Connection structure and method of an outer wing to a central wing, and triple-joint for the connection structure

Abstract

The present application relates to a connecting structure of an aircraft outer wing (200) and a central wing (300), comprising: a web plate (10); a rib upper edge strip (11) above the web plate (10); a rib lower edge strip (12) below the web plate (10); a front three-way joint (13) on a first side of the web plate (10); and a rear three-way joint (14) on a second side of the web plate (10) opposite the first side. The front three-way joint (13) and the rear three-way joint (14) are formed with a downward turned edge but without an upward turned edge. The upward turned edge is replaced by a first corner box (120) lapping with the aircraft outer wing (200) and a second corner box (130) lapping with the central wing (300) to connect the aircraft outer wing (200) and the central wing (300) together. The present application also relates to a three-way joint for the connecting structure and a connecting method thereof, which can significantly improve the low assembly efficiency while retaining the high efficiency of the lapping connecting structure.

Description

Technical Field

[0001] This invention relates to a connection structure and method for an aircraft's outer wing and center wing. The invention also relates to a three-pronged joint for this connection structure. Background Technology

[0002] Civil aircraft typically use a connection structure commonly known as "rib 1" to connect the outer wing and center wing. This connection structure is usually a rib reinforcement, consisting of a web, upper rib slats, lower rib slats, a front three-way joint, and a rear three-way joint. Based on the connection method between the wing's front and rear spars and the front and rear three-way joints, the connection structure between the outer wing and center wing is generally divided into butt joint type and lap joint type. The butt joint type refers to the web or slats of the spars aligning with the flanges of the three-way joint, connecting the outer wing and center wing using a butt joint plate and corner box. The lap joint type, on the other hand, refers to the web or slats of the spars fitting onto the three-way joint, directly connecting the outer wing and center wing using fasteners without the need for a butt joint plate and corner box.

[0003] Comparing the two connection structures, the advantages of the docking connection structure are: (i) fewer assembly restrictions and simpler padding; and (ii) the connection and assembly of the outer wing and the center wing can be carried out on the outside of the aircraft fuselage, with open assembly space, which is conducive to improving assembly efficiency. The disadvantage of the docking connection structure is that the structural efficiency is significantly reduced.

[0004] Correspondingly, the advantages of overlapping connection structures are: the overlapping area is compact and the structural efficiency is relatively high. The disadvantages of overlapping connection structures are: (i) increased assembly restrictions and larger design gaps; and (ii) the connection and assembly of the outer wing and the center wing need to be carried out entirely or partially on the inside of the aircraft fuselage, and the limited assembly space affects the assembly efficiency.

[0005] However, due to the difficulty in significantly improving the structural efficiency of butt-joint structures, the industry currently tends to improve lap joint structures to overcome their inherent defects.

[0006] For example, Figure 7A and 7B This illustrates a typical lap joint connection structure, in which Figure 7A This is a simplified schematic diagram of the connection structure between the outer wing and the center wing. Figure 7B It is along Figure 7A The sectional view taken by section line 7A-7A in the diagram.

[0007] This overlapping connection structure, namely Rib 1, is pre-assembled onto the outer wing. During wing-body assembly, the outer wing, along with Rib 1 assembled thereon, is inserted into the central wing box for connection. Figure 7BThe image shows a cross-section taken along section line 7A-7A of the central wing, illustrating the root structure of the outer wing and the tip structure of the central wing. (See image for details.) Figure 7B As shown, Rib 1 includes a web 10, an upper rib strip 11, a lower rib strip 12, a front three-way connector 13, and a rear three-way connector 14. When the outer wing, together with Rib 1, is inserted into the central wing box, the upper rib strip 11 abuts against the outer surface of the upper wall panel 21 of the central wing, the lower rib strip 12 abuts against the inner surface of the lower wall panel 22 of the central wing, the front three-way connector 13 is adjacent to the front beam 23 of the central wing and is surrounded by the front beam 23 of the central wing in a substantially C-shaped manner, and the rear three-way connector 14 is adjacent to the rear beam 24 of the central wing and is surrounded by the rear beam 24 of the central wing in a substantially C-shaped manner.

