Wing assembly of high-speed aircraft and mounting method

Abstract

The invention relates to a wing assembly of a high-speed aircraft and an installation method, and the wing assembly comprises a wing which is provided with a front wing shaft, a middle wing shaft and a rear wing shaft which extend towards a cabin shell, and the wing shafts are sequentially distributed in the axial direction of the cabin shell; the connecting structure comprises a front wing shaft sleeve box, a middle wing shaft sleeve box and a rear wing shaft sleeve box, the wing shaft sleeve boxes are embedded in the cabin section shell and correspondingly arranged at the extending ends of the wing shafts in a sleeving mode, and gaps are reserved between the front wing shaft sleeve box and the corresponding wing shaft ends and between the rear wing shaft sleeve box and the corresponding wing shaft ends in the axial direction of the cabin section shell respectively. According to the invention, the thermal matching requirement between the wing and the cabin body made of the ceramic matrix composite material at a high temperature can be met.

Description

Technical Field

[0001] This application relates to the field of high-speed aircraft structural design, specifically to a wing assembly and installation method for a high-speed aircraft. Background Technology

[0002] High-speed aircraft wings are characterized by their large size and high thermal load, therefore, high-temperature metals or composite materials are typically used for wing materials. However, high-temperature alloys, with their high density and large coefficient of thermal expansion, are increasingly unsuitable for the stringent requirements of lightweight design and performance in advanced high-speed aircraft. Ceramic matrix composites, with their low coefficient of linear expansion, high temperature resistance, low density, and high strength, are ideally suited for high-speed aircraft with stringent weight requirements and high operating temperatures.

[0003] However, due to the difference in thermal expansion coefficients between ceramic matrix composites and metal materials, during long-term high-speed flight, the wings of high-speed aircraft are subjected to severe combined aerodynamic and thermal loads. The aerodynamic heat of the wings is conducted to the interior of the cabin through the installation interface, which makes it impossible to meet the thermal matching requirements between the wings and the cabin at high temperatures, and can easily cause damage to the surrounding structures. Summary of the Invention

[0004] This application provides a wing assembly and installation method for a high-speed aircraft, which can solve the problem that the existing ceramic matrix composite wing cannot meet the thermal matching requirements between the wing and the cabin at high temperatures.

[0005] In a first aspect, embodiments of this application provide a wing assembly for a high-speed aircraft. The wing assembly for the high-speed aircraft includes: a wing having a front wing shaft, a middle wing shaft, and a rear wing shaft extending toward the cabin section shell, with each wing shaft distributed sequentially along the axial direction of the cabin section shell; and a connecting structure including a front wing shaft sleeve, a middle wing shaft sleeve, and a rear wing shaft sleeve, each wing shaft sleeve being embedded in the cabin section shell and correspondingly sleeved on the extended end of each wing shaft, with the front and rear wing shaft sleeves respectively having a gap with the corresponding wing shaft end in the axial direction of the cabin section shell.

[0006] In conjunction with the first aspect, in some embodiments, the wing shaft includes a square tube and an I-shaped structure supported within the square tube, with the extended end of the square tube located inside the corresponding wing shaft housing; the middle wing shaft is in close contact with the middle wing shaft housing on all four sides, and the front and rear wing shafts are in close contact with the upper and lower end faces of the corresponding wing shaft housing, respectively, with a gap between the front and rear end faces.

[0007] In conjunction with the first aspect, in some embodiments, the extended end of the I-shaped structure is equipped with a metal clamp, which is installed inside a square tube and has a screw facing the direction of the cabin shell; each wing shaft sleeve and the cabin shell are provided with mounting holes for corresponding screws, and the screws pass through the mounting holes of the corresponding wing shaft sleeve and cabin shell in sequence and are fixed by nuts.

[0008] In conjunction with the first aspect, in some embodiments, the mounting hole corresponding to the screw on the center wing shaft is a round hole, and the mounting holes corresponding to the screws on the front and rear wing shafts are waist holes, the length direction of which is consistent with the axial direction of the cabin shell.

[0009] In conjunction with the first aspect, in some embodiments, the upper part of the metal clamp is fixedly connected to the top plate of the I-shaped structure and the top of the square tube by a fastener; the lower part of the metal clamp is fixedly connected to the bottom plate of the I-shaped structure and the bottom of the square tube by a fastener.

[0010] In conjunction with the first aspect, in some embodiments, the metal clamp has an alignment groove for inserting an I-shaped vertical plate; the end of the metal clamp near the vertical plate is sealed to the wall of the square tube.

