A swept three spar thin wing composite wing structure

Abstract

The application provides a swept-back three-beam thin wing composite wing structure, which comprises a wing main body and an aileron installed in a wing main body mounting groove, the wing main body comprises a wing skeleton and a wing outer skin structure outside the wing skeleton; the wing skeleton comprises a longitudinal member unit and a transverse member unit, the longitudinal member unit comprises a front beam, a middle beam and a rear beam, the front beam and the middle beam and the middle beam and the rear beam are arranged at acute angles, the transverse member unit comprises a plurality of wing ribs arranged between the front beam and the middle beam, between the middle beam and the rear beam and on one side of the front beam towards the front of the fuselage; the front beam, the middle beam and the rear beam are all provided with a spar connecting head for connecting with the fuselage. The wing provided by the application adopts a three-beam structure, each wing beam has a mouth-shaped cross section, so that each wing beam forms a multi-wall form, can bear the bending moment and the torque brought by a large wing effective load, and the wing structure is light in weight, high in strength and good in integrity.

Description

Technical Field

[0001] This invention belongs to the field of aerospace technology, and in particular relates to a swept-back three-spar thin-wing composite material wing structure. Background Technology

[0002] The primary function of an aircraft wing is to generate lift to balance the aircraft's weight. Wings come in various planforms and can be broadly categorized into four types: straight wings, swept wings, delta wings, and low aspect ratio straight wings. Common wing structures include single-spar wings, double-spar straight wings, and multi-spar wings. Single-spar wings have limited load-bearing capacity and are rarely used now, generally only in low-speed or small aircraft. Higher-speed aircraft primarily employ single-piece wing-box structures with two or three spars or multi-spar thick-skin structures. Since the wing can only be located on the side of the fuselage, the single-piece wing-box structure needs to be integrated with the internal reinforcing frame structure of the fuselage. Therefore, multiple reinforcing frames are required at the wing-fuselage connection point to ensure structural strength. This structural form reduces the effective volume within the fuselage. Currently, most wing spars are made of metal. The numerous structural components, including wings, fuselage joints, and wing spars, make processing difficult and manufacturing costs high. Furthermore, with the increase in aircraft speed and wing loading, the metal wings increase the aircraft weight, which is detrimental to aircraft performance. In addition, it is difficult to design and install a large number of reinforcing frames in the internal space of thin wings with high aspect ratio. Therefore, ensuring the structural strength and connection reliability of thin-wing structures has always been a technical challenge that needs to be overcome in this field. Summary of the Invention

[0003] In view of this, the present invention aims to overcome the defects in the prior art and proposes a swept-back three-spar thin-wing composite material wing structure.

[0004] To achieve the above objectives, the technical solution created by this invention is implemented as follows:

[0005] A swept-back three-spar thin-wing composite material wing structure includes a wing body and an aileron installed in a mounting slot of the wing body. The wing body includes a wing skeleton and an outer wing skin structure on the outside of the wing skeleton.

[0006] The wing frame includes longitudinal component units and transverse component units. The longitudinal component units include a front spar, a middle spar, and a rear spar. The front spar and the middle spar, as well as the middle spar and the rear spar, are arranged at acute angles. The transverse component units include several wing ribs arranged between the front spar and the middle spar, between the middle spar and the rear spar, and on the side of the front spar facing the fuselage.

[0007] The front spar, middle spar, and rear spar are all equipped with wing spars for connection to the fuselage, and the wing spars all extend outward from the large opening end of the outer skin structure; a metal reinforcing rib is provided between the front spar and the middle spar; the sides of the front spar, middle spar, rear spar, wing rib, and metal reinforcing rib are all in contact with the inner surface of the outer skin structure of the wing.

[0008] The aileron includes an aileron body and aileron rib boxes installed at both ends of the aileron body, and a trailing edge strip is provided at the trailing edge of the aileron body; the aileron body includes a foam core and an aileron outer skin structure outside the foam core, a metal shaft is inserted inside the foam core, and metal connectors are installed at both ends of the metal shaft.

[0009] A transmission shaft is connected to the metal shaft, and the transmission shaft is connected to the short shaft of the servo motor; a ball bearing is installed in the middle of the metal shaft, and a bearing clearance hole is provided on the outer skin structure of the aileron; the two metal joints are respectively fixed to their corresponding aileron rib boxes.

[0010] Furthermore, the wing beam connector is made of aluminum alloy.

[0011] Furthermore, the wing spars connecting head is provided with a connector end lug that connects to the reinforcing frame of the fuselage. The lug has several connection holes, and the connection holes are axially perpendicular to the plane where the longitudinal component unit is located.