[0008] At this point, the upper edge slat 11 of the rib forms a bidirectional constraint with the upper flanges of the front and rear three-way joints 13 and 14, and the front and rear three-way joints 13 and 14 also form a bidirectional constraint with the slats of the front and rear spars 23 and 24 of the central wing. The web of the front and rear spars 23 and 24 of the central wing forms a bidirectional constraint with the front and rear three-way joints 13 and 14. A large design clearance and shims are required to meet assembly requirements. Because the assembly operation area is located inside the fuselage, the space is not open enough, and assembly efficiency is significantly affected.

[0009] Figure 8A and 8B Another typical lap joint connection structure is shown, in which Figure 8A This is a simplified schematic diagram of the connection structure between the outer wing and the center wing. Figure 8B It is along Figure 8A The stepped section 8A-8A is a cross-sectional view taken from most of the outer wing and a small part of the central wing.

[0010] This overlapping connection structure, namely the rear three-pronged joint 14 of rib 1, is pre-assembled to the outer wing, while the remaining components of rib 1, namely the upper edge strip 11, the lower edge strip 12, and the front three-pronged joint 13, are assembled to the center wing. During wing-body assembly, unlike the previously described overlapping connection structure, the outer wing, along with the rear three-pronged joint 14, is inserted into the center wing box equipped with the upper edge strip 11, the lower edge strip 12, and the front three-pronged joint 13 for connection. Figure 8B The diagram shows a stepped section along the root of the outer wing and the tip of the central wing, taken from section line 8A-8A, illustrating the root structure of the outer wing and the tip structure of the central wing. (See diagram for reference.) Figure 8BAs shown, since the outer wing is inserted into the central wing at an angle, to avoid the front three-pronged joint 13 obstructing the assembly, it is divided into upper and lower sections. The lower section is assembled to the central wing, while the upper section is inserted from the outer wing side after the outer wing is in place. In this case, after the outer wing is inserted into the central wing box, the upper rib strip 11 abuts against the outer surface of the upper outer wing wall panel 31 on the outer wing side, and the lower rib strip 12 abuts against the inner surface of the lower outer wing wall panel 32 on the outer wing side. The lower section of the front three-pronged joint 13 is disposed adjacent to the outer wing front beam 33 on the outer wing side and is surrounded by the outer wing front beam 33 in a substantially C-shaped manner. On the other hand, the rear three-pronged joint 14 is disposed adjacent to the central wing rear beam 34 on the central wing side and is surrounded by the central wing rear beam 34 in a substantially C-shaped manner.

[0011] At this point, the upper and lower flanges of the rear three-pronged joint 14 and the flanges of the central wing rear spars 34 form a bidirectional constraint, while the front and rear three-pronged joints 13 and 14 and the webs of the outer wing front spars 33 and the central wing rear spars 24, as well as the upper and lower flanges 11 and 12 of the ribs, form a bidirectional constraint. Since most of the docking area is on the outer side of the aircraft fuselage, with only the upper section of the front three-pronged joint 13 and the rear three-pronged joint 14 on the inner side of the fuselage, the assembly space is significantly increased. However, the entire docking structure still requires a larger design clearance for padding. Furthermore, the segmentation of the front three-pronged joint 13 also has a certain impact on assembly efficiency.

[0012] In the two overlapping connection structures mentioned above, although the moving parts entering the central wing box are different (the former is the No. 1 rib itself, and the latter is the outer wing and the rear three-pronged joint), and the connection structure has been partially improved according to the different moving parts (e.g., the front three-pronged joint is divided into upper and lower ends to avoid hindering assembly), the layout between the connecting rear outer wing, central wing and connection structure has not changed. Therefore, the fundamental problem in the prior art, namely, reducing the design gap, has not been solved.