[0011] In conjunction with the first aspect, in some embodiments, the connection structure further includes a spring washer and a pad, which are sequentially disposed between the nut and the compartment shell.

[0012] In conjunction with the first aspect, in some embodiments, the connection structure further includes a heat insulation element, wherein the wing shaft sleeve has an inward recess on the side facing the cabin shell, and the heat insulation element is disposed at the recess.

[0013] In conjunction with the first aspect, in some embodiments, the thickness of the wing shaft varies with the thickness of the wing.

[0014] Secondly, embodiments of this application provide a method for installing a wing assembly of a high-speed aircraft based on any of the above embodiments. The installation method includes: sequentially installing the front wing shaft sleeve, the center wing shaft sleeve, and the rear wing shaft sleeve along the axial direction of the cabin shell; assembling the wing such that the front wing shaft, the center wing shaft, and the rear wing shaft of the wing correspond one-to-one with the front wing shaft sleeve, the center wing shaft sleeve, and the rear wing shaft sleeve, respectively; connecting the center wing shaft of the wing to the center wing shaft sleeve; and connecting the front and rear wing shafts to their corresponding wing shaft sleeves.

[0015] The beneficial effects of the technical solutions provided in this application include: By dividing the connection between the wing and the cabin shell into three sets of connections—between the canard shaft and the canard shaft sleeve, between the center wing shaft and the center wing shaft sleeve, and between the rear wing shaft and the rear wing shaft sleeve—and distributing them along the axial direction of the cabin shell to cover the connection area between the wing and the cabin shell, stress concentration at a single point connection is effectively avoided.

[0016] By leaving gaps in the axial direction between the forewing and aft wing shaft sleeves and their corresponding wing shaft ends in the cabin shell, a permissible thermal deformation space is formed between the forewing and aft wing shaft sleeves and their corresponding wing shaft ends. When high temperature causes axial relative deformation between the wing and the cabin shell due to the difference in thermal expansion coefficients, the gaps between the forewing and aft wing shaft sleeves and their corresponding wing shaft ends can directly accommodate the thermal deformation of the corresponding parts, avoiding stress concentration between the wing and the cabin shell under rigid constraints. This solves the problem in the prior art where ceramic matrix composite wings cannot meet the thermal matching requirements between the wings and the cabin at high temperatures. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram showing the connection between the wing and the cabin shell of the high-speed aircraft in the embodiments of this application; Figure 2 for Figure 1 Exploded view of the mid-wing; Figure 3 for Figure 1 Exploded view of the installation of the center shaft sleeve and the cabin shell; Figure 4 for Figure 1 A schematic diagram of the fit between the center shaft and the shaft housing; Figure 5 for Figure 1 Partial cross-sectional view of the connection between the central wing and the cabin shell; Figure 6 for Figure 5 Enlarged partial section view of the connection between the central wing shaft and the cabin shell; Figure 7 for Figure 5 Enlarged partial section view of the connection between the mid-rear wing shaft and the cabin shell; Figure 8 for Figure 1 Schematic diagram of the mid-section hull; Figure 9 for Figure 1 A schematic diagram of the metal clamping component; Figure 10 for Figure 9 Top view of the metal clamp; Figure 11 for Figure 1 A flowchart illustrating the installation method of wing components for medium- and high-speed aircraft.

[0019] In the picture: 1. Wing; 11. Forward wing shaft; 111. Square tube; 112. I-beam structure; 113. Metal clamp; 1131. Alignment groove; 12. Center wing shaft; 13. Rear wing shaft; 14. Screw; 15. Nut; 16. Wing frame; 17. Upper skin; 18. Lower skin; 19. Leading edge patch; 2. Cabin section; 21. Circular hole; 22. Waist hole; 23. Heat shield structure; 3. Connecting structure; 31. Front wing shaft sleeve box; 32. Middle wing shaft sleeve box; 33. Rear wing shaft sleeve box; 34. Pad plate; 35. Spring washer; 36. Heat insulation component. Detailed Implementation

[0020] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0021] This application provides a wing assembly and installation method for a high-speed aircraft, which can solve the problem that the existing ceramic matrix composite wing cannot meet the thermal matching requirements between the wing and the cabin at high temperatures.

[0022] In one aspect, this application provides a wing assembly for a high-speed aircraft.

[0023] like Figure 1 As shown, in one embodiment, the wing assembly of the high-speed aircraft includes a wing 1 and a connection structure 3 for connecting the wing 1 to the cabin shell 2.

