Connection structure for connecting an outer wing rear spar to a central wing rear spar

Abstract

A connecting structure for connecting a central wing post and an outer wing post of an aircraft, wherein the connecting structure comprises a triplex joint to which the central wing post and the outer wing post are respectively connected in force transmission, a post frame is arranged at a post region, and the connecting structure comprises a diagonal brace plate structure which is connected to the post frame in force transmission for supporting the post frame, the connecting structure further comprises a central wing inner corner box and a central wing outer corner box, wherein the central wing inner corner box and the central wing outer corner box are respectively connected to the central wing post in force transmission, and the central wing inner corner box and the central wing outer corner box are oppositely arranged with respect to one fork of the triplex joint. The diagonal brace plate structure is connected to the central wing outer corner box in force transmission, thereby sharing the main lift load from the outer wing to the middle fuselage. The connecting structure has high structural efficiency, good maintainability, and improved process and economic efficiency. An aircraft comprising the connecting structure is also proposed.

Description

Technical Field

[0001] This invention relates to the center wing component of civil aircraft. Specifically, the invention proposes a connection structure for the rear spars area of ​​an aircraft wing, linking the outer wing rear spars to the center wing rear spars, belonging to a support structure for the center wing and fuselage. The invention also proposes an aircraft having this connection structure. Background Technology

[0002] In civil aircraft, the connection structure at the root of the wing spars is one of the areas with the heaviest and most complex loads. To reduce the stress concentration level in this area, a bracing structure is typically designed to connect the wing rear spars and the fuselage side panels. However, the design of the bracing structure significantly affects the assemblability, structural efficiency, and maintainability of this area, such as the ease of access for maintenance personnel and the ease of replacement of parts during servicing.

[0003] Furthermore, a connection structure for connecting the center wing rear spars to the fuselage is known from US 86722678 B2 (publication date: March 18, 2014). This connection structure is a continuation of the fuselage design.

[0004] A wing spars connection structure for an aircraft wing is known from CN 107416183 A (publication date: December 1, 2017).

[0005] A connection mechanism for connecting the mid-fuselage and the center wing is known from CN 211685580 U (work card date: October 16, 2020).

[0006] Currently, the following three types of civil aircraft, A, B, and C, are known in this field. The connection structure of their rear beam area will be explained below.

[0007] Figure 1 The rear spars area of ​​the existing A-type aircraft is shown. Since the fuselage frame is not located in the rear spars area of ​​the A-type wing, a diagonal brace AS must be installed to bear the lift load of the outer wing, see [reference needed]. Figure 1 Part (b) of the text. For example... Figure 1 As can be seen, in the A model, the connection between the center wing rear spars and the outer wing rear spars uses a three-pronged joint, and this three-pronged joint is further connected to... Figure 1 The T-shaped member AS shown in sections (a) and (b) is connected to form a four-pronged structure. Here, the side of the bracing plate AS is connected to the T-shaped member, while the lower side of the bracing plate AS is connected to the outer extension of the mating strip plate.

[0008] In the rear beam area of ​​model A, the diagonal brace AS has a large structure and low structural efficiency. Furthermore, as... Figure 1As shown in sections (b) and (c), the thickness of the beam increases significantly at the overlap on the central wing rear beam and the outer wing rear beam, resulting in a larger design clearance AG between the beam and the three-way joint.

[0009] Figure 2 The image shows the rear spar area of ​​the existing B-type aircraft. Unlike the A-type aircraft described above, the B-type aircraft has a rear spar frame BF in the rear spar area. In the B-type aircraft, the connection between the center wing rear spar BCB and the outer wing rear spar BOB uses a four-fork joint BFJ. This aircraft also features a slant brace BS. The side of the slant brace BS connects to the four-fork joint BFJ, while the underside of the slant brace BS connects to the extension of the lower edge slat of the aircraft's No. 1 rib (the reinforcing rib at the wing root). For example... Figure 2 As can be seen, in this aircraft model, the rear spar frame BF and the center wing rear spar CBC are located on the same side of the four-fork joint BFJ, and the rear spar frame BF is in direct contact with the center wing rear spar BCB, which in turn is in direct contact with the four-fork joint BFJ. The outer wing rear spar BOB is connected to the other fork of the four-fork joint BFJ via the mating strip plate BDP.