[0013] Based on the aforementioned technical problems, a series of inventions have been developed in the field of aircraft, such as US Patent 9,315,254B2, filed by Boeing on October 11, 2013, entitled "Connector Assembly and Method of Assembling the Connector Assembly." This patent provides a connector assembly for an aircraft and a method of assembling the connector assembly. The connector assembly includes: a single main assembly comprising a first flange, a second flange, and a third flange; an outer spar component engaged to the first flange using at least one fastener; an inner spar component engaged to the second flange using at least one fastener; and a main body rib engaged to the third flange using at least one fastener.

[0014] During aircraft operation, various loads are applied to the aforementioned joint assembly. If the joint assembly comprises multiple forked members separated by relatively large gaps, such a construction can lead to undesirable torques or moments. Since the main assembly of this invention is essentially solid and contains no gaps, it does not generate significant torques or moments, and the number of fasteners, the number of separate parts, the manufacturing cost, and the weight of the joint assembly are all significantly reduced.

[0015] Although the aforementioned invention patent offers several advantages, this joint assembly is mainly used to connect the left and right beam webs and the fuselage frame, simultaneously serving as a beam, a three-way joint, and a fuselage frame joint. It cannot be directly applied as a connection structure between the outer wing and the center wing.

[0016] Therefore, those skilled in the art have been working to design a connection structure between the outer wing and the center wing of an aircraft that has both high structural efficiency (for overlapping connection structures) and high assembly efficiency (for docking connection structures), or an optimal compromise between the two. Summary of the Invention

[0017] The purpose of this invention is to provide a connection structure between the outer wing and the central wing of an aircraft. This connection structure retains the high efficiency of the overlapping connection structure while significantly improving the problem of low assembly efficiency.

[0018] Another object of the present invention is to provide a method for connecting the outer wing and the central wing of an aircraft.

[0019] The first aspect of the present invention relates to a three-way connector, comprising:

[0020] Middle rib;

[0021] A first connecting portion integrally formed with the base of the intermediate rib on the first side; and

[0022] A second connecting part is integrally formed with the base of the intermediate rib on the second side, wherein

[0023] At the first end of the intermediate rib, a first connecting portion forms a first downward flange with the intermediate rib, and a second connecting portion forms a second downward flange with the intermediate rib, wherein...

[0024] At the second end of the middle rib, the middle rib does not form an upward flange with the first connecting part or the second connecting part, but is fitted with a first corner box that overlaps with the first external component and a second corner box that overlaps with the second external component, so as to connect the first external component and the second external component together.

[0025] In the preferred embodiment described above, the first external component may be the outer wing of the aircraft, and the second external component may be the central wing of the aircraft.

[0026] In the preferred embodiment described above, the first corner box can be an outer wing corner box, and the second corner box can be a central wing corner box.

[0027] A second aspect of the present invention relates to a connection structure between an outer wing and a central wing of an aircraft, comprising:

[0028] Sternum;

[0029] The superior rib strip located above the abdominal plate;

[0030] The lower rib strip located below the abdominal plate;

[0031] The front three-way joint located on the first side of the web; and

[0032] The rear three-way joint located on the second side of the web, opposite to the first side.

[0033] The front three-way connector and the rear three-way connector are three-way connectors as described in the first aspect of the present invention.

[0034] Preferably, the upper edge of the three-pronged joint forms a flared shape between the upper edge of the rib and the upper edge strip. By beveling the upper edge of the three-pronged joint into a flared shape, the vertical restriction on the insertion of the outer wing during assembly can be improved, facilitating the assembly of the outer wing.

[0035] Even better, the two ends of the underrib strip can be cut off so that the underrib strip does not form a gap with the front and rear three-way joints.

[0036] A third aspect of the present invention relates to a method for connecting an outer wing and a central wing of an aircraft, comprising:

[0037] Provide a connection structure as described in the second aspect of the present invention;

[0038] The connecting structure and the center wing side corner box are assembled to the center wing to form the fuselage section;

[0039] Insert the outer wing into the central wing; and

[0040] The outer wing side corner box is assembled to the outer wing to achieve the connection between the outer wing and the central wing.

