Giant passenger plane structure

Abstract

A giant airliner structure comprises an airliner body and at least two layers of wings arranged on the two sides of the airliner body, a steering rudder is arranged between the upper and lower adjacent wings. The method has excellent environmental protection property and economical efficiency, and specifically comprises the steps that the core plate structure is adopted, and the labor cost needed in the production process is remarkably reduced; the structural design is simple, the maintenance difficulty is reduced, and the maintenance cost is reduced; the passenger-engine ratio is extremely low, and the manufacturing cost is greatly reduced; the weight ratio of the passenger plane is extremely low, and oil is greatly saved; the wings are short, the airport applicability is wide, and the opportunities of business are increased.

Description

Technical Field

[0001] The invention relates to a passenger aircraft, in particular to a giant passenger aircraft structure. Background Art

[0002] Most of the existing passenger aircraft have only single-layer wings. For example, the A380 is one of the largest commercial passenger aircraft in the world. It has long occupied an important position in the global aviation market with its huge passenger capacity and long range. However, as the aviation industry's demands for environmental protection, economy, safety and comfort continue to increase, the A380 passenger aircraft has the following defects: (1) Although the A380 has a large wing area and cabin capacity, its passenger-kilometer fuel consumption (PK / L) is high, resulting in high costs and greater carbon emission pressure on the environment; (2) The A380 has a high passenger-engine ratio (P / E ratio), which leads to a significant increase in manufacturing costs; (3) Although the A380 has a high passenger capacity, its cabin can only be designed to be two floors at most, which increases the passenger capacity while reducing passenger comfort; if the design is further enlarged, it will not only affect lift, but also increase the load-bearing burden of the fuselage, and safety cannot be guaranteed; (4) The A380 has a long wing, which will greatly increase the area occupied by the airport; (5) The overall structure of the A380 is relatively complex and the manufacturing process is cumbersome, which significantly increases the working hours and manpower required for production.

[0003] Although there are still aircraft with double-wing designs, these are usually gliders or military aircraft, not large civil airliners. With the development of technology, the double-wing design has gradually been eliminated, because biplanes will produce greater induced drag during flight, resulting in overall aerodynamic performance that is inferior to that of monoplanes. However, the design of multi-layer wings can provide higher lift and lower stall speed, making the aircraft more maneuverable in the air.

[0004] In summary, the present invention aims to design a brand-new passenger aircraft that can accommodate more passengers while ensuring excellent flight performance and effectively reduce fuel consumption, striving to achieve the ultimate goal of the global aviation industry in terms of carbon reduction, flight safety and passenger comfort. Summary of the invention

[0005] The purpose of the present invention is to overcome the above-mentioned deficiencies of the prior art and provide a giant passenger aircraft structure with simple structure, low cost, extremely low passenger-to-engine ratio, extremely low passenger-to-weight ratio, low fuel consumption, and green and environmental protection.

[0006] The technical solution of the present invention is: a giant passenger aircraft structure, comprising a fuselage and at least two layers of wings, upper and lower, arranged on both sides of the fuselage; a steering rudder is arranged between the upper and lower adjacent wings.

[0007] Furthermore, a support shaft is provided between adjacent wings, and a steering rudder is connected to the support shaft, and is controlled by a driving mechanism to rotate to different directions to achieve steering, braking and cruising of the passenger aircraft.

[0008] Furthermore, each layer of the wing includes an upper core plate, a lower core plate and a truss arranged therebetween.

[0009] Furthermore, the main body of the fuselage shell is composed of a plurality of arc-shaped core plates spliced ​​together to form a structure with a circular cross-section, and both ends of the fuselage shell are in a bullet-shaped structure.

[0010] Furthermore, a cabin ceiling and at least one cabin floor are provided in the cabin, and both are made of core panels; a plurality of I-shaped cross beams are connected to the bottom surfaces of the cabin floor and / or the cabin ceiling.

[0011] Furthermore, the cabin is divided into at least two chambers by a cabin partition, and the cabin partition is made of a core board; a multi-layer cabin floor is provided between the cabin partition and the cabin inner wall.

[0012] Furthermore, three layers of wings, namely, upper, middle and lower, are connected to both sides of the fuselage shell, wherein the length of the upper wing is greater than that of the other wings, and the lower wing is inclined toward the direction of the middle wing.

[0013] Furthermore, the steering rudder is a streamlined winglet. When the steering rudder is turned to 0°, the passenger aircraft is in a cruising state; when the steering rudder is turned to 90°, the passenger aircraft is in a braking state; when the steering rudder is turned to θ, the passenger aircraft is in a turning state, wherein 0°<θ<90°.

