure; 111-first web; 112-first outer rafter; 113-first inner rafter; 114-first transition portion; 12-Z-type reinforcement structure; 121-second web; 1211-second web body; 1212-reinforcement portion; 1213-second transition portion; 122-second outer rafter; 123 second inner rafter; 2-carbon fiber ply; 3-skin; 4-L-type shear band plate; 5-Z-type floating frame. DETAILED DESCRIPTION

[0031] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, but are not to be construed as limiting the present invention. All other embodiments obtained by ordinary technicians in the field without creative work based on the embodiments of the present invention are within the scope of protection of the present invention.

[0032] In the description of the present invention, it should be understood that the terms "first" and "second" are only used to simplify the description, and should not be understood as indicating or implying relative importance, or implicitly indicating the number of the indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0033] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0034] In order to reduce the weight of the aircraft fuselage, composite materials can be used for the aircraft bulkhead; see Figure 1 As shown, the current composite aircraft bulkhead adopts a structure in which multiple L-shaped shear band plates 4 and Z-shaped floating frames 5 are connected by fasteners. During the assembly process of this structure, multiple fasteners are needed to connect the L-shaped shear band plates 4 and the Z-shaped floating frames 5. The use of fasteners increases the weight of the fuselage and the assembly workload. In addition, during the assembly process of the split structure, it is not easy to keep the positions connected by different fasteners, the relative positions between the two split structures, the connection strength of the fasteners, etc. consistent, resulting in poor assembly accuracy, greater assembly difficulty, and affecting the quality of the bulkhead.

[0035] In order to solve the problem that the current aircraft composite bulkhead frame is difficult to assemble, the present invention provides an aircraft carbon fiber composite bulkhead frame, see Figure 2As shown, the bulkhead is an integral structure, and the material of the bulkhead of the integral structure is a carbon fiber composite material; the bulkhead includes a Z-shaped structure 1 arranged at both ends thereof, and specifically, the cross-section of the Z-shaped structure 1 is Z-shaped; the bulkhead includes a plurality of carbon fiber plies 2, and the ply angles of adjacent carbon fiber plies 2 are different.

[0036] According to the stress characteristics of the bulkhead, a Z-shaped structure 1 is set at both ends of the bulkhead. In order to improve the rigidity and lateral stability of the bulkhead, the present application sets the cross-sectional shape of the Z-shaped structure 1 to be Z-shaped; the overall outer contour shape of the bulkhead is determined according to the location of use. For example, if the bulkhead is used in the fuselage, the overall shape of the bulkhead is an arc shape that matches the fuselage; the bulkhead is set to be an integral structure. When the aircraft carbon fiber composite bulkhead with an integral structure is used, there is no need to connect the split structures with fasteners. It is only necessary to connect the bulkhead with the corresponding skin 3 with fasteners, which not only reduces the assembly workload, but also the aircraft carbon fiber composite bulkhead with an integral structure has a stable structure, high precision, and good performance consistency, which is beneficial to improving the quality of the bulkhead.

[0037] In order to ensure the mechanical properties of the bulkhead, the present application preferably uses a carbon fiber composite material, the specific strength of which is 1068 MPa / (g / cm 3 ), which is about 7.5 times the specific strength of aluminum alloy; the specific modulus of carbon fiber composite material is 93GPa / (g / cm 3 ), which is about 3.6 times the specific modulus of aluminum alloy. Therefore, the present invention adopts carbon fiber composite materials as the material of the bulkhead, so that the bulkhead can have a better weight reduction effect while meeting the mechanical performance requirements, thereby greatly reducing the fuel consumption of the aircraft; in addition, carbon fiber composite materials have better fatigue resistance than metals, and the use of carbon fiber composite materials for bulkheads is beneficial to improving the fatigue resistance of the bulkheads.

[0038] Furthermore, taking advantage of the anisotropic characteristics of carbon fiber composite materials, in order to improve the mechanical properties of the bulkhead, the present application preferably provides that the bulkhead includes a plurality of carbon fiber plies 2, and the ply angles of adjacent carbon fiber plies 2 are different.

[0039] The laying angle of the carbon fiber ply 2 specifically refers to the distribution angle of the fibers in the carbon fiber ply 2; the mechanical properties of a carbon fiber ply 2 are related to the distribution angle of the fibers in the fiber ply, and specifically, the carbon fiber ply 2 exhibits very high strength along the axial distribution direction of the fibers; the present application makes the laying angles of adjacent carbon fiber plies 2 different, thereby improving the mechanical strength of the bulkhead in different directions, thereby improving the mechanical strength of the prepared bulkhead in different directions, and can withstand more complex load conditions.