[0041] The steps of inserting the outer wing into the central wing include: overlapping the outer wing side corner box with the upper edge strips of the front and rear beams of the connecting structure, and overlapping the lower flanges of the front and rear three-pronged joints with the lower edge strips of the front and rear beams of the connecting structure to achieve the connection between the outer wing and the central wing.

[0042] Alternatively, the step of inserting the outer wing into the central wing may include fitting the approximately C-shaped cross-sections of the front and rear wing spars of the outer wing with the approximately C-shaped cross-sections formed by the front three-way connector, the rear three-way connector, and the outer wing side corner box to achieve the connection between the outer wing and the central wing.

[0043] In summary, the connection structure and method for the outer wing and central wing of the aircraft according to the present invention can achieve the following advantages:

[0044] (i) When the roughly C-shaped outer wing box is inserted into rib 1 for docking, since the front and rear three-way joints are not designed with an upturned edge, the assembly movement restriction caused by the different reverse angles at the front and rear beams of the outer wing can be eliminated, the upper and lower bidirectional restriction during assembly can be improved, and the assembly path of the outer wing can be made simple and direct.

[0045] (ii) While retaining the structural efficiency advantage of overlapping assembly, the assembly area is kept open by limiting it to the outside of the fuselage, and assembly efficiency is significantly improved by reducing design gaps and assembly padding.

[0046] (iii) The number of fasteners used was reduced, thus lowering production costs. Attached Figure Description

[0047] To further illustrate the construction and technical effects of the connection structure between the outer wing and the central wing of the aircraft according to the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments, wherein:

[0048] Figure 1 This is a perspective view of the three-pronged joint of the connection structure between the outer wing and the central wing of an aircraft according to the present invention;

[0049] Figure 2 yes Figure 1 The three-pronged connector shown is a perspective view of the outer wing box and the central wing box.

[0050] Figure 3 It is to utilize Figure 2 The diagram shown illustrates how the three-pronged joint and its equipped outer wing corner box and central wing corner box connect the outer wing front spar to the central wing front spar.

[0051] Figure 3A It is a sectional view taken along the direction of the upper edge of the outer wing front spars and the upper edge of the central wing front spars;

[0052] Figure 3B It is a cross-sectional view taken in the area where the corner box and the three-way connector overlap with the lower flange;

[0053] Figure 3C It is a sectional view taken along the direction of the lower edge of the outer wing front spars and the lower edge of the central wing front spars;

[0054] Figure 4 It is to utilize Figure 2 The diagram shown illustrates how the three-pronged joint and its equipped outer wing corner box and central wing corner box connect the outer wing rear beam and the central wing rear beam.

[0055] Figure 5 This is a three-dimensional perspective view of the connection structure between the outer wing and the central wing of an aircraft according to the present invention;

[0056] Figure 6A and 6B A connection structure according to the present invention is shown, wherein Figure 6A This is a simplified schematic diagram of the connection structure between the outer wing and the center wing. Figure 6B It is along Figure 6A The sectional view intercepted by section line 6A-6A in the diagram;

[0057] Figure 7A and 7B This illustrates a traditional overlapping connection structure, in which Figure 7A This is a simplified schematic diagram of the connection structure between the outer wing and the center wing. Figure 7B It is along Figure 7A The sectional view intercepted by section lines 7A-7A in the diagram; and

[0058] Figure 8A and 8B Another traditional overlapping connection structure is shown, in which Figure 8A This is a simplified schematic diagram of the connection structure between the outer wing and the center wing. Figure 8B It is along Figure 8A The stepped section 8A-8A is a cross-sectional view taken from most of the outer wing and a small part of the central wing.