[0014] Furthermore, the cross-sectional shape of the wing is a trapezoid; an engine is mounted on the lower wing of the fuselage; flaps and ailerons are provided at the rear end of each wing; and the maximum wingspan of the wing does not exceed 60m.

[0015] Furthermore, the outer diameter of the fuselage is at least 9m, and the wing weight ratio of the wing is 3 to 4.5m. 2 / t; the passenger-to-weight ratio is 3 to 4 passengers / t.

[0016] Beneficial effects of the present invention:

[0017] Environmental protection and economy: 1. The core board reduces the labor in production; 2. The structure is simple and the maintenance cost is low; 3. The passenger-to-engine ratio is extremely low, and the cost is greatly reduced; 4. The passenger-to-weight ratio is extremely low, which greatly saves fuel (the fuel consumption per passenger-kilometer is reduced by about 4-5 times); 5. The wings are short, the airport applicability is wide, and the business opportunities are increased.

[0018] The giant passenger aircraft with 3-layer wings, 4-layer cabins and more than 3,000 seats optimized by the present invention adopts ultra-strong and ultra-light aluminum alloy core panels for the fuselage, wings and floor slabs, and the high-strength structure composed of 3-layer wings, which subversively reduces the weight of the aircraft. The wing area is 4 times larger than that of the world's largest passenger aircraft A380, and the cabin area is 5 times larger, but the weight of the whole aircraft is only increased by 30%. The fuel consumption per passenger per 100 kilometers is only 0.7 liters, which is 4 times lower. This is the ultimate boundary of carbon reduction, safety and comfort in the world's aviation industry. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 is a schematic diagram of the three-dimensional structure of an aircraft according to an embodiment of the present invention;

[0020] Figure 2 yes Figure 1 a side view of the illustrated embodiment;

[0021] Figure 3 yes Figure 1 a bottom view of the illustrated embodiment;

[0022] Figure 4 yes Figure 3 A cross-sectional view taken along the line AA of the embodiment shown;

[0023] Figure 5 yes Figure 4 An enlarged schematic diagram of the interior structure of the cabin of the illustrated embodiment;

[0024] Figure 6 is a schematic diagram of the internal structure of a cabin according to an embodiment of the present invention;

[0025] Figure 7 yes Figure 6 An enlarged structural schematic diagram of part I of the illustrated embodiment;

[0026] Figure 8 is a plan view of cabin 1F of an embodiment of the present invention;

[0027] Fig. 9 is a plan view of cabin 2F of an embodiment of the present invention;

[0028] Fig.10 is a plan view of cabin 3F of an embodiment of the present invention;

[0029] Fig.11 is a plan view of cabin 4F of an embodiment of the present invention;

[0030] Fig.12 Schematic diagram of the flip structure of the passenger seat according to an embodiment of the present invention;

[0031] Fig.13 is a schematic diagram of the cross-sectional structure of a wing according to an embodiment of the present invention;

[0032] Fig.14 yes Figure 4 The enlarged structural diagram of one side wing of the aircraft in the illustrated embodiment.

[0033] Description of the accompanying drawings:

[0034] 1. Fuselage shell; 2. Cabin; 3. Upper wing; 4. Middle wing; 5. Lower wing; 6. Engine; 7. Aircraft wheels; 8. Steering rudder;

[0035] 11. First curved core plate; 12. Second curved core plate; 21. Cabin ceiling; 22. Cabin floor; 23. Cabin partition; 24. I-shaped crossbeam; 25. Bottom functional cabin; 26. Chamber partition; 27. Seat; 28. Stairs; 29. ​​Elevator; 31. Upper core plate; 32. Lower core plate; 33. Wing truss; 34. Silicone structural adhesive; 35. Flaps; 36. Ailerons; 37. Spoilers; 81. Support shaft;

[0036] 251, aluminum luggage rack; 252, supporting diagonal rod; 311, sandwich layer; 312, core rib; 313, rib filler strip; 331, upper chord rod; 332, lower chord rod; 333, supporting rod. DETAILED DESCRIPTION

[0037] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0038] (I) Fuselage shell structure:

[0039] like Figure 1 , Figure 5 and Figure 6 As shown: In this embodiment, the main part of the fuselage shell 1 is formed by splicing a plurality of first curved core panels 11 to form a cylindrical structure with a circular cross-sectional shape. The two ends of the fuselage shell 1 are designed as a bullet head structure, so that the fuselage shell 1 as a whole looks like a capsule structure with sharper ends. Preferably, the main part of the fuselage shell 1 is formed by splicing 6 to 10 first curved core panels 11, and more preferably, it is formed by splicing 7 first curved core panels 11. Frames are provided on both sides of the first curved core panels 11, and adjacent first curved core panels 11 are welded into one by the frames.