[0010] In this arrangement on the B-type aircraft, although the distribution of the outer wing load is relatively direct, the stress situation of the four-fork joint BFJ is complex, and due to this stress situation, relatively more materials are used to ensure structural reliability. Furthermore, the maintainability of this connection structure is relatively low. Specifically, such as... Figure 2 As shown, if the four-way connector BFJ needs to be repaired or replaced, it is necessary to first remove the various components mounted on it and disconnect them from the four-way connector BFJ. This makes the repair process complicated and time-consuming.

[0011] Figure 3 The image shows the rear spar area of ​​the existing C-type aircraft. Similar to the B-type, the C-type also features a rear spar frame CF in the rear spar area. The connection between the center wing rear spar CCB and the outer wing rear spar COB in the C-type is achieved using a three-pronged joint CTJ. (The image is incomplete and requires further context.) Figure 3 As can be seen, the central wing rear spars (CCB) and rear spars frame (CF) are connected to one branch of the three-way joint (CTJ) via a docking strip (CDP) in the rear spars area, with them located on opposite sides of the CDP. The outer wing rear spars (COB) are similar to those on the B-type, connected to the other branch of the three-way joint (CTJ) via another docking strip (CDP). On the C-type, the diagonal brace (CS) in the rear spars area has its side connected to the rear spars frame (CF), while its lower side (CS) is connected to another docking strip (not shown in the figure).

[0012] In this arrangement of the C-type aircraft, the maintainability of the structure is also relatively low, and the structure of the diagonal brace CS is also relatively large, which leads to low structural efficiency of the connection structure. In addition, in this structure, the rear beam frame CF is also subjected to complex bending moment loads, making it more prone to failure due to stress concentration.

[0013] Therefore, it is desirable in the art to propose a new connection structure for connecting the outer wing rear spars and the central wing rear spars of an aircraft, which can improve at least one defect existing in the connection structures of the above-mentioned existing aircraft models, improve the structural efficiency of the connection structure and / or improve the maintainability of the connection structure. Summary of the Invention

[0014] This invention is based on the aforementioned objectives and aims to provide a connection structure for connecting the center wing rear spars and outer wing rear spars of an aircraft. This connection structure offers improved structural efficiency, meaning smoother load transfer, and also enhances maintainability.

[0015] The connection structure for connecting the central wing rear spars and the outer wing rear spars of an aircraft according to the present invention is implemented in the following manner: the connection structure includes a three-pronged joint, a bracing plate structure, an inner central wing box, and an outer central wing box. The three-pronged joint includes a first prong, a second prong, and a third prong. The central wing rear spars are force-transmittedly connected to the second prong of the three-pronged joint, and the outer wing rear spars are force-transmittedly connected to the third prong of the three-pronged joint. The aircraft also has a rear spars frame in the rear spars area, wherein the bracing plate structure is force-transmittedly connected to the rear spars frame for supporting the rear spars frame. The inner central wing box and the outer central wing box are force-transmittedly connected to the central wing rear spars, and the inner central wing box and the outer central wing box are arranged opposite to each other with respect to the second prong of the three-pronged joint.

[0016] The connection structure according to the present invention improves the structural efficiency of the connection structure by setting the outer corner box of the central wing and the inner corner box of the central wing to form a double shear force transmission mechanism for the docking mechanism of the rear beam of the central wing and the rear beam of the outer wing.

[0017] Within the scope of this invention, a "force-transmitting connection" means that a load can be further transmitted to other components or structures through the two connected components. In this document, such a connection is generally achieved by means of fasteners, unless otherwise stated.

[0018] For example, in a non-limiting embodiment of the present invention, the outer corner box of the central wing can be connected to the web of the rear beam of the central wing by fasteners, while the inner corner box of the central wing can be fixedly connected to the two forks of the three-fork joint and fixedly connected to the flange of the rear beam of the central wing.

[0019] Preferably, in the connection structure according to the invention, the brace plate is force-transmittingly connected to the outer corner box of the central wing, for example by means of fasteners, thereby sharing the main lift load from the outer wing and transferring it to the mid-fuselage of the aircraft.

[0020] Ideally, in a preferred embodiment of the invention, the connection structure according to the invention further includes an inner corner box for the outer wing and an outer corner box for the outer wing, wherein the inner corner box for the outer wing is fixedly connected to the two forks of the three-pronged joint in a similar manner to the inner corner box for the central wing, and is force-transmittingly connected to the rear beam of the outer wing. The outer corner box for the outer wing is disposed on the outside of the three-pronged joint, with one fork of the three-pronged joint opposite to the inner corner box for the outer wing.

