Aircraft empennage leading edge structure
Through layered structural design and material combination, the problem of many structural parts and difficult positioning of the leading edge of the aircraft tail was solved, which reduced costs and improved bird strike resistance and structural strength.
Patent Information
- Application Number
- CN202410607302.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-16
- Publication Date
- 2025-10-17
AI Technical Summary
The leading edge structure of existing aircraft tails has many parts, is difficult to locate, and has too many interface connections, resulting in high manufacturing costs.
A layered structural design is adopted, including outer skin, inner skin, honeycomb sandwich and auxiliary beams to form primary and secondary laminates, reducing the number of parts and simplifying positioning, and using a combination of metal and composite materials to improve bird strike resistance.
The processing difficulty and cost are reduced, while the bird strike resistance and structural strength of the aircraft tail leading edge structure are improved, achieving more efficient production and installation.
Smart Images
Figure CN120793142A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of aircraft tail wing, and particularly relates to a front edge structure of an aircraft tail wing. BACKGROUND
[0002] The aircraft tail wing is a device installed on the tail of an aircraft, which can enhance the stability of flight. Relevant data shows that the front edge of the tail wing on the windward side of the aircraft is one of the most vulnerable parts to bird strikes, thereby causing bird strike accidents. The bird strike accident refers to an accident caused by the collision between an aircraft in flight and a bird in flight. The front edge structure is often internally provided with an oil line system or a control line. Once these internal facilities are damaged by a bird strike, a disastrous accident is difficult to avoid. The aircraft bird strike accident has been listed as an "A" class aviation disaster by the International Air Transport Association. Once the aircraft structure is subjected to a bird strike, it will pose a serious threat to flight safety and cause serious consequences. Therefore, it is of great significance to solve the problem of the anti-bird performance of the front edge of the aircraft tail wing. Therefore, higher requirements are required for the anti-bird strike design of the aircraft structure, and the front edge structure of the tail wing is required to have good impact resistance.
[0003] The front edge structure of the aircraft tail wing in the prior art improves the strength of the front edge structure by installing parts to resist bird strikes. Such a front edge structure has the problems of a large number of parts, difficult positioning, and excessive part interface connection, resulting in high manufacturing costs. SUMMARY
[0004] The present application provides a front edge structure of an aircraft tail wing to solve the problem of a large number of parts, difficult positioning, and excessive part interface connection of the front edge structure of the aircraft tail wing in the prior art, resulting in high manufacturing costs.
[0005] To achieve the above purpose, the present application adopts the following technical solutions:
[0006] A front edge structure of an aircraft tail wing comprises:
[0007] A front edge wall plate extends along a first direction and comprises an outer skin, an inner skin, and a honeycomb sandwich. The inner skin comprises a bottom section and two extension sections. The bottom section has a U-shaped cross section perpendicular to the first direction. The two extension sections are respectively connected to the two ends of the U-shaped opening of the bottom section and extend along a second direction. The outer skin is wrapped around the U-shaped outer surface of the bottom section of the inner skin. The honeycomb sandwich is arranged between the inner and outer surfaces of the bottom section of the inner skin. The two extension sections are connected to a front beam.
[0008] An auxiliary beam comprises a beam body. The beam body is arranged perpendicular to the second direction and connected to the inner walls on both sides of the bottom section. The region where the outer skin, the bottom section, the honeycomb sandwich, and the auxiliary beam are located forms a main compression layer, and the region where the extension section is located forms a secondary compression layer.
[0009] The first direction is perpendicular to the second direction.
[0010] As an optional technical solution of the aircraft tail wing leading edge structure, the outer skin is a metal skin made of metal, and the inner skin is a composite skin made of composite material.
[0011] As an optional technical solution of the aircraft tail wing leading edge structure, the metal skin, the composite skin and the honeycomb sandwich are cured and formed.
[0012] As an optional technical solution of the aircraft tail wing leading edge structure, the auxiliary beam further comprises two first flanges respectively connected to the beam body and located on both sides of the first direction, the first flanges extend away from the outer skin, and the two first flanges are respectively connected to the two side inner walls of the bottom section.
[0013] As an optional technical solution of the aircraft tail wing leading edge structure, the aircraft tail wing leading edge structure further comprises two end rib plates connected to the opposite ends of the inner skin along the first direction.
[0014] As an optional technical solution of the aircraft tail wing leading edge structure, each of the end rib plates comprises a web plate and a rim strip, the rim strip is arranged around the outer edge of the web plate, the rim strip is connected to the inner wall of the inner skin, and the two ends of the auxiliary beam along the first direction are respectively abutted to the two web plates.
[0015] As an optional technical solution of the aircraft tail wing leading edge structure, the aircraft tail wing leading edge structure further comprises a plurality of first fasteners, and the plurality of first fasteners are connected to the rim strip and the inner skin and are uniformly arranged along the first direction.