[0040] It is understandable that a reinforcement structure may be further provided at the joint of adjacent first curved core plates, wherein the reinforcement structure is to design the frame of the side of the first curved core plate into a bent structure; or the reinforcement structure includes an additional reinforcement member, and when the adjacent first curved core plates are welded into one body at the frame, the reinforcement member extending along the length direction of the joint seam is provided at the joint seam. In this embodiment, the frame is preferably designed as a bent structure for reinforcement, which will not affect the aerodynamic performance of the aircraft.

[0041] In addition, the bullet head structures at both ends of the main body are made of second curved core plates 12, and the number of second curved core plates used in the bullet head structure at each end is 3 to 10, or can correspond to the number of core plates of the main body of the fuselage shell. Adjacent second curved core plates 12 are welded into one through the frame. Since the end of the bullet head is sharp, a patch plate can be set at this position to form a tip. The curvature of the second curved core plate 12 at the end connected to the first curved core plate 11 is the same as the curvature of the first curved core plate 11, so it can be directly welded into one through the frame.

[0042] It can be understood that the fuselage shell 1 is provided with a door and a plurality of windows.

[0043] In this embodiment, the outer diameter of the entire main body of the fuselage shell 1 is greater than 10m, preferably 12-14m, so that the cabin can accommodate more passengers, with a maximum passenger capacity of 4300. The entire fuselage shell 1 is made of core board, which can reduce production labor, greatly reduce the weight of the aircraft, and ensure structural strength.

[0044] (ii) Cabin structure:

[0045] like Figure 5 to Figure 12 As shown: a cabin ceiling 21 and a multi-layer cabin floor 22 are provided in the cabin 2, and the cabin 2 is divided into at least two left and right chambers by a cabin partition 23, the multi-layer cabin floor 22 is provided between the cabin partition 23 and the inner wall of the cabin, and a plurality of I-shaped cross beams 24 are provided on the bottom surfaces of the cabin floor 22 and the cabin ceiling 21.

[0046] Specifically, the present embodiment preferably divides the cabin 2 into four layers of cabins 1F to 4F. Among them, the cabin partition 23 is a longitudinal partition, which divides the cabin 2 into two symmetrical chambers on the left and right; four layers of cabin floors 22 arranged at intervals are arranged between the cabin partition 23 and the cabin inner walls on both sides, and the upper part of the cabin partition 23 and the upper part of the cabin inner walls on both sides are also provided with a cabin ceiling 21; thereby the cabin 2 is divided into four layers of cabins 1F to 4F. Among them, a first space is formed between the cabin floor 22 located at the bottom layer and the bottom inner wall of the cabin 2, which can be used as a bottom functional cabin 25 for placing checked luggage and control systems, etc. For example: a plurality of aluminum luggage racks 251 are arranged in the bottom functional cabin for placing checked luggage; in addition, a plurality of support diagonal rods 252 arranged at intervals are arranged between the cabin floor 22 at the bottom layer and the cabin inner wall to improve the supporting strength of the bottom functional cabin 25.

[0047] It can be understood that the inner cavity enclosed by the main part of the fuselage shell 1 and the bullet-shaped structures at both ends are the cabin 2, and the cabin partition 23 in the main part of the fuselage shell 1 is different in shape from the cabin partitions in the bullet-shaped structures at both ends of the fuselage shell. The cabin partition 23 only needs to be able to divide the cabin into left and right chambers. As for the number of cabin partitions, it can be flexibly designed according to needs.

[0048] In this embodiment, the cabin partition 23, the cabin floor 22 and the cabin ceiling 21 are all made of core panels, and the core panels are all flat core panels. By designing the above structure into a core panel, the weight of the aircraft can be further reduced, and the noise of the aircraft engine can be effectively reduced, and the comfort in the cabin can be improved; by combining the fuselage shell made of core panels, the aircraft size can be made larger and the passenger capacity can be increased, thereby greatly improving fuel efficiency, range and passenger capacity, and the core panels can provide sufficient strength and rigidity to ensure structural stability. Among them, the core panel side frame of the cabin floor 22 is welded to the core panel panel of the cabin partition 23; similarly, the core panel side frame of the cabin ceiling 21 is welded to the core panel panel of the cabin partition 23.