[0021] Specifically, the inner corner box of the outer wing has a first flange and a second flange. The inner corner box of the outer wing is arranged such that the first flange is fixedly connected to the outer wing rear beam, for example, the web of the outer wing rear beam, while the second flange is fixedly connected to the outer wing rear beam skin, thereby providing load transfer and support for the outer wing rear beam.

[0022] Ideally, in another preferred embodiment of the invention, the connecting structure according to the invention includes a central wing outer corner box having a first side flange, a second side flange, and a lower flange. In this case, the diagonal bracing structure of the connecting structure is connected to the first side flange and the lower flange of the central wing outer corner box, respectively, and the second side flange of the central wing outer corner box is fixedly connected to the central wing rear beam, thereby providing load transfer and support for the central wing rear beam.

[0023] Ideally, in a preferred embodiment of the invention, the bracing structure of the connecting structure is composed of a bracing plate and a bracing plate support member, unlike the B and C models described at the beginning of this document where the bracing plate is a single integral part.

[0024] In the bracing plate structure of the connection structure according to the invention, the bracing plate is connected to the rear beam frame of the aircraft at the side and to the first side flange of the outer corner box of the central wing, that is, the side flange of the outer corner box of the central wing that is not fixedly connected to the web of the rear beam of the central wing, and the bracing plate support is connected to the lower flange of the outer corner box of the central wing at its bottom by means of fasteners, preferably a plurality of fasteners.

[0025] Compared to the existing models described above, the combined structure of the inclined bracing plate improves the manufacturability and economy of the structure.

[0026] Further preferably, in a preferred embodiment of the invention, the length of the portion of the brace plate of the connecting structure that connects to the rear spar frame of the aircraft on its side is less than the length of the portion that connects to the first side flange of the outer corner box of the center wing. That is, the side of the brace plate is primarily connected to the first side flange of the outer corner box of the center wing for load transfer, while a small portion connects to the side of the rear spar frame to support it. Thus, the brace plate structure begins to bear the lift load from the lower end of the outer wing rear spar. Therefore, the connecting structure according to the invention has high lift load efficiency.

[0027] In an optional embodiment of the invention, the bracing plate in the bracing plate structure is constructed as a triangular plate.

[0028] In another optional embodiment of the invention, the bracing support in the bracing structure is hexagonal.

[0029] Preferably, the hexagonal structure of the bracing plate support member in the bracing plate structure has two parallel opposite sides.

[0030] Optionally, the bottom edge of the hexagonal brace support, which is supported at the outer corner box of the central wing, is one of the shortest sets of sides of the hexagon.

[0031] Preferably, multiple reinforcing ribs are provided inside the bracing plate of the bracing plate structure to enhance the strength of the bracing plate and improve the transmission of load.

[0032] In another preferred embodiment of the invention, the connection structure according to the invention further includes a connecting strip plate that connects the central wing lower wall skin and the outer wing lower wall skin of the aircraft. Specifically, a first end of the connecting strip plate is fixedly connected to the central wing lower wall skin of the aircraft, while a second end of the connecting strip plate opposite to the first end is fixedly connected to the outer wing lower wall skin of the aircraft.

[0033] Preferably, the connecting strip is located below the No. 1 rib of the aircraft.

[0034] In a further preferred embodiment, the bottom of the diagonal brace support, the partially protruding portion of the lower wall skin of the central wing, and the partially protruding portion of the connecting strip plate are connected together by one or more fasteners. This allows the connection structure according to the invention to effectively share the shear load transmitted from the lower wall panel of the outer wing, reduce the shear load on the lower wall panel of the central wing, and improve the regional structural efficiency.

[0035] Preferably, at the second end where the connecting strip plate connects to the lower wall skin of the outer wing, the second flange of the outer corner box of the outer wing, the partial protrusion of the lower wall skin of the outer wing, and the partial protrusion of the connecting strip plate are fixedly connected together to improve the structure of the partial protrusion of the connecting strip plate, so that the shear load generated by the torque of the outer wing can be smoothly transferred to the lower wall plate of the central wing and the bracing plate, avoiding stress concentration, smooth load transfer, and improving structural efficiency.

[0036] In summary, the connection structure of the present invention can avoid stress concentration caused by excessive load concentration on the local outer wing, which could lead to local fatigue or fracture failure. Furthermore, by improving load transmission, it can reduce the amount of material used in the manufacturing process of the connection structure while ensuring structural reliability, thereby reducing manufacturing costs. Moreover, it achieves a certain degree of weight reduction compared to the connection structures used in existing models.