[0024] like Figure 1 and Figure 2As shown, it should be understood that the wing 1 in the prior art includes a wing frame 16, an upper skin 17, a lower skin 18, and a leading edge patch 19. The upper skin 17 is attached to the top of the wing frame 16, and the lower skin 18 is attached to the bottom of the wing frame 16. The leading edge patch 19 has a groove, and the leading edge patch 19 is fitted onto the wing frame 16 through the groove, and the seam between the upper skin 17 and the lower skin 18 is located within the groove. Compared to the wing 1 in the prior art, the wing 1 in this embodiment also has a front wing shaft 11, a middle wing shaft 12, and a rear wing shaft 13 extending toward the cabin shell 2. Each wing shaft is distributed sequentially along the axial direction of the cabin shell 2. Among them, the front wing shaft 11 is located in the front part of the wing 1, the middle wing shaft 12 is located in the middle part of the wing 1, and the rear wing shaft 13 is located in the rear part of the wing 1. Each wing shaft is a main load-bearing component, mainly bearing the bending moment of the wing 1. To facilitate installation and load-bearing capacity, the wing shaft can have a square cross-section, with its thickness determined by strength requirements. The wing itself is constructed from a ceramic matrix composite material with a density of 2000 kg / m³. 3 It has an in-plane tensile strength of 200 MPa and can withstand temperatures above 1000 degrees Celsius. In addition, both the upper skin 17 and the lower skin 18 are fixed and installed by fasteners such as pins and bolts, and the pins and bolts are made of ceramic matrix composite material.

[0025] like Figure 3 , Figure 4 and Figure 5 As shown, the connecting structure 3 includes a front wing shaft sleeve 31, a middle wing shaft sleeve 32, and a rear wing shaft sleeve 33. Each wing shaft sleeve is embedded in the section shell 2 and correspondingly fitted onto the extension end of each wing shaft. The front wing shaft sleeve 31 and the rear wing shaft sleeve 33 have axial gaps with their respective wing shaft ends on the section shell 2. The section shell 2 is made of aluminum alloy or carbon fiber, and its outer surface is covered with a heat-insulating layer structure 23 to isolate aerodynamic heat from the outside of the section shell 2. The connection between the middle wing shaft sleeve 32 and the end of the middle wing shaft 12 is a rigid connection to ensure the stability of the connection between the wing 1 and the section shell 2. Gaps are left between the front wing shaft sleeve 31 and the rear wing shaft sleeve 33 and their respective wing shaft ends; the size of these gaps is determined by the axial thermal deformation of the wing shaft, with a certain margin considered. Each wing shaft sleeve is made of high-temperature resistant material, such as high-temperature alloy GH4169, to prevent heat transfer from the wing 1 to the section shell 2.

[0026] In this embodiment, the connection between the wing 1 and the cabin shell 2 is divided into three sets of connections: between the forewing shaft 11 and the forewing shaft sleeve 31, between the middle wing shaft 12 and the middle wing shaft sleeve 32, and between the rear wing shaft 13 and the rear wing shaft sleeve 33. These connections are distributed along the axial direction of the cabin shell 2, covering the connection area between the wing 1 and the cabin shell 2, effectively avoiding stress concentration at single-point connections.

[0027] By leaving gaps in the axial direction between the front wing shaft sleeve 31 and the rear wing shaft sleeve 33 and the corresponding wing shaft ends of the cabin section shell 2, when high temperature causes axial relative deformation between the wing 1 and the cabin section shell 2 due to the difference in thermal expansion coefficients, the gaps between the front wing shaft sleeve 31 and the rear wing shaft sleeve 33 and the corresponding wing shaft ends can directly accommodate the thermal deformation generated in the corresponding parts, avoiding stress concentration between the wing 1 and the cabin section shell 2 under rigid constraints. This solves the problem in the prior art that the ceramic matrix composite wing 1 cannot meet the thermal matching requirements between the wing 1 and the cabin at high temperatures.