[0040] Specifically, the layup angle of the carbon fiber ply 2 in the bulkhead can be determined according to the mechanical requirements of the bulkhead; the bulkhead in the present application can design the layup angle of the carbon fiber ply 2 according to the stress characteristics, fully utilizing the anisotropic characteristics of the carbon fiber composite material, and by reasonably arranging the layup angle of the carbon fiber ply 2, the carbon fiber ply 2 can be made to perform with higher efficiency, adapt to more complex load distribution, and maximize the mechanical properties of the bulkhead, thereby achieving the purpose of weight reduction while ensuring the mechanical requirements of the bulkhead.

[0041] The aircraft carbon fiber composite bulkhead provided by the present invention uses carbon fiber composite materials as material, utilizes the excellent mechanical properties of carbon fiber composite materials, combines the anisotropic characteristics of carbon fiber composite materials, and reasonably arranges the ply angles of the carbon fiber plies 2 according to the stress characteristics at various positions on the bulkhead, and designs the bulkhead as an integral structure. By making the carbon fiber plies 2 more efficient and adapting to more complex load distribution, the mechanical properties of the bulkhead are maximized and the strength of the bulkhead is guaranteed. Therefore, on the basis of ensuring the mechanical properties, by designing the composite bulkhead frame as an integral structure, the number of fasteners used is reduced, the assembly workload is reduced, the assembly difficulty is reduced, and at the same time, the assembly accuracy and efficiency are improved, thereby improving product quality.

[0042] The laying angle of the carbon fiber ply 2 can be any angle. In the present application, the laying angle of the carbon fiber ply 2 is preferably selected from one of 0°, ±45°, and 90°.

[0043] The specific ply ratio of each carbon fiber ply 2 can be determined according to the stress characteristics of the bulkhead during use.

[0044] In the present application, the lay-up angle of 0° means that the carbon fiber lay-up 2 is a circumferential lay-up. The circumferential lay-up is mainly a carbon fiber prepreg laid along the contour of the bulkhead. The circumferential lay-up is mainly used to ensure that the bulkhead can withstand a large tensile load.

[0045] In order to make the structure of the bulkhead meet the force requirements at various positions, see Figure 2 As shown, the bulkhead structure is designed according to the stress characteristics of the bulkhead. The Z-shaped structure 1 in the present application includes an end Z-shaped connecting structure 11 arranged at the outer end, and a Z-shaped reinforcing structure 12 arranged adjacent to the end Z-shaped connecting structure 11; specifically, the end Z-shaped connecting structure 11 is arranged at the outermost end in the length direction of the bulkhead, and the Z-shaped reinforcing structure 12 is arranged on the inner side of the end Z-shaped connecting structure 11, and is arranged adjacent to the end Z-shaped connecting structure 11.

[0046] The present application designs the Z-shaped structures at different positions into an end Z-shaped connecting structure 11 and a Z-shaped reinforced structure 12 according to the stress conditions, and then optimizes the structures of the end Z-shaped connecting structure 11 and the Z-shaped reinforced structure 12 according to the specific stress conditions, so that the structures of the end Z-shaped connecting structure 11 and the Z-shaped reinforced structure 12 are adapted to their respective stress conditions, thereby achieving the purpose of weight reduction to the maximum extent on the basis of satisfying mechanical properties.

[0047] Specifically, the end Z-shaped connection structures 11 provided at both ends are used to connect with other composite materials, see Figure 3 As shown, the end Z-shaped connection structure 11 in the present application includes a first web 111, and a first outer rafter 112 and a first inner rafter 113 respectively arranged at both ends of the first web 111; the first outer rafter 112 and the first inner rafter 113 are both perpendicular to the first web 111, and the extension directions of the first outer rafter 112 and the first inner rafter 113 are opposite, so that the first web 111, the first outer rafter 112, and the first inner rafter 113 together constitute a Z-shaped structure; during the use of the bulkhead, the first outer rafter 112 is used to be connected to the skin 3; wherein the first outer rafter 112 and the skin 3 are connected by fasteners; during use, according to the stress condition of the bulkhead and considering the influence of weight reduction, the present application preferably has a thickness of the first outer rafter 112 that is less than the thickness of the first inner rafter 113.