[0037] Therefore, this invention advantageously improves the structural and assembly efficiency of aircraft. Furthermore, the use of separate inner and outer corner boxes enhances the maintainability of the connection structure according to the invention, making the structure or its parts more accessible to maintenance personnel when maintenance is required, compared to connection structures in the prior art. In particular, the use of the outer corner boxes effectively improves the transmission of upward lift loads.

[0038] Furthermore, the connection structure according to the invention enables the end structure of the fuselage frame to avoid potential fatigue problems.

[0039] Therefore, the connection structure according to the present invention achieves a very good balance in terms of economy, reliability and practicality.

[0040] Furthermore, the present invention also proposes an aircraft. This aircraft has a central wing rear spars and outer wing rear spars, and the aircraft has a connecting structure for connecting the central wing rear spars and outer wing rear spars, the connecting structure being constructed as described in any of the foregoing embodiments. Attached Figure Description

[0041] The above-described technical features and other features of the present invention will be described below with reference to the embodiments shown in the accompanying drawings, which are intended to be understood as exemplary rather than limiting.

[0042] Figure 1 A perspective view of the connection structure between the central wing rear spars and the outer wing rear spars of an aircraft type A in the prior art is shown.

[0043] Figure 2 A cross-sectional view of the connection structure between the central wing rear spars and the outer wing rear spars of another aircraft type B in the prior art is shown.

[0044] Figure 3A cross-sectional view of the connection structure between the central wing rear spars and the outer wing rear spars of another aircraft type C in the prior art is shown.

[0045] Figure 4A A perspective view of the connection structure of the present invention, the central wing rear spars, and the outer wing rear spars in the connected state is shown.

[0046] Figure 4B A perspective view of the central wing rear spars, outer wing rear spars, and the three-pronged joint in the connecting structure in the connected state is shown.

[0047] Figure 5 It shows along Figure 4A Cross-sectional view obtained by cutting along the centerline AA;

[0048] Figure 6 It shows along Figure 4A Cross-sectional view obtained by cutting along the centerline BB;

[0049] Figure 7 It shows Figure 4A The diagonal bracing structure in the connection structure shown;

[0050] Figure 8 A three-dimensional diagram shown from another angle illustrates... Figure 4A The connection structure shown;

[0051] Figure 9 The diagram shows the connected state in a 3D view. Figure 7 The diagonal bracing structure shown;

[0052] Figure 10 The central wing outer corner box and rear beam frame are shown in a 3D view in the connected state;

[0053] Figure 11 A three-dimensional view from another angle shows the outer corner box of the outer wing and the outer corner box of the central wing in their connected state;

[0054] Figure 12 The connection details between the outer corner boxes of the outer wing and the outer corner boxes of the central wing and the lower wall skin are shown in a three-dimensional view;

[0055] Figure 13 A perspective view from another angle shows the connection details between the outer corner boxes of the outer wing and the outer corner boxes of the central wing and the lower wall skin; and

[0056] Figure 14 The connection details between the connecting strip and the lower wall skin are shown from a downward viewing angle.

[0057] List of reference numerals in the attached diagram:

[0058] AG (in existing technology model A) gap

[0059] AS (in existing technology model A) diagonal brace

[0060] AT (in existing technology model A) T-shaped part

[0061] BCB (in existing technology B-type aircraft) center wing rear spars

[0062] BDP (in existing technology C model) docking strip

[0063] BF (in existing technology model B) rear beam frame

[0064] BFJ (in existing technology model B) four-fork connector

[0065] BOB (existing technology B-type aircraft) outer wing rear spars

[0066] BS (in existing technology model B) diagonal brace plate

[0067] CCB (Center Wing Rear Spall in Existing Technology C-Type Aircraft)