[0012] Furthermore, at least one metal reinforcing rib is positioned near the spar joint.

[0013] Furthermore, the cross-sections of the front beam, middle beam, and rear beam are all U-shaped.

[0014] Furthermore, the wing beam connector includes a U-shaped connector, and the front beam, middle beam and rear beam are all inserted into the corresponding wing beam connector and fixed by adhesive.

[0015] Furthermore, the front spar, middle spar, rear spar, and wing ribs are bonded to the outer skin structure of the wing with adhesive and fixed with pop rivets.

[0016] Furthermore, the front beam, middle beam, rear beam, and wing ribs are all made of prepreg.

[0017] Furthermore, the metal joint is provided with a support plate for supporting the foam core.

[0018] Furthermore, the aileron outer skin structure includes an upper aileron skin and a lower aileron skin, and the upper aileron skin, the lower aileron skin, and the trailing edge strip are all made of prepreg.

[0019] Compared with existing technologies, the present invention has the following advantages:

[0020] The wing provided by this invention adopts a three-spar structure, with each spar having an open cross-section, resulting in a multi-wall configuration. This structure offers advantages such as a higher centroid position and greater torsional stiffness, enabling it to withstand the bending and torque moments generated by the larger effective wing load. Simultaneously, the skin is connected to the upper and lower surfaces of the spars, reducing the number of fasteners and openings on the skin and spars compared to spars with other cross-sectional shapes. This mitigates stress weakening and damage to the skin caused by openings, improves the surface quality of the wing, and enhances wing performance. The wing structure is lightweight, high-strength, and has good overall integrity. Ailerons enable effective and reliable aircraft attitude control. Even when dealing with discontinuous stress on the skin due to large openings at the wing root, it can still transfer aerodynamic forces from the wing to the fuselage, balancing the load on the fuselage. Attached Figure Description

[0021] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments and descriptions of the invention are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0022] Figure 1 A schematic diagram of the structure created by this invention;

[0023] Figure 2 A schematic diagram of one side of the large opening end of the present invention;

[0024] Figure 3 This is a schematic diagram of the wing frame with ailerons installed in this invention.

[0025] Figure 4 A schematic diagram illustrating the disassembled state of the present invention;

[0026] Figure 5 This is a schematic diagram of the aileron in the disassembled state in the present invention. Detailed Implementation

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0028] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0029] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0030] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0031] A swept-back three-spar thin-wing composite material wing structure, such as Figures 1 to 5 As shown, the wing includes a main wing body 1 and an aileron 2 installed in the main wing body mounting slot. The main wing body includes a wing frame 3 and an outer wing skin structure 4 on the outside of the wing frame. The wing frame includes longitudinal component units 5 and transverse component units 6. The longitudinal component units include three spars, specifically a front sparb 7, a middle sparb 8, and a rear sparb 9. The front sparb and the middle sparb, as well as the middle sparb and the rear sparb, are arranged at acute angles. The transverse component units include several ribs 10 arranged between the front sparb and the middle sparb, between the middle sparb and the rear sparb, and on the side of the front sparb facing the fuselage. The wing frame has trailing edge strips 33 on both sides of the wing main body mounting slot to improve the rear strength of the wing structure and ensure structural stability when the aileron is in operation.

[0032] The front, middle, and rear spars are all equipped with spar connectors 11 for connection to the fuselage, and these connectors extend outward from the large opening of the outer skin structure. Metal reinforcing ribs 12 are provided between the front and middle spars. The sides of the front, middle, and rear spars, spar ribs, and metal reinforcing ribs are all in contact with the inner surface of the wing's outer skin structure, resulting in overall structural stability and a clear load transmission path. Typically, these spar connectors are made of aluminum alloy.

[0033] The aileron includes an aileron body 13 and aileron rib boxes 14 installed at both ends of the aileron body. An aileron trailing edge strip 15 is provided at the trailing edge of the aileron body. The aileron body includes a foam core 16 and an aileron outer skin structure outside the foam core. A metal shaft 19 is inserted inside the foam core, and metal connectors 20 are respectively installed at both ends of the metal shaft. The metal connectors are provided with support plates 21 for supporting the foam core. In an optional embodiment, in order to ensure stable cooperation between the metal connectors and the foam core, a slot 22 is provided at the end of the foam core. The metal connectors cooperate with the slots, and the two ends of the connecting rods inside the foam core cooperate with the metal connectors, making the aileron body structure more compact, more stable, and with stronger load-bearing capacity.