[0059] Figure Labels

[0060] 10. Web

[0061] 11. Upper rib margin

[0062] 12. Lower rib margin

[0063] 13 Front three-way connector

[0064] 14 Rear three-way connector

[0065] 21 Outer Wing Front Spacing

[0066] 22. Outer wing upper panel

[0067] 23. Lower outer wing panel

[0068] 24 Outer Wing Rear Spacing

[0069] 25. Upper edge strip of the outer wing front spars

[0070] 26 Outer Wing Front Spall Web

[0071] 27 Lower edge strip of outer wing front spars

[0072] 31. Central Wing Front Spacing

[0073] 32. Upper wall panel of the central wing

[0074] 33. Lower wall panel of the central wing

[0075] 34. Central Wing Rear Spacing

[0076] 35. Upper edge strip of the central wing front sparsity

[0077] 36. Web of the central wing front beam

[0078] 37. Lower edge strip of the central wing front sparsity

[0079] 100 Three-way connector

[0080] 101 Middle Rib

[0081] 101a Base of the intermediate rib

[0082] 102 First connecting part

[0083] 103 Second connecting part

[0084] 104 First bottom edge

[0085] 105 Second flip-up

[0086] 120 First corner box (outer wing corner box)

[0087] 130 Second corner box (central wing corner box)

[0088] 200 outer wings

[0089] 300 Central Wing Detailed Implementation

[0090] The following description, in conjunction with the accompanying drawings, explains the structure, working principle, and technical effects of the connection structure between the outer wing and the central wing of an aircraft according to the present invention.

[0091] It should be understood that the embodiments described in this specification cover only a portion of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments described in this specification without inventive effort are within the scope of protection of this invention.

[0092] Unless otherwise defined, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0093] For example, the terms "comprising" and "having," and any variations thereof, used in the specification, claims, and accompanying drawings of this invention, are intended to cover a non-exclusive inclusion. The singular forms "a," "described," and "the" as used in the embodiments of the invention and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0094] For example, in the specification of this invention, the terms "first" and "second" are used only to distinguish the same devices or elements, and do not indicate or imply that the devices or elements referred to must have a specific arrangement order, or must be arranged and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. In fact, if the names of the aforementioned devices or elements are interchanged, it will not create any undesirable limitation on the scope of protection of this invention.

[0095] Furthermore, based on the same orientational understanding, in the specification of this invention, the terms "upper," "lower," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They 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. Therefore, they should not be construed as limitations on this invention.

[0096] Figure 1 This is a perspective view of the three-pronged joint of the connection structure between the outer wing and the central wing of an aircraft according to the present invention.

[0097] like Figure 1 As shown, the three-way connector 100 is composed of a central rib 101, a first connecting portion 102 integrally formed with the base 101a of the central rib 101 on one side, and a second connecting portion 103 integrally formed with the base of the central rib 101 on the other side. The central rib 101, the first connecting portion 102, and the second connecting portion 103 are all plate-shaped and converge at the base of the central rib 101. From the side view of the three-way connector 100, it can be seen that, with the base of the central rib 101 as the origin, the central rib 101, the first connecting portion 102, and the second connecting portion 103 extend outwardly from this origin, thereby forming the three-way connector 100.

[0098] At the first end of the middle rib 101, Figure 1At the bottom, the first connecting portion 102 and the intermediate rib 101 form a first downward flange 104, and the second connecting portion 103 and the intermediate rib 101 form a second downward flange 105. The first downward flange 104 is formed to be substantially perpendicular to the plane where the intermediate rib 101 is located and substantially perpendicular to the plane where the first connecting portion 102 is located. Similarly, the second downward flange 105 is formed to be substantially perpendicular to the plane where the intermediate rib 101 is located and substantially perpendicular to the plane where the second connecting portion 103 is located.

[0099] At the second end of the middle rib 101, Figure 1 At the top, the middle rib 101 does not form an upward-curved edge with the first connecting part 102 or the second connecting part 103. Instead, it is fitted with a first corner box (or outer wing corner box) 120 that overlaps with the first external component (i.e., the outer wing 200 of the aircraft) and a second corner box (or central wing corner box) 130 that overlaps with the second external component (i.e., the central wing 300 of the aircraft) to connect the first and second external components together. The lower edges of the first corner box 120 and the second corner box 130 extend downward beyond the upper edge of the three-pronged joint 100, thus each forming an overlapping area, which will be described in detail below.