[0068] COB (existing technology C-type aircraft) outer wing rear spars

[0069] CDP (in existing C-type models) docking plate

[0070] CF (in existing C-type models) rear beam frame

[0071] CS (in existing technology model C) diagonal brace plate

[0072] CTJ (in existing technology model C) three-way connector

[0073] PCS connection structure

[0074] 101 Central Wing Rear Spacing

[0075] 102 Central Wing Inner Corner Box

[0076] 103 Central Wing Rear Spacing Strip

[0077] 104 Central Wing Rear Spall Web

[0078] 105 Central Wing Outer Corner Box

[0079] 1051 (Central Wing Outer Corner Box) Side Folding Edge

[0080] 1052 (Central Wing Outer Corner Box) Lower Fold-Down Edge

[0081] 1053 Connection with diagonal brace 401

[0082] 1054 Connection with diagonal brace support 402

[0083] 106. Central wing lower wall skin

[0084] 201 Outer Wing Rear Spacing

[0085] 202 Outer Wing Inner Corner Box

[0086] 203 Outer Wing Corner Box

[0087] 2031 (outer wing corner box) lower fold edge

[0088] 204 Outer Wing Lower Wall Skin

[0089] 301 First docking plate

[0090] 302 Second docking plate

[0091] 40. Diagonal bracing plate structure

[0092] 401 Diagonal Bracing Plate

[0093] 4011 (for diagonal bracing) reinforcing ribs

[0094] 4012 (lower side of the diagonal brace)

[0095] 4013 (Side connection of the brace)

[0096] 402 Diagonal brace support

[0097] 4021 (upper side of the diagonal brace support)

[0098] 4022 (Reinforcing rib for diagonal brace support)

[0099] 4023 (Bottom connection area of ​​the diagonal brace support)

[0100] 501 Rear Beam Frame

[0101] 5011 Connection with diagonal brace 401

[0102] 701 Three-way connector

[0103] 7011 First Fork

[0104] 7012 Second Fork

[0105] 7013 Third Fork

[0106] 801 Upper Edge Strip

[0107] 901 Fasteners Detailed Implementation

[0108] Although the invention will be described in conjunction with exemplary embodiments, those skilled in the art will understand that this specification is not intended to limit the invention to those exemplary embodiments. Rather, the invention is intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents, etc., that may be included within the spirit and scope of the invention as defined by the appended claims. For ease of interpretation and precise definition in the appended claims, unless otherwise stated, the terms “upper,” “lower,” “inner,” and “outer” are used to describe features with reference to their position in the exemplary embodiments shown in the figures.

[0109] The following text will refer to Figures 4 to 5. Figure 10 The connection structure for connecting the outer wing rear spars and the central wing rear spars according to the present invention is explained in detail, and the connection structure is generally given the reference numeral PCS.

[0110] Figure 4A A perspective view of the connecting structure PCS is shown. In the rear spar area of ​​an aircraft equipped with this connecting structure PCS, a rear spar frame 501 is provided. The connection between the center wing rear spar 101 and the outer wing rear spar 201 is achieved in the connecting structure PCS via a three-pronged joint 701. (See attached diagram below.) Figures 4A to 14 A more detailed explanation.

[0111] Figure 4B For clarity, only the central wing rear spars 101, the outer wing rear spars 201, and the three-pronged joint 701 of the aircraft are shown.

[0112] First refer to Figure 5 and Figure 6 These are cross-sectional views obtained by cutting along lines AA and BB in Figure 4, respectively.

[0113] It should be noted that the connection structure described above refers to that of existing models B and C. Figure 2 , Figure 3 The cross-sectional view is obtained by cutting the corresponding position of the connection structure between the center wing rear spars and the outer wing rear spars of the corresponding aircraft model in a similar manner. Its purpose is to clearly show the connection between the three-pronged or four-pronged joints in the corresponding connection structure and the center wing rear spars BCB, CCB, outer wing rear spars BOB, COB, and rear spars frames BF, CF of the corresponding aircraft model.

[0114] Next, go to Figure 5 , Figure 5 The cross section shown along the cutting line AA is compared to Figure 6 The cross section shown, obtained along the cutting line BB, is closer to the upper edge strip 801.

[0115] The three-pronged joint 701 connects the aircraft's center wing rear spars 101 and outer wing rear spars 201.

[0116] Here, the central wing rear beam flange 103 of the central wing rear beam 101 is connected to the three-fork joint 701 through the central wing inner corner box 102 and the central wing rear beam web 104. The central wing inner corner box 102 has one side flange abutting against the first fork 7011 of the three-fork joint 701, while the other side flange abutting against the second fork 7012 of the three-fork joint 701.