[0034] A transmission shaft 23 is connected to a metal shaft, and the transmission shaft is connected to a servo motor short shaft 24; a ball bearing 25 is installed in the middle of the metal shaft, and a bearing clearance hole 26 is provided on the outer skin structure of the aileron; the two metal joints are respectively fixed to their corresponding aileron rib boxes.

[0035] The spherical bearing housing 27 is fixed to the wing. Rotation of the servo motor drives the short shaft, which in turn drives the transmission shaft, causing the aileron structure to rotate around the axis of the metal shaft, thus achieving roll control of the aircraft. The transmission shaft is connected to the short shaft of the servo motor end shaft via a coupling. The metal shaft, transmission shaft, and servo motor end shaft are coaxially arranged.

[0036] Rear spalling reinforcing ribs 28 are provided on the outer side of the rear spalling. The transmission shaft and servo shaft are respectively mounted on the corresponding rear spalling reinforcing ribs, which improves the reliability of the connection between the aileron and the main wing body. Each rear spalling reinforcing rib is mainly used to bear the concentrated force and moment on the aileron (fixed to the rear spalling) and transmit them into a distributed force to the rear spalling, making the overall structure more stable under load. During aircraft attitude control, the aileron will generate a large bending moment on the wing rear spalling under the action of aerodynamic forces. The rear spalling is a one-piece beam with an angular cross-section, which ensures structural strength and rigidity. When subjected to the additional bending moment applied by the aileron, the bending moment can be effectively transmitted to each rib box, so that the three-spar structure can effectively bear the load and has good stability.

[0037] The aileron employs a thin-walled structure with metal ribs at both ends and a foam core in the middle. A metal shaft connects the two metal ribs, with a ball bearing installed in the center of the shaft. The metal shaft effectively enhances the rigidity of the aileron body. In addition, support plates on the metal joints support the foam core, further reducing the weight of the main structural components and the number of connecting parts while increasing the aileron's rigidity, thus further reducing the overall structural weight of the aileron.

[0038] The aforementioned aileron outer skin structure includes an upper aileron skin 17 and a lower aileron skin 18, and the upper aileron skin, lower aileron skin, and trailing edge strip are all made of prepreg. In an optional embodiment, the metal joint, metal shaft, foam core, ball bearing, upper aileron skin, lower aileron skin, and trailing edge strip are formed in two stages using a co-bonding molding method. Typically, the aforementioned aileron rib box is fixed to the metal joint by a connector.

[0039] The aforementioned wing sparb connector is equipped with a joint end lug 29 that connects to the reinforcing frame of the fuselage. The lug has several connection holes, the axial direction of which is perpendicular to the plane of the longitudinal component unit. A connector 30 passes through each connection hole. Multiple metal reinforcing ribs can be provided, with at least one rib positioned near the wing sparb connector. The connector is perpendicular to the longitudinal component unit. When the skin is subjected to aerodynamic forces, the skin flexes, and each wing sparb and rib provides a reaction force to the skin, keeping it in equilibrium.

[0040] Part of the distributed load acting on the wing spars is balanced by the reaction forces provided by the wing ribs, and another part is balanced by the reaction forces provided by the connecting joints. The connecting joints employ a lug design, with the lugs arranged vertically (bolts horizontally). Vertical shear force and vertical bending moment are transmitted by the shear force on the bolts, while horizontal shear force is transmitted by the compression force of the lugs, and horizontal bending moment is also transmitted by the shear force on the bolts. All aerodynamic forces acting on the wing must be transmitted to the fuselage through the connecting joints. Therefore, the wall thickness of the wing spars connecting joints is greater than the wall thickness of the individual wing spars. This reinforced design effectively improves the load-bearing capacity at the wing-fuselage connection point and avoids damage caused by stress concentration.

[0041] In one optional embodiment, the cross-sections of the aforementioned front beam, middle beam, and rear beam are all U-shaped. The aforementioned wing beam connectors include U-shaped connecting portions 31, and the front beam, middle beam, and rear beam are all inserted into their respective wing beam connectors and fixed with adhesive. Alternatively, in another optional embodiment, the front beam, middle beam, and rear beam can also be fixed to their respective wing beam connectors using fasteners (such as screws), allowing for flexible selection of the fixing method according to actual needs.