[0049] In the present embodiment, with respect to the two chambers divided into two layers of the four-story passenger cabins 1F to 4F by the cabin partition 23, each chamber can be further divided into multiple sections by a plurality of chamber partitions 26. For example, the passenger cabin 2F is divided into two left and right chambers by the cabin partition 23, and each chamber is further divided into six sections by a plurality of chamber partitions 26. Door bodies are provided on the chamber partitions 26 of adjacent sections. Among the six sections, four sections are located in the main part of the fuselage outer shell 1, and the remaining two sections are located in the bullet-shaped structures at both ends of the fuselage outer shell 1.

[0050] In this embodiment, a plurality of I-shaped cross beams 24 are arranged at intervals on the bottom surface of each cabin floor 22 and cabin ceiling 21. The I-shaped cross beams 24 extend along the width direction of the cabin floor 22 or the cabin ceiling 21, and the interval between adjacent I-shaped cross beams 24 is preferably 3 meters. The functions of the I-shaped cross beams 24 are: ① to provide structural support and bearing capacity to ensure that the floor and ceiling in the cabin can bear the load weight without excessive bending or deformation, and maintain the stability of the structure; ② to ensure the flatness of the cabin floor and ceiling and prevent excessive bending or instability during use; ③ to improve the vibration characteristics of the cabin floor and ceiling, and even reduce the vibration and noise from the fuselage transmitted to the interior of the cabin; ④ a plurality of weight-reducing holes are provided on the I-shaped cross beam to reduce the weight of the fuselage; ⑤ the I-shaped cross beam can be used to hang or fix the storage box, so as to facilitate the passengers to store their carry-on luggage.

[0051] In this embodiment, each of the four-layer cabins 1F to 4F is divided into two chambers by the cabin partition 23, wherein the cabin 1F is used as an economy class and can be provided with 886 seats; the maximum flip angle of the seat 27 where the passenger sits is 125°. 2F is used as an economy class and can be provided with 1284 seats, and the maximum flip angle of the seat 27 where the passenger sits is 125°. 3F is used as a super economy class and can be provided with 894 seats, and the maximum flip angle of the seat 27 where the passenger sits is 150°. 4F is used as a first class cabin and can be provided with 54 seats, and the maximum flip angle of the seat 27 where the passenger sits is 180°, which can lie flat, thereby greatly improving the comfort of the passengers. The above number of seats is the data of the preferred embodiment of the design, from which it can be seen that the four-layer cabin of the present invention has a large passenger capacity. In addition, catering points can be set in the middle area and / or the two end areas in each cabin; and lockers can also be set in the two end areas of the cabin 4F, so that the narrow space of the bullet shell structure at both ends of the fuselage shell can be fully utilized to improve the space utilization rate.

[0052] In this embodiment, stairs 28 and elevators 29 may be provided in the middle area of ​​each floor in the cabin, so as to lead from the functional cabin 25 on the bottom floor to the passenger cabin 4F.

[0053] It is understandable that, in this embodiment, at least one runway may be provided around the periphery of the cabins 3F and 4F.

[0054] (III) Wing structure:

[0055] like Figures 1 to 4 as well as Figures 13-14 As shown: the three-layer wing includes an upper wing 3, a middle wing 4 and a lower wing 5. The upper wing 3 is connected to both sides of the top of the main part of the fuselage shell 1; the middle wing 4 is connected to both sides of the middle and upper part of the main part of the fuselage shell 1; the lower wing 5 is connected to both sides of the middle and lower part of the main part of the fuselage shell 1. Each layer of the wing includes an upper core plate 31, a lower core plate 32 and a wing truss 33 arranged therebetween. This embodiment, by setting a double-layer core plate combined with a truss structure, not only reduces the weight of the wing and reduces the labor required for production, but also ensures the strength and rigidity of the wing.

[0056] Preferably, the lower core plate 32 of each layer of the wing is a plane core plate, and the upper core plate 31 is an arc core plate, so that the wing forms a streamlined structure. The plane core plate and the arc core plate enclose a cavity, and the wing truss 33 is arranged in the cavity. Among them, one end of the plane core plate and the arc core plate are connected to form a leading edge, and the other end is connected to form a trailing edge.