[0100] Figure 2 yes Figure 1 The three-pronged connector 100 shown is a perspective view of the outer wing corner box and the central wing corner box. (See diagram below.) Figure 2 As shown, the triangular connector 100 is equipped with a first corner box 120 and a second corner box 130. The first corner box 120 is used for inserting at least a portion of the outer wing 200 of the aircraft, and the second corner box 130 is used for inserting at least a portion of the central wing 300 of the aircraft. The first corner box 120 and the second corner box 130 are generally rectangular in shape, but have only three faces, with the other three faces missing. When the first corner box 120 and the second corner box 130 are respectively fitted to two opposite sides of the triangular connector 100, the first corner box 120 and the second corner box 130 extend outward from the central rib 101 of the triangular connector 100 in opposite directions, thereby accommodating at least a portion of the outer wing 200 and the central wing 300 of the aircraft. Generally, the first corner box 120 that accommodates the outer wing 200 of the aircraft is called the outer wing corner box, and the second corner box 130 that accommodates the central wing 300 of the aircraft is called the central wing corner box.

[0101] Local reinforcing strips are provided on the first corner box 120 and the second corner box 130. The position and length of these local reinforcing strips are designed according to actual conditions. Since they are not related to the technical concept of this invention, they will not be described in detail here.

[0102] Similarly, reduction sections for weight reduction and reinforcing strips for strength enhancement are also formed on the first connecting portion 102 and the second connecting portion 103. The positions and lengths of these reduction sections and local reinforcing strips are designed according to actual conditions. Since they are not related to the technical concept of the present invention, they will not be described in detail here.

[0103] Figure 3 and Figure 4 They are using Figure 2 The diagram shows the three-pronged connector 100 and its equipped outer wing corner box and central wing corner box connecting the outer wing front spar 21 / outer wing rear spar 24 to the central wing front spar 31 / central wing rear spar 34. When the three-pronged connector 100 is used to connect the outer wing front spar 21 and the central wing front spar 31, the three-pronged connector is referred to as the front three-pronged connector 13; when the three-pronged connector 100 is used to connect the outer wing rear spar 24 and the central wing rear spar 34, the three-pronged connector is referred to as the rear three-pronged connector 14.

[0104] Taking the front three-pronged joint 13 connecting the outer wing front spar 21 and the central wing front spar 31 as an example, the outer wing front spar 21 is usually composed of two parallel outer wing front spar upper edge strips 25, outer wing front spar lower edge strips 27 and outer wing front spar web 26 located between them, and the central wing front spar 31 is usually composed of two parallel central wing front spar upper edge strips 35, central wing front spar lower edge strips 37 and central wing front spar web 36 located between them. Figure 3A It is a sectional view taken along the extension direction of the upper edge strip 25 of the outer wing front spars and the upper edge strip 35 of the central wing front spars. Figure 3C It is a sectional view taken along the extension direction of the lower edge strip 27 of the outer wing front spars and the lower edge strip 37 of the central wing front spars. As for... Figure 3B It shows a cross-sectional view through at least one overlapping region of the outer wing front spar web 26 and the central wing front spar web 36, in which the lower edges of the outer wing corner boxes and the central wing corner boxes extend downward beyond the upper edge of the front three-way connector 13. That is, the overlapping region is the area located between the lower edge of the corner box and the upper edge of the three-way connector.

[0105] exist Figure 3A As can be seen, one side of the outer wing corner box abuts against the upper edge strip 25 of the outer wing front beam, and at least part of the other side abuts against the middle rib 101 of the three-pronged joint 100. One side of the central wing corner box abuts against the upper edge strip 35 of the central wing front beam, and at least part of the other side abuts against the middle rib 101 of the three-pronged joint 100. This is because the three-pronged joint 100 does not have an upward-curved edge.

[0106] exist Figure 3CAs can be seen, the first connecting portion 102 of the three-way connector 100 abuts against the lower edge strip 27 of the outer wing front spar, and the second connecting portion 103 of the three-way connector 100 abuts against the lower edge strip 37 of the central wing front spar. Since the three-way connector 100 is equipped with a downward flange, the first corner box 120 and the second corner box 130 are not required at this location.