[0117] Here, the outer wing rear beam 201 is connected to the third fork 7013 of the three-way connector 701 via the first mating strap 301. Furthermore, the connecting structure PCS also includes an outer wing inner corner box 202 abutting against the three-way connector 701. Specifically, one side flange of the outer wing inner corner box 202 abuts against the first fork 7011 of the three-way connector 701, while the other side flange of the outer wing inner corner box connects to the outer wing rear beam 201 and abuts against the third fork 7013 of the three-way connector 701. In the illustrated embodiment, both the outer wing inner corner box 202 and the central wing inner corner box 102 are connected to the three-way connector 701, for example, by means of fasteners.

[0118] Here, a rear beam frame 501 is provided in the rear beam area, and the rear beam frame 501 is supported by the diagonal bracing plate 401 in the diagonal bracing plate structure 40, as will be referred to below. Figure 10 A more detailed explanation.

[0119] Next, go to Figure 6 , Figure 6 The cross-section shown was obtained by cutting along line BB at a lower height.

[0120] Compare Figure 5 and Figure 6 It can be noted that a central wing outer corner box 105 is also provided at a lower height of the connecting structure PCS. In addition, a diagonal brace support member 402 is provided for the diagonal brace plate 401.

[0121] Here, the outer corner box 105 of the central wing is located between the second fork 7012 of the three-fork joint 701 and the diagonal brace 401, and is forcefully connected to the three-fork joint 701 through the web plate 104 of the rear beam of the central wing.

[0122] In the connecting structure PCS, by setting the outer corner box 105 of the central wing, a double shear force transmission is formed in the connecting structure PCS between the rear beam of the central wing and the rear beam of the outer wing, which makes the structure reasonable and efficient. The outer corner box 105 of the central wing and the inner corner box 102 of the central wing are respectively set on both sides of the second fork 7012 of the three-fork joint 701.

[0123] The following section details the diagonal bracing structure 40 used in the connection structure PCS. First, refer to... Figure 7As shown in the figure, the bracing plate structure 40 in this invention differs from the bracing plates BS and CS in the existing models described at the beginning of this document. It is a composite structure, composed of a bracing plate 401 and a bracing plate support member 402. This composite structure can improve the manufacturability and economy of the bracing plate structure.

[0124] like Figure 7 As shown in the illustration, in this embodiment, the diagonal brace 401 is triangular in shape and has multiple reinforcing ribs 4011. The diagonal brace support 402 is a hexagonal diagonal brace structure with its six sides divided into three groups, where opposite sides in each group are parallel to each other. The diagonal brace support 402 also includes multiple reinforcing ribs 4022 inside. During installation, the upper side 4021 of the diagonal brace support 402 is abutted against the lower side 4012 of the diagonal brace 401 and connected by fasteners, for example, to form the diagonal brace structure 40. When replacement or repair is required, only the corresponding diagonal brace 401 or diagonal brace support 402 needs to be replaced according to the location of the specific faulty or failed part, without having to replace the entire diagonal brace structure 40. This can reduce the usage cost of the connection structure PCS to a certain extent and improve maintenance efficiency.

[0125] The following is combined Figures 8 to 14 The connection between the diagonal bracing structure 40 and other surrounding components is further explained. For example... Figure 8 , Figure 9 , Figure 10 As shown, the diagonal brace 401 is connected to the rear beam frame 501 and the central wing outer corner box 105 at its side connection area 4013. Most of this side of the diagonal brace 401 is connected to the side flange 1051 of the central wing outer corner box 105, which is used for the main force and load transmission. This side of the diagonal brace 401 is also partially connected to the side of the rear beam frame 501 to provide support for the rear beam frame 501.

[0126] Figure 10 The connection positions of the connecting structure PCS to the diagonal brace structure 40 at the rear beam frame 501 and the outer corner box 105 of the central wing are shown. For clarity, the diagonal brace 401 and diagonal brace support 402 are omitted here.

[0127] like Figure 10As shown, the rear beam frame 501 and the central wing outer corner box 105 are arranged from top to bottom. The diagonal brace 401 is fixedly connected to the connection point 5011 of the rear beam frame 501 at its side connection area 4013, as described above, by means of, fasteners. At the side flange 1051 of the central wing outer corner box 105, most of the side connection area 4013 of the diagonal brace 401 is connected to the central wing outer corner box 105 for load transfer. Furthermore, at the lower flange 1052 of the central wing outer corner box 105, as will be explained in detail below, the diagonal brace support 402 of the diagonal brace structure 40 is fixedly connected thereto. The connection between the diagonal brace support 402 and the lower flange 1052 of the central wing outer corner box 105 can also be achieved, for example, by means of threaded fasteners.