[0057] At the rear edge, the connection between the upper core plate 31 and the lower core plate 32 forms a tip, which is formed by cutting a part of the lower panel of the upper core plate 31 and a part of the upper panel of the lower panel, so that the upper panel of the upper core plate 31 and the lower panel of the lower core plate extend out, forming an acute angle of no more than 20° between each other, and the sandwich layer 311 is removed within the acute angle interval. The part of the upper panel of the lower core plate 32 that is cut short is just connected to the lower panel of the upper core plate 31, so that the lower panel of the lower core plate 32 and the lower panel of the upper core plate 31 form an acute-angled cavity, and a number of core ribs 312 are arranged in the cavity to replace the sandwich layer 311 in the core plate. The bottom surface of the core rib 312 is a plane so that it can be welded to the lower panel of the lower core plate 32 as a whole; an inclined rib patch strip 313 is extended from one side of the upper part of the core rib 312 so that it can be glued to the inclined lower panel of the upper core plate 31 as a whole. Preferably, an outwardly protruding reinforcement structure is provided on the main body of the core rib 312 to improve the supporting strength of the core rib.

[0058] At the front edge, the connection between the upper core plate 31 and the lower core plate 32 also forms a tip, which is formed in the same way as at the rear edge, but with a smaller sharpness than at the rear edge, that is, the acute angle formed between the upper panel of the upper core plate 31 and the lower panel of the lower core plate 32 after extending out is greater than the acute angle at the rear edge, and the upper panel of the upper core plate 31 forms a bending structure at the front edge, and the bending part is fixed to the lower panel of the upper panel by gluing. A plurality of core ribs 312 are arranged in the acute angle interval, and the core ribs 312 are inclined. The top surface of the core ribs 312 is a plane or an arc surface, which is welded to the upper panel of the upper core plate 31, and a rib patch strip 313 extends from one side of the lower part of the core rib 312, which is glued to the lower panel of the lower core plate 32 as a whole. In addition, the lower panel of the lower core plate 32 and the lower panel of the upper core plate 31 also enclose a cavity with an acute angle, in which a vertically placed core rib 312 is provided, and the bottom surface of the core rib 312 is a plane, which is welded to the lower panel of the lower core plate 32 as a whole; an inclined rib filler strip 313 extends from one side of the upper part of the core rib 312, and is glued to the inclined lower panel of the upper core plate 31 as a whole. Furthermore, the angle between the upper core plate 31 and the lower core plate 32 at the front edge is further fixed by glue, and a reinforcement structure can be provided at the angle. Preferably, all of the above glue joints use silicone structural glue 34.

[0059] The above-mentioned connection structure at the leading and trailing edges of the present embodiment can, on the one hand, ensure the connection strength and support strength between the upper core plate 31 and the lower core plate 32, that is, the core rib 312 can replace the sandwich layer 311 of the core plate itself in the more pointed cavity to improve the support strength, and the connection strength can be ensured by gluing and welding; on the other hand, the upper core plate 31 and the lower core plate 32 are cut to achieve an adaptive connection between the two and ensure the formation of a pointed tip, which is not only easy to produce, but also can accurately control the shape and size of the connection part, ensure a close fit between the upper core plate and the lower core plate, improve the stability and reliability of the connection, and form a uniform force distribution at the connection part to reduce stress concentration.

[0060] In this embodiment, the wing truss 33 is arranged along the cavity of the entire wing, specifically extending from the root of the wing to the front end of the wing tip, and no truss is arranged in the narrow space of the wing tip. The wing truss 33 is preferably designed as a multi-section structure, and the adjacent sections of the truss can be connected by welding or flange connection, preferably welding, to reduce the weight of the wing. Each section of the truss includes an upper chord 331, a lower chord 332 and a plurality of support rods 333 arranged therebetween, and the support rods include vertical rods and diagonal rods. Among them, the vertical rods and diagonal rods are preferably hollow tubes, and the chord rods are groove-shaped structures. In order to further reduce the dead weight of the wing, the outer diameter size of the rods of each section of the truss along the root of the wing to the wing tip is reduced in sequence, for example, the outer diameter size of the chord rod and the support rod of the first section is greater than the outer diameter size of the chord rod and the support rod of the latter section. For example: the wing truss 33 on each side of the upper wing 3 is divided into four sections along the length direction of the wing on that side, and the size of each section of the truss is reduced successively; wherein the model size of the upper chord rod / lower chord rod of the first section of the truss is C50x5 / C70x7; the model size of the upper chord rod / lower chord rod of the second section of the truss is C40x4 / C50x5; the model size of the upper chord rod / lower chord rod of the third section of the truss is C30x3 / C50x5; the model size of the upper chord rod / lower chord rod of the fourth section of the truss is C20x2 / C20x2. The wing truss 33 on each side of the middle wing 4 is divided into two sections along the length direction of the wing on that side, and the size of each section of the truss is reduced successively; wherein the model size of the upper chord rod / lower chord rod of the first section of the truss is C50x5 / C70x7; the model size of the upper chord rod / lower chord rod of the second section of the truss is C40x4 / C50x5. The wing truss 33 on each side of the lower wing 5 is divided into three sections along the length direction of the wing on that side, and the size of each section of the truss decreases successively; the model size of the upper chord rod / lower chord rod of the first section of the truss is C50x5 / C100x10; the model size of the upper chord rod / lower chord rod of the second section of the truss is C50x5 / C80x8; the model size of the upper chord rod / lower chord rod of the third section of the truss is C40x4 / C60x8. The aforementioned "C" means that the chord rod is a groove-shaped structure, which is equivalent to a C-shape. Further preferably, the wing trusses 33 of each layer of the wing are all made of aluminum.