[0016] As an optional technical solution of the aircraft tail wing leading edge structure, the aircraft tail wing leading edge structure further comprises a double-angle edge, one side of the double-angle edge is connected to the web plate, and the other side is connected to the front beam.
[0017] As an optional technical solution of the aircraft tail wing leading edge structure, the two extension sections are respectively overlapped on both sides of the front beam.
[0018] As an optional technical solution of the aircraft tail wing leading edge structure, the aircraft tail wing leading edge structure further comprises a plurality of second fasteners, and the plurality of second fasteners are divided into two groups, each group of second fasteners is respectively located at the overlapping position of the extension section and the front beam to fasten the extension section and the front beam.
[0019] The beneficial effects of the present application are:
[0020] The application provides an aircraft tail wing leading edge structure, which comprises a leading edge wallboard and an auxiliary beam. The leading edge wallboard comprises an outer skin, an inner skin and a honeycomb sandwich. The inner skin comprises a bottom section and two extension sections. The bottom section is in a U-shaped cross section perpendicular to a first direction. The two extension sections are respectively connected to the two ends of the U-shaped opening of the bottom section and extend along a second direction. The outer skin is wrapped on the U-shaped outer surface of the bottom section of the inner skin and is the first line of defense against bird strikes for the aircraft tail wing leading edge structure. The honeycomb sandwich is arranged between the inner and outer surfaces of the bottom section of the inner skin, which increases the protection strength of the second line of defense against bird strikes for the aircraft tail wing leading edge structure. The honeycomb sandwich has small density and large stiffness, which can effectively control the structure weight and meet the static load requirements. The two extension sections are connected with the front beam, which reduces the connecting components of the leading edge wallboard and the front beam, and reduces the processing difficulty and cost. The auxiliary beam comprises a beam body, which is arranged perpendicular to the second direction and connected with the inner walls on both sides of the bottom section, so as to support the side walls of the bottom section and increase the aerodynamic shape of the aircraft tail wing leading edge structure. The auxiliary beam also forms the third line of defense against bird strikes for the aircraft tail wing leading edge structure, which further prevents bird strikes and absorbs impact energy when the bird strikes the leading edge wallboard.
[0021] The region where the outer skin, the bottom section, the honeycomb sandwich and the auxiliary beam are located forms a main pressure layer. The main pressure layer is the most serious bird strike position, and a layered structure design is adopted instead of multiple components to resist bird strikes, so that the aircraft tail wing leading edge structure has few components, simple positioning and reduced component interface connection, thereby reducing the production cost of the aircraft tail wing leading edge structure. The region where the extension section is located forms a secondary pressure layer. The main pressure layer is provided with a multi-layer structure, which can increase the structural stiffness of the aircraft tail wing leading edge structure in the most serious bird strike local area (the main pressure layer) to greatly improve the bird strike resistance of the area, and control the structure weight. BRIEF DESCRIPTION OF DRAWINGS
[0022] Figure 1 It is an exploded view of the aircraft tail wing leading edge structure in the embodiment of the application.
[0023] Figure 2 It is a cross-sectional structure schematic view of the aircraft tail wing leading edge structure in the embodiment of the application.
[0024] Figure 3 It is a structure schematic view of the leading edge wallboard in the aircraft tail wing leading edge structure in the embodiment of the application.
[0025] Figure 4 It is an assembly structure schematic view of the leading edge wallboard and the auxiliary beam in the aircraft tail wing leading edge structure in the embodiment of the application.
[0026] Figure 5 It is a structure schematic view of the end rib plate in the aircraft tail wing leading edge structure in the embodiment of the application.
[0027] Figure 6 Figure 1 is a schematic view of the assembly structure of the leading edge structure and the front beam of the aircraft tail wing in the embodiment of the present application.
[0028] In the figure:
[0029] 100, leading edge wall panel; 110, outer skin; 120, inner skin; 121, bottom section; 122, extension section; 130, honeycomb sandwich; 200, auxiliary beam; 210, beam body; 220, first flange; 300, end rib plate; 310, web; 320, edge strip. DETAILED DESCRIPTION
[0030] The technical solutions of the present application will be described clearly and completely below in conjunction with the drawings. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.
[0031] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second", are only for the purpose of description, and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions, and moreover, the "above", "above" and "above" of the first feature on the second feature include the first feature above and obliquely above the second feature, or only indicate that the horizontal height of the first feature is higher than that of the second feature. The "below", "below" and "below" of the first feature on the second feature include the first feature below and obliquely below the second feature, or only indicate that the horizontal height of the first feature is less than that of the second feature.
[0032] In the description of the present application, it should be noted that unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.
[0033] Embodiments of the present application are described below in the detailed description and illustrated in the accompanying drawings by using examples, which are exemplary only and are not to be construed as limiting the present application.