[0048] Specifically, the thickness of the first web 111, the first outer rafter 112, and the first inner rafter 113 can be determined according to the magnitude of the force. According to the force conditions, the thickness of the first inner rafter 113 at the complex force position is increased. By locally thickening, on the one hand, the structure of the end connection area 11 meets the mechanical requirements, and on the other hand, the increase in the weight of the bulkhead caused by the overall thickening can be avoided.

[0049] Furthermore, in order to ensure the mechanical properties of the end Z-shaped connection structure 11, the present application further preferably makes the thickness of the first web 111 the same as the thickness of the first inner purlin 113, that is, the first inner purlin 113 and the first web 111 are thickened at the same time. When the thickening process is performed, the thickness of the first inner purlin 113 and the first web 111 is determined according to the stress conditions. By thickening the first web 111 and the first inner purlin 113, the mechanical properties of the end Z-shaped connection structure 11 are further improved, so that the end Z-shaped connection structure 11 is more adapted to its own stress conditions, thereby meeting its own stress requirements.

[0050] After the first web 111 and the first inner purlin 113 are thickened, the thickness of the first web 111 is different from the thickness of the first outer purlin 112, and the first web 111 and the first outer purlin 112 with different thicknesses can be directly adjacent to each other; in order to ensure a smooth transition between the first web 111 and the first outer purlin 112, the present application preferably provides a first transition portion 114 between the first web 111 and the first outer purlin 112.

[0051] By providing the first transition portion 114 between the first web 111 and the first outer purlin 112 and performing a reasonable layer-dropping design at the first transition portion 114, the first web 111 and the first outer purlin 112 can be smoothly transitioned while avoiding delamination caused by increased thickness.

[0052] The length of the first transition portion 114 is determined according to the difference in thickness between the first web 111 and the first inner purlin 113 .

[0053] See also Figure 4 As shown, the Z-shaped reinforcement structure 12 arranged adjacent to the end Z-shaped connection structure 11 in the present application includes a second web 121, and a second outer rafter 122 and a second inner rafter 123 respectively arranged at both ends of the second web 121; the second outer rafter 122 and the second inner rafter 123 are both perpendicular to the second web 121, and the extension directions of the second outer rafter 122 and the second inner rafter 123 are opposite, and a Z-shaped structure is formed by the second web 121, the second outer rafter 122, and the second inner rafter 123.

[0054] According to the overall stress characteristics of the bulkhead and to ensure the rigidity of the bulkhead, the present application further arranges a reinforcing structure at the corresponding position of the second web 121, that is, the second web 121 includes a reinforcing portion 1212 and a second web body 1211 arranged at both ends of the reinforcing portion 1212; the thickness of the reinforcing portion 1212 is greater than the thickness of the second web body 1211.

[0055] According to the stress characteristics of the Z-shaped reinforced structure 12, a reinforcement portion 1212 is provided in the middle of the Z-shaped reinforced structure 12 to increase the stiffness and shear resistance of the second web 121, thereby improving the bearing capacity of the bulkhead and making the structure of the bulkhead compatible with its stress conditions. Meanwhile, compared with the structural form of strengthening the bulkhead structure as a whole, it does not add extra weight, thereby achieving the purpose of weight reduction on the basis of ensuring the mechanical properties of the bulkhead.

[0056] The thickness of the second web body 1211 may be the same as or different from the thickness of the second outer rafters 122 and the second inner rafters 123. The specific thickness of the second web body 1211, the thickness of the second outer rafters 122, and the thickness of the second inner rafters 123 may be determined according to their respective stress conditions.

[0057] The thickness of the reinforcement portion 1212 can be determined according to the stress condition of the second web 121. The present application preferably sets the ratio of the thickness of the reinforcement portion 1212 to the thickness of the second web body 1211 to be in the range of (1.5-2.5):1. This can avoid the structure of the reinforced area 12 failing to meet the mechanical requirements due to insufficient thickness of the reinforcement portion 1212 on the one hand, and can also avoid the increase in the weight of the bulkhead due to excessive thickness of the reinforcement portion 1212 on the other hand.

[0058] Furthermore, in order to optimize the structure at the reinforcement portion 1212 so that the reinforcement portion 1212 can meet the mechanical requirements with a minimum increased thickness, the present application further optimizes the design of the carbon fiber ply 2 at the reinforcement portion 1212; specifically, the present application prefers that the ply angles of the carbon fiber ply 2 at the reinforcement portion 1212 include 0°, ±45° and 90°; and further prefers that the ply ratio of the carbon fiber ply 2 with ply angles of 0°, ±45° and 90° is 3:5:2.