[0107] And in Figure 3B As can be seen, the first connecting part 102 of the three-pronged joint 100 is accommodated between the outer wing front beam web 26 and the first corner box 120, and the second connecting part 103 of the three-pronged joint 100 is accommodated between the central wing front beam web 36 and the second corner box 130.

[0108] Figure 5 The connection structure between the outer wing and the central wing of an aircraft according to the present invention is shown, namely rib 1. Figure 5 As shown, rib No. 1 includes: a web 10 with a plurality of orifices of different sizes formed thereon; an upper rib edge strip 11 located above the web 10; a lower rib edge strip 12 located below the web 10; a front three-way connector 13 located on a first side of the web 10; and a rear three-way connector 14 located on a second side of the web 10 opposite to the first side. The front three-way connector 13 and the rear three-way connector 14 have substantially the same construction, and they preferably have the same structure as the three-way connector 100 described above.

[0109] In the aforementioned rib 1, both ends of the lower edge strip 12 are preferably cut off, so that the lower edge strip 12 does not form a gap with the front three-way joint 13 and the rear three-way joint 14.

[0110] like Figure 5 As shown, Rib 1 is equipped with one outer wing corner box at the front and one at the rear on the outer wing side, and one central wing corner box at the front and one at the rear on the central wing side. In contrast, in a docking structure connecting the outer wing and central wing, four corner boxes and two docking plates are required on the outer wing side alone to assist in beam connection. Compared to this, the present invention achieves a weight reduction of 11.3% on the outer wing side alone.

[0111] The following will combine Figure 6A and 6B The method for connecting the outer wing and the central wing of an aircraft according to the present invention is described, wherein... Figure 6A This is a simplified schematic diagram showing the insertion and connection of the outer wing 200 to the center wing 300 using rib 1. Figure 6B It is along Figure 6A The sectional view taken by section line 6A-6A in the diagram.

[0112] The connection method includes: providing the No. 1 rib as described above; assembling the No. 1 rib and the center wing side corner box to the center wing 300 to form a fuselage section; inserting the outer wing 200 into the center wing 300; and assembling the outer wing side corner box to the outer wing 200 to achieve the connection between the outer wing 200 and the center wing 300.

[0113] exist Figure 6B In the diagram, dark solid lines indicate the components of Rib 1, which is assembled to the central wing 300 and remains stationary, including the upper rib edge strip 11, the lower rib edge strip 12, the front three-way joint 13, and the rear three-way joint 14. Light dashed lines indicate the components of the outer wing 200 that move into the central wing 300, including the outer wing front spars 21, the outer wing upper wall panel 22, the outer wing lower wall panel 23, and the outer wing rear spars 24. Because the front and rear three-way joints 13 and 14 only have lower flanges and no upper flanges, the three-way joints form an overlapping connection structure with the corner box. The presence of the upper flange results in a large gap, and due to the different angles of the front and rear gaps, it makes the insertion of the outer wing difficult.

[0114] In the above-mentioned step of assembling the outer wing side corner box into the outer wing 200, the connection between the outer wing 200 and the central wing 300 is achieved by overlapping the outer wing side corner box with the upper edge strips of the front and rear beams of the outer wing and overlapping the lower edge of the front and rear three-fork joints with the lower edge strips of the front and rear beams of the outer wing.

[0115] Alternatively, in the above-mentioned step of assembling the outer wing side corner box to the outer wing 200, the connection between the outer wing 200 and the central wing 300 is achieved by fitting the approximate C-shaped cross-section of the front and rear beams of the outer wing with the approximate C-shaped cross-section formed by the front and rear three-pronged joints and the outer wing side corner box.