[0034] The present application provides an aircraft tail front edge structure to solve the problem of high manufacturing cost caused by too many parts, difficult positioning and too many part interface connections in the prior art aircraft tail front edge structure.
[0035] As shown in Figure 1 , Figure 2 and Figure 3 , the aircraft tail front edge structure comprises a front edge wallboard 100 and an auxiliary beam 200. The front edge wallboard 100 extends along a first direction and comprises an outer skin 110, an inner skin 120 and a honeycomb sandwich 130. The inner skin 120 comprises a bottom section 121 and two extension sections 122. The bottom section 121 has a U-shaped cross section perpendicular to the first direction. The two extension sections 122 are respectively connected to the two ends of the U-shaped opening of the bottom section 121 and extend along a second direction. The outer skin 110 is wrapped around the U-shaped outer surface of the bottom section 121 of the inner skin 120 and is the first line of defense against bird strikes for the aircraft tail front edge structure. The honeycomb sandwich 130 is arranged between the inner and outer surfaces of the bottom section 121 of the inner skin 120, increasing the protection strength of the second line of defense against bird strikes of the aircraft tail front edge structure. The honeycomb sandwich 130 has small density and large stiffness, which can effectively control the structure weight while meeting the static load requirements. The auxiliary beam 200 comprises a beam body 210, which is arranged perpendicular to the second direction and connected to the two side walls of the bottom section 121, thereby supporting the two side walls of the bottom section 121 and increasing the aerodynamic shape of the aircraft tail front edge structure. The two extension sections 122 are both connected to the front beam, thereby reducing the connecting parts of the front edge wallboard 100 and the front beam, reducing the processing difficulty and cost. The auxiliary beam 200 also constitutes the third line of defense against bird strikes of the aircraft tail front edge structure, further preventing bird strikes and absorbing impact energy when the bird strikes through the front edge wallboard 100. The regions where the outer skin 110, the bottom section 121, the honeycomb sandwich 130 and the auxiliary beam 200 are located form a main pressure layer. The main pressure layer is the most serious bird strike position, and a layered structure design is used instead of multiple parts to resist bird strikes, so that the aircraft tail front edge structure has fewer parts, simple positioning and fewer part interface connections, thereby reducing the production cost of the aircraft tail front edge structure. The region where the extension section 122 is located forms a secondary pressure layer. Only a multi-layer structure is provided in the main pressure layer, which can not only increase the structural stiffness of the aircraft tail front edge structure in the most serious bird strike local area (main pressure layer) to greatly improve the bird strike resistance performance of the area, but also control the structure weight.
[0036] It should be noted that the first direction is perpendicular to the second direction. The inner surface defined in the present application is the surface of the aircraft tail front edge structure facing the internal space of the aircraft tail front edge structure. The outer surface defined in the present application is the surface facing the external space of the aircraft tail front edge structure or contacting the air.
[0037] Further, the outer skin 110 is a metal skin made of metal, and the inner skin 120 is a composite skin made of composite material. The metal has higher anti-bird performance in the first direction. The composite material is light in weight, and further reduces the structure weight under the requirement of the anti-bird performance of the second line of defense.
[0038] Further, the metal skin, the composite skin and the honeycomb sandwich 130 are cured and formed, the front edge wallboard 100 is integrally formed without the connection of parts, the structural strength of the front edge wallboard 100 is high; and the integral replacement of the front edge wallboard 100 can be realized, the installation efficiency is improved, and the production cost is further reduced.
[0039] It should be noted that the material in the front edge wallboard 100 in the main pressure layer includes metal, composite material and honeycomb material, etc., which is a material hybrid area. The secondary pressure layer is a composite material layer.
[0040] As shown in Figure 4 The auxiliary beam 200 further includes two first flanges 220 respectively connected to the beam body 210 and located on both sides of the first direction, the first flange 220 extends away from the outer skin 110, and the two first flanges 220 are respectively connected to the two side inner walls of the bottom section 121, thereby increasing the contact area between the auxiliary beam 200 and the inner wall of the inner skin 120, increasing the connection strength between the auxiliary beam 200 and the inner skin 120, and further increasing the structural strength of the aircraft tail front edge structure.
[0041] In the present embodiment, the auxiliary beam 200 is a metal sheet beam with a C-shaped cross section.
[0042] As shown in Figure 5 The aircraft tail front edge structure further includes two end rib plates 300, the end rib plates 300 are connected to the opposite ends of the inner skin 120 along the first direction, support the inner skin 120, and increase the structural strength of the aircraft tail front edge structure.