[0061] In this embodiment, the upper wing 3 is the longest, and the maximum wingspan is less than 60m. Preferably, the wingspan of the upper wing 3 is 55-60m, preferably 56m; the wingspan of the middle wing 4 is less than 55m, preferably 48-52m, and more preferably 50m; the wingspan of the lower wing 5 is preferably the same as that of the middle wing 4. It can be said that each layer of wings in this embodiment is a wide-body wing with a shorter length. For example: the root width of the upper wing 3 is 40-48m, preferably 45m; the wingtip width is 20-25m, preferably 21m; the middle wing 4 is the same width as the lower wing 5, the root width is 25-30m, preferably 27m, and the wingtip width is 15-18m, preferably 16m. By setting the above parameters, the area of ​​the wing can be greatly increased. The wing area of ​​this embodiment is preferably 3400-3500m 2 , and a larger wing area can provide more lift, thereby reducing fuel consumption; a larger wing area helps to reduce the pressure difference per unit area, thereby reducing induced drag; a larger wing area can enhance the longitudinal stability of the aircraft, making the aircraft more stable during flight, especially when encountering airflow changes, and can provide better wind resistance and controllability.

[0062] In this embodiment, the lower wing 5 is tilted toward the middle wing 4 at an angle of 15 to 25 degrees to prevent the lower wing 5 from touching the ground when the aircraft lands, and an engine 6 and an aircraft wheel 7 are arranged at the bottom of the lower wing 5 to prevent the aircraft from touching the ground when it is about to land. In addition, the spacing between the upper wing 3 and the middle wing 4 is smaller in the wing root direction than in the wing tip direction; and the spacing between the middle wing 4 and the lower wing 5 is larger in the wing root direction than in the wing tip direction, so as to optimize the aerodynamic performance of the aircraft.

[0063] In this embodiment, the cross-sectional shape of a single side wing of each layer of wings is trapezoidal, which has good lift and drag characteristics.

[0064] In this embodiment, four engines 6 are provided at the bottom of the lower wing 5, that is, two engines 6 are respectively mounted on a single lower wing, and the engines 6 on the lower wings on both sides are arranged symmetrically. The engines 6 are installed on the leading edge side of the lower wing 5. Flaps 35 and ailerons 36 are provided on the trailing edge side of the three-layer wing, and spoilers 37 can also be provided on the front side of the flaps 35.

[0065] In summary, for the core panels involved in the fuselage shell 1, cabin partition 23, cabin floor 22, cabin ceiling 21 and wings, the sandwich layer can be a hollow tube array, a corrugated layer, etc. The present embodiment is preferably designed as a hollow tube array, that is, it includes a number of hollow tubes arranged at intervals, and the two ends of the hollow tubes are provided with flanges, which are brazed to the upper and lower panels of the core panel through the flanges. All of the above core panels are made of ultra-strong and ultra-light aluminum alloy or aluminum material, referred to as aluminum core panels. The relevant parameters of the aluminum core panel are shown in Table 1:

[0066] Table 1 Aluminum core board parameters

[0067]

[0068] In addition, the entire fuselage aluminum material mainly includes the core plate, I-shaped beams 24 and wing trusses 33 of each layer of wings. Preferably, the total weight of the aluminum core plate is 235t, the total weight of the I-shaped beams 24 is 4.8t, and the total weight of the wing trusses 33 is 9.9t.

[0069] (IV) Steering rudder structure:

[0070] like Figure 1 and Fig.14 As shown: a steering rudder 8 is provided between the upper wing 3 and the middle wing 4 and between the middle wing 4 and the lower wing 5, and two steering rudders 8 are provided between the upper and lower wings on each side. The steering rudders 8 are arranged at intervals front and back along the width direction of the wing, and the steering rudders 8 are provided at positions close to the wing tips of the upper and lower wings.