[0116] like Figure 6A As shown, due to the inclined angle between the outer wing 200 and the central wing 300, when inserting the outer wing 200 into the central wing 300, the front wing beam 21 and the rear wing beam 24 of the outer wing need to be tilted accordingly based on this inclined angle to achieve the connection between them. Since the upper flanges of the front and rear three-way joints 13 and 14 are removed, the possibility of the different reverse angles at the front wing beam 21 and the rear wing beam 24 hindering the connection is eliminated. Otherwise, the inconsistent front and rear opening angles and the large opening area would hinder assembly. In addition, by removing the upper flanges and appropriately beveling the upper edge of the three-way joint, a flared shape is formed between the upper edge of the three-way joint and the upper edge strip 11 of the rib, which makes the assembly path open and the opening area very small, so that the outer wing 200 can be inserted smoothly.

[0117] Although the construction, connection process, and technical effects of the connection structure between the outer wing and the central wing of an aircraft according to the present invention have been described above in conjunction with preferred embodiments and accompanying drawings, those skilled in the art should recognize that the above examples are merely illustrative and should not be construed as limiting the invention. Therefore, modifications and variations can be made to the invention within the spirit and scope of the claims, and all such modifications and variations will fall within the scope claimed by the claims.

Claims

1. A connection structure between an outer wing (200) and a central wing (300) of an aircraft, comprising: Web (10); The upper edge strip (11) of the rib located above the web (10); The lower rib strip (12) located below the web (10); The front three-way joint (13) located on the first side of the web (10); and The rear three-way joint (14) located on the second side of the web (10) opposite to the first side, The front three-way connector (13) and the rear three-way connector (14) are of the same type of three-way connector (100), and the three-way connector (100) includes: Intermediate rib (101); A first connecting portion (102) integrally formed with the base of the intermediate rib (101) on the first side; and A second connecting portion (103) integrally formed with the base of the intermediate rib (101) on the second side, wherein At the first end of the intermediate rib (101), the first connecting portion (102) forms a first lower flange (104) with the intermediate rib (101), and the second connecting portion (103) forms a second lower flange (105) with the intermediate rib (101), wherein, At the second end of the intermediate rib (101), the intermediate rib (101) does not form an upward flange with the first connecting part (102) or the second connecting part (103), but is fitted with a first corner box (120) that overlaps with the first external member and a second corner box (130) that overlaps with the second external member, so as to connect the first external member and the second external member together. The upper edge of the three-pronged connector (100) and the upper edge strip of the rib (11) form a flared shape.

2. The connection structure as described in claim 1, characterized in that, The two ends of the lower rib strip (12) are cut off so that the lower rib strip (12) does not form a gap with the front three-way joint (13) and the rear three-way joint (14).

3. The connection structure as described in claim 2, characterized in that, The first external component is the outer wing (200) of the aircraft, and the second external component is the central wing (300) of the aircraft.

4. The connection structure as described in claim 2, characterized in that, The first corner box (120) is the outer wing side corner box, and the second corner box (130) is the central wing side corner box.

5. A method for connecting an outer wing (200) and a central wing (300) of an aircraft, comprising: Provide the connection structure as described in claim 1; The connecting structure and the second corner box (130) are assembled to the central wing (300) to form a fuselage section; Insert the outer wing (200) into the central wing (300); as well as The first corner box (120) is assembled to the outer wing (200) to achieve the connection between the outer wing (200) and the central wing (300).

6. The method as described in claim 5, characterized in that, Inserting the outer wing (200) into the central wing (300) includes: overlapping the first corner box (120) with the upper edge strips of the front and rear beams of the outer wing of the connecting structure, and overlapping the lower flanges of the front three-pronged joint (13) and the rear three-pronged joint (14) with the lower edge strips of the front and rear beams of the outer wing of the connecting structure, so as to realize the connection between the outer wing (200) and the central wing (300).

7. The method as described in claim 5, characterized in that, Inserting the outer wing (200) into the central wing (300) includes fitting the generally C-shaped cross-sections of the front wing spar (21) and the rear wing spar (24) of the outer wing with the generally C-shaped cross-sections formed by the front three-way connector (13), the rear three-way connector (14) and the first corner box (120) to achieve the connection between the outer wing (200) and the central wing (300).

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