[0059] The present application optimizes the design of the carbon fiber ply 2 at the reinforcement portion 1212 so that the Z-shaped reinforced structure 12 is more in line with its own force characteristics, ensuring that the structure meets the mechanical requirements without increasing the weight, thereby enabling the bulkhead to meet the mechanical requirements without increasing the weight.

[0060] Since the thickness of the reinforcement portion 1212 is greater than the thickness of the second web body 1211 arranged at both ends thereof, in order to avoid delamination of the carbon fiber composite material due to the increased thickness of the reinforcement portion 1212, the present application preferably provides a second transition portion 1213 between the reinforcement portion 1212 and the second web body 1211.

[0061] For details, see Figure 5 As shown, one end of the second transition portion 1213 is disposed adjacent to the reinforcement portion 1212 , and the other end is disposed adjacent to the second web body 1211 .

[0062] The second transition portion 1213 is provided so that the second web body 1211 and the reinforcement portion 1212 of different thicknesses can smoothly transition. Reasonable layer loss design is performed at the second transition portion 1213, which can avoid delamination due to increased thickness while ensuring mechanical strength.

[0063] The length of the second transition portion 1213 is determined according to the difference in thickness between the reinforcement portion 1212 and the second web body 1211 ; the present application does not limit the length of the second transition portion 1213 .

[0064] The aircraft carbon fiber composite bulkhead provided in the present application is designed according to the stress characteristics of the bulkhead. Since the stresses in various parts of the bulkhead are different, when designing the structure of the bulkhead, the bulkhead is locally reinforced according to the actual stress conditions of the bulkhead. Combined with the reasonable design of the carbon fiber ply 2, the bulkhead meets the overall strength requirements without causing delamination due to the increase in local thickness.

[0065] Although the disclosure is disclosed as above, the protection scope of the disclosure is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the disclosure, and these changes and modifications will fall within the protection scope of the present invention.

Claims

1. An aircraft carbon fiber composite bulkhead, characterized in that: The bulkhead is an integral structure; the bulkhead comprises a Z-shaped structure (1) arranged at both ends thereof; wherein: The bulkhead comprises a plurality of carbon fiber plies (2), and the ply angles of adjacent carbon fiber plies (2) are different; The Z-shaped structure (1) comprises an end Z-shaped connecting structure (11) arranged at an outer end, and a Z-shaped reinforcing structure (12) arranged adjacent to the end Z-shaped connecting structure (11); The end Z-shaped connection structure (11) comprises a first web (111), and a first outer rafter (112) and a first inner rafter (113) respectively arranged at two ends of the first web (111), the first outer rafter (112) and the first inner rafter (113) are both perpendicular to the first web (111), and the first outer rafter (112) and the first inner rafter (113) extend in opposite directions; the first outer rafter (112) is used to be connected to the skin (3), and the thickness of the first outer rafter (112) is less than the thickness of the first inner rafter (113); The Z-shaped reinforcement structure (12) comprises a second web (121), and a second outer rafter (122) and a second inner rafter (123) respectively arranged at two ends of the second web (121); the second outer rafter (122) and the second inner rafter (123) are both perpendicular to the second web (121), and the second outer rafter (122) and the second inner rafter (123) extend in opposite directions; the second web (121) comprises a reinforcement portion (1212), and a second web body (1211) arranged at two ends of the reinforcement portion (1212); the thickness of the reinforcement portion (1212) is greater than the thickness of the second web body (1211); The ply angles of the carbon fiber plies (2) at the reinforcement portion (1212) include 0°, ±45° and 90°; wherein the ply ratio of the carbon fiber plies (2) with ply angles of 0°, ±45° and 90° is 3:5:

2.

2. The aircraft carbon fiber composite bulkhead according to claim 1, characterized in that: The ply angle of the carbon fiber ply (2) is selected from one of 0°, ±45°, and 90°.

3. The aircraft carbon fiber composite bulkhead according to claim 1, characterized in that: A first transition portion (114) is provided between the first web (111) and the first outer purlin (112).

4. The aircraft carbon fiber composite bulkhead according to claim 1, characterized in that: The ratio of the thickness of the reinforcement portion (1212) to the thickness of the second web body (1211) is in the range of (1.5-2.5):

1.

5. The aircraft carbon fiber composite bulkhead according to claim 1, characterized in that: A second transition portion (1213) is provided between the reinforcement portion (1212) and the second web body (1211).

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