[0128] Therefore, the inclined bracing structure 40 begins to bear the lift load from the lower end of the outer wing rear beam 201, thus enabling the connecting structure PCS to efficiently share the lift load.

[0129] Next, refer to Figure 11 As shown in the figure, opposite to the outer corner box 105 of the central wing, an outer corner box 203 can also be provided at the lower wall skin 204 of the aircraft's outer wing. Figure 12 As further shown, the lower flange 2031 of the outer wing corner box 203 is fixedly connected to the lower wall skin 204 of the outer wing, for example, by means of threaded fasteners. Similarly, the lower flange 1052 of the central wing corner box 105 is fixedly connected to the lower wall skin 106 of the central wing. The lower wall skin 204 of the outer wing and the lower wall skin 106 of the central wing are connected to each other by a second mating strip 302, as shown in the diagram. Figure 14 As shown in the image.

[0130] In the connecting structure PCS, by connecting the outer wing corner box 203, the partial protrusions of the outer wing lower wall skin 204, and the partial protrusions of the lower second docking strip 302 (also known as the "No. 1 rib lower docking strip"), the structure of the protruding end of the second docking strip 302 is improved, allowing the shear load generated by the outer wing torque to be smoothly transferred to the central wing lower wall panel and the diagonal bracing structure 40. This improves the load transfer efficiency of the entire connecting structure PCS and avoids fracture or failure caused by possible stress concentration at the protruding end of the second docking strip 302.

[0131] Figure 14 The diagram shows the connection between the second connecting strip 302 and the lower wall skin 106 of the central wing and the lower wall skin 204 of the outer wing, viewed from below.

[0132] Next, combine Figure 13 This describes another connection of the diagonal bracing structure 40, namely, its connection with the outer corner box 105 of the central wing at the lower flange 1052.

[0133] As shown in the figure, the lower edge of the diagonal brace support 402, that is, the bottom connection part 4023 at the shortest side of the hexagonal diagonal brace support 402 in this embodiment, is connected to the lower flange 1052 of the outer corner box 105 of the central wing, the partial protrusion of the lower wall skin 106 of the central wing, and the partial protrusion of the second docking strip 302 located below the lower wall skin 106 of the central wing.

[0134] In the illustrated embodiment, the connection between the diagonal brace support 402 and the central wing outer corner box 105, the central wing lower wall skin 106, and the second docking strip 302 is achieved by a plurality of fasteners 901. Here, the fasteners 901 are, for example, bolt fasteners.

[0135] With the above configuration, the connecting structure PCS, especially the bracing plate structure 40 therein, can effectively share the shear load transmitted from the lower wall of the outer wing, thereby reducing the shear load on the lower wall of the central wing and thus improving the efficiency of the regional structure.

[0136] The specific order for installing the connection structure PCS is as follows:

[0137] 1. In the rear spars area of ​​the aircraft, a three-pronged joint 701 is placed between the central wing rear spars 101 and the outer wing rear spars 201;

[0138] 2. The outer corner box 105 of the central wing is fixedly installed on the lower wall skin 106 of the central wing, so that its lower flange 1052 abuts against the lower wall skin 106 of the central wing, and its first side flange abuts against the rear beam 101 of the central wing, while the second side flange 1051 is reserved for the subsequent installation of the diagonal brace plate 401.

[0139] 3. Install a second docking strip 302 under the No. 1 rib of the aircraft. The first end of the second docking strip 302 abuts against the central wing lower wall skin 106, preferably against a partial protrusion of the central wing lower wall skin 106, and the second end opposite to the first end abuts against the outer wing lower wall skin 204.

[0140] 4. Install the diagonal bracing plate structure 40, and fix the side of the diagonal bracing plate 401 to the aforementioned side flange 1051 of the central wing outer corner box 105 at the side connection area 4013;

[0141] 5. The diagonal bracing plate support 402 of the diagonal bracing plate structure 40 is fastened to the lower flange 1052 of the central wing outer corner box 105 and the first end of the second docking strip 302 at the bottom connection part 4023 of the bottom edge by means of fastener 901.

[0142] 6. The side of the diagonal brace 401 is fixedly connected to the connection point 5011 on the side of the rear beam frame 501 at the position above the side connection area 4013.