[0071] Specifically, a support shaft 81 is provided between adjacent wings, and the steering rudder 8 is connected to the support shaft. On the one hand, the support shaft 81 is used to be connected to the motor for shaft connection to drive the steering rudder 8 to rotate; on the other hand, the support shaft 81 is provided between the upper and lower wings to play a supporting role, thereby increasing the strength of the wing. Among them, the upper and lower ends of the support shaft 81 are connected to bearings, and the motor is provided in the cavity enclosed by the upper and lower core plates of the wing, and can be further connected to the wing truss to form an integral whole to greatly improve the connection strength. One end of the support shaft 81 extends to the inner cavity of the wing through the bearing to be connected to the motor for shaft connection, and the bearing can be completely provided in the wing, or a part of it can be extended out of the wing. Among them, the motor is selected from a small motor to reduce the weight of the wing. The motor drives the support shaft to drive the steering rudder 5 to rotate to different directions to realize the steering, braking and cruising of the passenger aircraft. Preferably, the steering rudder is a streamlined winglet, and the cross-sectional shape of the winglet is a water drop shape or a leaf shape.

[0072] The control method of the steering rudder 8 is: the control system controls the motor to drive the steering rudder to rotate according to the received instructions. When the steering rudder 8 turns to 0°, the passenger aircraft is in a cruising state; when the steering rudder 8 turns to 90°, the passenger aircraft is in a braking state; when the steering rudder turns to θ, the passenger aircraft is in a turning state, where 0°<θ<90°. It is preferred to control the steering rudder 8 to turn to 45° to make the passenger aircraft turn.

[0073] This embodiment provides a steering rudder, which can, on the one hand, support the upper and lower wings, and on the other hand, realize the steering, braking and cruising functions of the passenger aircraft, and reduce the induced drag caused by the multi-layer wings.

[0074] (V) Comparison with the A380:

[0075] The comparison of relevant parameters between the jumbo jet of this embodiment and the existing A380 jet is shown in Table 2:

[0076] Table 2 Parameter comparison

[0077] NO. name This embodiment A380 ΔDifference 1 Body outer diameter 13.39m 7.14m 187％ 2 Cabin cross section <![CDATA[140.8m 2 ]]> <![CDATA[47.33m 2 ]]> 297％ 3 Body length 82m 73m 112％ 4 span 56m 79.75m 70.2％ 5 Wing area <![CDATA[3492m 2 ]]> <![CDATA[845m 2 ]]> 413％ 6 Cruising speed Mach 0.8 Mach 0.85 94％ 7 Stall speed 100km / h 196km / h 51％ 8 Cabin floor <![CDATA[2800m 2 ]]> <![CDATA[478m 2 ]]> 586％ 9 Standard passenger capacity 3258 people 555 people 587％ 10 Maximum passenger capacity 4,300 people 893 people 481％ 11 Cargo / fuel 58 / 240t 66 / 240t 89％ 12 Empty weight About 345t 276t 120％ 13 Takeoff weight 873t 590t 148％ 14 Wing weight ratio <![CDATA[4.00m 2 / t]]> <![CDATA[1.43m 2 / t]]> 280％ 15 Passenger-to-weight ratio 3.74 passengers / t 0.94 passenger / t 398％

[0078] The relevant passenger aircraft parameters of this embodiment in Table 2 are optimal parameters. By comparing with the A380 passenger aircraft, it can be found that: on the one hand, the wing area of ​​this embodiment is about 4 times larger than that of the A380, the world's largest passenger aircraft, and the cabin area is about 5 times larger, but the weight of the whole aircraft is only about 30% increased; the fuel consumption per passenger per 100 kilometers is only about 0.7 liters, which is reduced by 4 times, and is closest to the ultimate boundary of world aviation carbon reduction and safety and comfort; on the other hand, the fuselage outer diameter and fuselage length of the present invention are greater than those of A380, the wingspan is smaller than that of A380, the cruising speed is close to that of A380, the maximum passenger capacity is 4 to 5 times that of A380, the cargo / fuel weight is less than that of A380, the wing-to-weight ratio is 2 to 3 times that of A380, and the passenger-to-weight ratio is about 4 times that of A380.

[0079] It can be said that the wing and fuselage design demonstrates a groundbreaking innovation in aviation engineering. First, although its wing area and cabin area are much larger than those of the A380, the weight of the entire aircraft has only increased by about 30%, which significantly improves the fuel efficiency of the aircraft. This design has greatly reduced aviation carbon emissions and taken an important step towards achieving the carbon reduction goals of the aviation industry. Secondly, although the fuselage outer diameter and fuselage length are larger than those of the A380, the wingspan is smaller than that of the A380, making the passenger capacity 5 times that of the A380, which can accommodate more passengers, but its cargo / fuel weight remains at a low level, fully optimizing the ratio of space and weight, and greatly reducing the occupied space at the airport. In addition, the wing-to-weight ratio is not significantly different from that of the A380, usually less than 3 times, which enables the aircraft to improve its load capacity and flight performance while approaching the cruising speed of the A380; and the higher passenger-to-weight ratio of the present invention can greatly improve the carrying capacity, thereby improving economic benefits. In short, the cutting-edge breakthroughs of the present invention in terms of safety, environmental protection and efficiency are ideal for the future aviation industry.