[0043] Each end rib 300 includes a web 310 and a flange 320. The flange 320 is disposed around the outer edge of the web 310 and connected to the inner wall of the inner skin 120. The auxiliary beam 200 abuts the two webs 310 at both ends along the first direction. The flange 320 increases the contact area between the end rib 300 and the inner skin 120, thereby strengthening the connection strength and facilitating the connection between the end rib 300 and the inner skin 120. The auxiliary beam 200 abuts the web 310, increasing the connection strength between the leading edge panel 100, the auxiliary beam 200, and the end rib 300, thereby enhancing the structural strength of the aircraft's tail leading edge structure.
[0044] The aircraft tail leading edge structure also includes multiple first fasteners, which connect the edge strip 320 and the inner skin 120 and are evenly arranged along the first direction to increase the connection strength between the end rib plate 300 and the inner skin 120. The first fasteners are detachable and easy to disassemble and assemble.
[0045] The aircraft tail leading edge structure also includes a double-angle edge, one side of the double-angle edge is connected to the web 310, and the other side is connected to the front beam, so that the end rib 300 is connected to the front beam, thereby increasing the structural strength of the aircraft tail leading edge structure.
[0046] like Figure 6 As shown, the two extension sections 122 are respectively overlapped on both sides of the front beam, and the connection parts are simple.
[0047] Furthermore, in order to increase the connection strength between the leading edge panel 100 and the front beam, the aircraft tail leading edge structure also includes a plurality of second fasteners, which are divided into two groups. Each group of second fasteners is located at the overlap of the extension section 122 and the front beam to fasten the extension section 122 and the front beam.
[0048] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Those skilled in the art will appreciate that other variations or modifications can be made based on the above description. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.
Claims
1. An aircraft tail leading edge structure, characterized in that: include: A leading edge wall panel (100) extends along a first direction and comprises an outer skin (110), an inner skin (120) and a honeycomb interlayer (130); the inner skin (120) comprises a bottom section (121) and two extension sections (122); the cross section of the bottom section (121) perpendicular to the first direction is U-shaped; the two extension sections (122) are respectively connected to the two ends of the U-shaped opening of the bottom section (121) and extend along a second direction; the outer skin (110) is wrapped around the U-shaped outer surface of the bottom section (121) of the inner skin (120); the honeycomb interlayer (130) is sandwiched between the inner and outer surfaces of the bottom section (121) of the inner skin (120); and the two extension sections (122) are both connected to the front beam; An auxiliary beam (200) comprises a beam body (210), wherein the beam body (210) is arranged perpendicular to the second direction and connected to the inner walls on both sides of the bottom section (121); the outer skin (110), the bottom section (121), the honeycomb interlayer (130) and the auxiliary beam (200) form a primary compression layer in the area where the outer skin (110), the bottom section (121), the honeycomb interlayer (130) and the auxiliary beam (200) are located, and the area where the extension section (122) is located forms a secondary compression layer; The first direction is perpendicular to the second direction.
2. The aircraft tail leading edge structure according to claim 1, characterized in that: The outer skin (110) is a metal skin made of metal, and the inner skin (120) is a composite skin made of composite materials.
3. The aircraft tail leading edge structure according to claim 2, characterized in that: The metal skin, the composite skin and the honeycomb sandwich (130) are solidified and formed.
4. The aircraft tail leading edge structure according to claim 1, wherein: The auxiliary beam (200) further comprises two first flanges (220) respectively connected to the beam body (210) and located on both sides of the first direction, wherein the first flanges (220) extend in a direction away from the outer skin (110), and the two first flanges (220) are respectively connected to the inner walls on both sides of the bottom section (121).
5. The aircraft tail leading edge structure according to claim 1, wherein: The aircraft tail leading edge structure further comprises two end ribs (300), wherein the end ribs (300) are connected to opposite ends of the inner skin (120) along the first direction.
6. The aircraft tail leading edge structure according to claim 5, characterized in that: Each of the end ribs (300) includes a web (310) and a rim (320), wherein the rim (320) is arranged around the outer edge of the web (310), and the rim (320) is connected to the inner wall of the inner skin (120), and the two ends of the auxiliary beam (200) along the first direction are respectively abutted against the two webs (310).
7. The aircraft tail leading edge structure according to claim 6, characterized in that: The aircraft tail leading edge structure further comprises a plurality of first fasteners, which connect the edge strip (320) and the inner skin (120) and are evenly arranged along the first direction.
8. The aircraft tail leading edge structure according to claim 6, wherein: The aircraft tail leading edge structure further comprises a double-angle edge, one side of the double-angle edge is connected to the web (310), and the other side is connected to the front beam.
9. The aircraft tail leading edge structure according to claim 1, wherein: The two extension sections (122) are respectively overlapped on both sides of the front beam.
10. The aircraft tail leading edge structure according to claim 9, characterized in that: The aircraft tail leading edge structure also includes a plurality of second fasteners, which are divided into two groups. The second fasteners in each group are respectively located at the overlap of the extension section (122) and the front beam to fasten the extension section (122) and the front beam.