[0143] Therefore, the present invention proposes a novel connection structure for connecting the rear spars of the central wing of an aircraft to the fuselage. It mainly includes a connection to the rear spars frame of the aircraft and a connection to the outer corner box of the central wing achieved through the side connection of the diagonal brace structure 40, the former being used for support and the latter for load bearing; and a connection to the outer corner box of the central wing and the lower wall skin of the central wing through the lower side of the diagonal brace structure 40, that is, through the bottom connection of the diagonal brace support member 402, and a connection to the lower wall skin of the outer wing through the second connecting strip plate.

[0144] This connection structure is highly manufacturable, economical, and structurally efficient. The inner corner box 102 of the central wing, the outer corner box 105 of the central wing, the inner corner box 202 of the outer wing, and the outer corner box 203 of the outer wing are all independently set components, which are easy to manufacture, replace, and maintain. Therefore, the maintainability of the connection structure PCS is also relatively high.

[0145] Within the scope of this invention, various embodiments can be freely combined, or appropriately modified or omitted.

Claims

1. A connecting structure (PCS) for connecting the center wing rear spars (101) and the outer wing rear spars (201) of an aircraft, characterized in that, The connection structure (PCS) includes a three-pronged joint (701), wherein the three-pronged joint (701) includes a first prong (7011), a second prong (7012), and a third prong (7013), wherein the central wing rear spar (101) is force-transmittedly connected to the second prong (7012) of the three-pronged joint (701), and the outer wing rear spar (201) is force-transmittedly connected to the third prong (7013) of the three-pronged joint (701). The aircraft has a rear beam frame (501) in the rear beam area, and the connecting structure (PCS) includes a bracing plate structure (40), wherein the bracing plate structure (40) is force-transmittingly connected to the rear beam frame (501) for supporting the rear beam frame (501). The connection structure (PCS) includes an inner corner box (102) and an outer corner box (105) of the central wing, wherein the inner corner box (102) and the outer corner box (105) are force-transmittedly connected to the rear beam (101) of the central wing, and the inner corner box (102) and the outer corner box (105) are arranged opposite to each other with respect to the second fork (7012) of the three-way connector (701). The bracing structure (40) is force-transmittedly connected to the outer corner box (105) of the central wing. The central wing outer corner box (105) has a first side flange (1051), a second side flange, and a lower flange (1052). The diagonal bracing structure is connected to the first side flange (1051) and the lower flange (1052) respectively, and the second side flange is fixedly connected to the central wing rear beam (101). The diagonal bracing structure (40) includes a diagonal bracing plate (401) and a diagonal bracing plate support (402). The diagonal bracing plate (401) is connected on the side to the first side flange (1051) of the rear beam frame (501) and the outer corner box (105) of the central wing, and the diagonal bracing plate support (402) is connected at the bottom to the lower flange (1052) of the outer corner box (105) of the central wing by means of a fastener (901).

2. The connection structure (PCS) according to claim 1, characterized in that The length of the portion of the diagonal brace (401) that connects to the rear beam frame (501) on the side is less than the length of the portion of the first side flange (1051) that connects to the outer corner box (105) of the central wing.

3. The connection structure (PCS) as described in claim 2, characterized in that, The bracing plate (401) is triangular in shape.

4. The connection structure (PCS) as described in claim 2, characterized in that, The diagonal brace (401) is provided with multiple reinforcing ribs (4011).

5. The connection structure (PCS) as described in any one of claims 1 to 4, characterized in that, The connecting structure (PCS) also includes a connecting strip (302), the first end of which is fixedly connected to the central wing lower wall skin (106) of the aircraft, and the second end of which, opposite to the first end, is fixedly connected to the outer wing lower wall skin (204) of the aircraft.

6. The connection structure (PCS) as described in claim 5, characterized in that, The connecting strip (302) is located below the No. 1 rib of the aircraft.

7. The connection structure (PCS) as described in claim 6, characterized in that, The bottom of the diagonal brace support (402), the partial protrusion of the central wing lower wall skin (106), and the partial protrusion of the connecting strip plate (302) are connected together by means of the fastener (901).

8. The connection structure (PCS) as described in claim 7, characterized in that, The connecting structure (PCS) also has an outer wing corner box (203), which has a side flange and a bottom flange. The side flange is fixedly connected to the outer wing rear beam (201), while the bottom flange, which is opposite to the side flange, is fixedly connected to the outer wing lower wall skin (204).

9. An aircraft having a central wing spars (101) and outer wing spars (201), characterized in that, The aircraft has a connection structure (PCS) for connecting the central wing rear spars (101) and the outer wing rear spars (201), the connection structure being the connection structure as claimed in any one of claims 1 to 8.

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