[0042] Typically, the aforementioned front spars, middle spars, rear spars, and wing ribs are all made of prepreg. In an optional embodiment, the front spars, middle spars, and rear spars are simultaneously fixed to a wing mating rib 32 at their ends furthest from the fuselage. The front spars, middle spars, rear spars, and wing ribs are bonded to the wing outer skin structure with adhesive and secured with blind rivets. A spar joint at one end of each of the three spars connects to the fuselage, while the other end is fixed to the wing mating rib, ensuring that the ends of the three spars all have good rigidity and maintaining better overall wing performance. The wing provided by this invention adopts a three-spar structure, with each spar having an octagonal cross-section, resulting in a multi-walled structure. This structure offers the advantage of providing a higher centroid position and greater torsional stiffness, enabling it to withstand the bending and torque caused by a larger wing effective load.

[0043] Furthermore, because the wing spars have an angular cross-section, the skin is connected to the upper and lower surfaces of the wing spars. This reduces the number of fasteners compared to wing spars with other cross-sectional shapes, reduces the number of openings on the skin and wing spars, mitigates stress weakening and damage to the skin caused by openings, improves the surface quality of the wing surface, and results in better wing performance.

[0044] The wing structure provided by this invention is lightweight, high-strength, and has good overall integrity. The connection between the wing and fuselage uses a metal spars connector, and the spars joint is reinforced, effectively improving the wing's load-bearing capacity and overcoming the defect of stress concentration and damage at the wing-fuselage connection under load. The ailerons enable effective and reliable aircraft attitude control. Even when dealing with discontinuous skin stress caused by large openings at the wing root, the aerodynamic forces on the wing can still be transferred to the fuselage, balancing the load on the fuselage.

[0045] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A swept-back three-spar thin-wing composite material wing structure, characterized in that: It includes a wing body and an aileron installed in the wing body mounting slot. The wing body includes a wing frame and an outer wing skin structure on the outside of the wing frame. The wing frame includes longitudinal component units and transverse component units. The longitudinal component units include a front spar, a middle spar, and a rear spar. The front spar and the middle spar, as well as the middle spar and the rear spar, are arranged at acute angles. The transverse component units include several wing ribs arranged between the front spar and the middle spar, between the middle spar and the rear spar, and on the side of the front spar facing the fuselage. The front spar, middle spar, and rear spar are all provided with wing spars for connection to the fuselage, and the wing spars all extend outward from the large opening end of the outer skin structure; a metal reinforcing rib is provided between the front spar and the middle spar; the sides of the front spar, middle spar, rear spar, wing rib, and metal reinforcing rib are all in contact with the inner surface of the outer skin structure of the wing. The aileron includes an aileron body and aileron rib boxes installed at both ends of the aileron body, and a trailing edge strip is provided at the trailing edge of the aileron body; the aileron body includes a foam core and an aileron outer skin structure outside the foam core, a metal shaft is inserted inside the foam core, and metal connectors are installed at both ends of the metal shaft. A transmission shaft is connected to a metal shaft, and the transmission shaft is connected to the short shaft of the servo motor; a ball bearing is installed in the middle of the metal shaft, and a bearing clearance hole is provided on the outer skin structure of the aileron; the two metal joints are respectively fixed to their corresponding aileron rib boxes. The front, middle, and rear spars all have U-shaped cross-sections. The wing spars connectors include U-shaped connecting parts. The front, middle, and rear spars are all inserted into the corresponding wing spars connectors and fixed with adhesive. The ends of the front, middle, and rear spars located away from the fuselage are simultaneously fixed to a wing docking rib. The front, middle, and rear spars and the wing ribs are bonded to the outer skin structure of the wing with adhesive and fixed with pop rivets. The wing spars connectors are connected to the fuselage, and the other end is fixed to the wing docking rib. At least one of the metal reinforcing ribs is arranged near the wing spars connector.

2. The swept-back three-spar thin-wing composite material wing structure according to claim 1, characterized in that: The wing beam connector is made of aluminum alloy.

3. The swept-back three-spar thin-wing composite material wing structure according to claim 1, characterized in that: The wing beam connector is provided with a connector end lug, and the lug has several connection holes, the connection holes being axially perpendicular to the plane where the longitudinal component unit is located.

4. The swept-back three-spar thin-wing composite material wing structure according to claim 1, characterized in that: The front beam, middle beam, rear beam, and wing ribs are all made of prepreg.

5. The swept-back three-spar thin-wing composite material wing structure according to claim 1, characterized in that: The metal joint is provided with a support plate for supporting the foam core.

6. The swept-back three-spar thin-wing composite material wing structure according to claim 1, characterized in that: The aileron outer skin structure includes an upper aileron skin and a lower aileron skin, and the upper aileron skin, the lower aileron skin, and the trailing edge strip are all made of prepreg.

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