[0080] In summary, the present invention mainly has the following advantages:

[0081] (1) By providing a multi-layer wing, a higher lift and a lower stall speed can be provided. By providing a steering rudder between the upper and lower wings, the induced drag caused by the multi-layer wing can be reduced on the one hand; on the other hand, the steering, braking and cruising functions of the passenger aircraft can be realized;

[0082] (2) By designing the wing into a structure of upper and lower core panels plus trusses, on the one hand, this design can effectively share the load of the wing, making the wing more stable and safer when subjected to different flight forces; the upper and lower core panels provide strong bending and shear resistance, while the truss structure increases the overall structural strength through reasonably distributed support points and reduces material waste; on the other hand, this design can effectively reduce the weight of the wing, optimize the overall performance of the passenger aircraft, and improve fuel efficiency and flight distance; in addition, the flexibility of the truss structure enables the wing to meet higher flight requirements and greater load requirements without adding too much weight;

[0083] (3) By using core panels for the fuselage shell, cabin partitions, cabin floor, cabin ceiling, and wings, the weight can be reduced while also reducing the number of workers required for production;

[0084] (4) Due to the core panel structure, the outer diameter of the fuselage shell can be designed to be larger, so that the cabin can adopt a multi-layer design, especially a 3- to 5-layer layout, which significantly increases the passenger capacity and improves the passenger comfort;

[0085] (5) By designing the wings to be short and wide, it not only helps to reduce the airport footprint, but also improves maneuverability and optimizes take-off and landing performance.

[0086] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A giant passenger aircraft structure, characterized in that: The aircraft comprises a fuselage and at least two layers of wings, one upper layer and one lower layer, arranged on both sides of the fuselage; a steering rudder is arranged between the upper and lower adjacent wings.

2. The structure of a large passenger aircraft according to claim 1, characterized in that: A support shaft is provided between the adjacent wings, and a steering rudder is connected to the support shaft, and is controlled by a driving mechanism to rotate to different directions to realize steering, braking and cruising of the passenger aircraft.

3. The structure of a large passenger aircraft according to claim 1, characterized in that: Each wing layer includes an upper core plate, a lower core plate and a truss arranged therebetween.

4. The large passenger aircraft structure according to claim 1, characterized in that: The main body of the fuselage shell is formed by splicing a plurality of arc-shaped core plates to form a circular cross-section structure, and the two ends of the fuselage shell are bullet-shaped structures.

5. The large passenger aircraft structure according to claim 1, characterized in that: A cabin ceiling and at least one cabin floor are arranged in the cabin, and both are made of core panels; a plurality of I-shaped cross beams are connected to the bottom surfaces of the cabin floor and / or the cabin ceiling.

6. The large passenger aircraft structure according to claim 1, characterized in that: The cabin is divided into at least two chambers by a cabin partition, and the cabin partition is made of a core board; a multi-layer cabin floor is arranged between the cabin partition and the cabin inner wall.

7. The large passenger aircraft structure according to claim 1, characterized in that: Three wings, upper, middle and lower, are connected to both sides of the fuselage shell. The length of the upper wing is greater than that of the other wings, and the lower wing is tilted toward the middle wing.

8. The large passenger aircraft structure according to claim 2, characterized in that: The steering rudder is a streamlined winglet. When the steering rudder is turned to 0°, the passenger aircraft is in a cruising state; when the steering rudder is turned to 90°, the passenger aircraft is in a braking state; when the steering rudder is turned to θ, the passenger aircraft is in a turning state, wherein 0°<θ<90°.

9. The large passenger aircraft structure according to claim 1, characterized in that: The cross-sectional shape of the wing is a trapezoid; an engine is mounted on the lower wing of the fuselage; flaps and ailerons are arranged at the rear end of each wing; and the maximum wingspan length of the wing does not exceed 60m.

10. The large passenger aircraft structure according to claim 1, characterized in that: The outer diameter of the fuselage is at least 9m, and the wing weight ratio of the wing is 3~4.5m 2 / t; the passenger-to-weight ratio is 3~4 passengers / t.

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