[0028] Furthermore, in one embodiment, such as Figure 2 As shown, the wing shaft includes a square tube 111 and an I-shaped structure 112 supported within the square tube 111. The extended end of the square tube 111 is located within the corresponding wing shaft housing. The middle wing shaft 12 is fitted to the middle wing shaft housing 32 on all four sides. The front wing shaft 11 and the rear wing shaft 13 are fitted to the upper and lower end faces of their respective wing shaft housings, with a gap between the front and rear end faces. In this embodiment, the square tube 111, as the outer structure of the wing shaft, can effectively transmit the longitudinal bending moment of the wing 1. The I-shaped structure 112, supported within the square tube 111, can effectively enhance the torsional stiffness and local stability of the square tube 111 without adding excessive weight. In the above technical solution, the middle wing shaft 12, as a "rigid positioning point," bears the main mechanical load and maintains the connection stability between the wing 1 and the cabin shell 2. Therefore, by keeping the center wing shaft 12 in close contact with the center wing shaft housing 32 on all four sides, the contact area can be maximized and complex loads can be transmitted evenly, thus limiting the lateral sway of the wing 1 during flight, ensuring the stability of the aerodynamic shape, and avoiding excessive local contact stress. The front wing shaft 11 and rear wing shaft 13 serve as "auxiliary load-bearing points," assisting in the transmission of vertical loads and the release of axial thermal deformation. Therefore, by keeping the front wing shaft 11 and rear wing shaft 13 in close contact with the upper and lower end faces of their respective wing shaft housings, with a gap between the front and rear end faces, an allowable deformation space is formed between the front wing shaft 11 and rear wing shaft 13 and their respective wing shaft housings. When the wing shafts undergo thermal expansion at high temperatures, while ensuring vertical support, thermal deformation is released directionally along the front and rear end faces to transmit part of the radial load.

[0029] Furthermore, in one embodiment, such as Figure 2 , Figure 5 , Figure 6 and Figure 7As shown, a metal clamp 113 is installed at the extended end of the I-shaped structure 112. The metal clamp 113 is installed inside the square tube 111 and has a screw 14 facing the direction of the compartment shell 2. Each wing shaft sleeve and the compartment shell 2 has a mounting hole corresponding to the screw 14. The screw 14 passes through the mounting holes of the corresponding wing shaft sleeve and the compartment shell 2 in sequence and is fixed by a nut 15. In this embodiment, at the extended end of the I-shaped structure 112, the top plate and the bottom plate of the I-shaped structure 112 are both longer than the length of the vertical plate (also called the web plate, which is set between the top plate and the bottom plate and is perpendicular to the top plate and the bottom plate), thus forming an opening at the extended end of the I-shaped structure 112. The metal clamp 113 is installed in this opening. At the same time, since the I-shaped structure 112 is supported inside the square tube 111, the metal clamp 113 is also installed inside the square tube 111. To ensure the stability of the metal clamp 113 connection, the metal clamp 113 can be fixedly installed simultaneously with the I-shaped structure 112 and the square tube 111 using the mounting component.

[0030] The metal clamp 113 can be made of TA15, which is mainly composed of titanium, aluminum, and vanadium. The aluminum content is typically between 5% and 6%, while the vanadium content is usually between 3% and 4%. Therefore, the metal clamp 113 possesses good strength and toughness while maintaining a low density. Furthermore, this alloy material exhibits good stability at high temperatures, maintaining its mechanical properties within a certain temperature range, making it suitable for use in harsh environments.

[0031] The metal clamp 113 is provided with a screw 14 facing the compartment shell 2. The screw 14 and the metal clamp 113 can be an integral structure or fixedly connected. As the name suggests, the screw 14 is a cylinder with a helical groove cut on its outer surface or a cone with a conical helical groove cut on its outer surface. Each wing shaft sleeve and the compartment shell 2 is provided with a mounting hole corresponding to the screw 14. The screw 14 passes through the mounting hole of the corresponding wing shaft sleeve and the compartment shell 2 in sequence and is fixed by a nut 15. The mounting holes of the middle wing shaft sleeve 32 and the compartment shell 2 are rigidly constrained with the screw 14 on the middle wing shaft 12. After the corresponding nut 15 is tightened, it is difficult for the middle wing shaft 12 to move relative to the middle wing shaft sleeve 32 and the compartment shell 2. There is a gap between the mounting holes of the forewing shaft sleeve 31, the rearwing shaft sleeve 33, and the cabin section shell 2 and the corresponding wing shafts. After the corresponding nuts 15 are tightened, the forewing shaft 11 and the rearwing shaft 13 can release thermal deformation axially with the corresponding wing shaft sleeves and the cabin section shell 2. It should be noted that a small tightening torque is used between the screws 14 on the forewing shaft 11 and the rearwing shaft 13 and the corresponding nuts 15 to facilitate the sliding of the forewing shaft 11 and the rearwing shaft 13 along the axial direction of the cabin section shell 2; a large tightening torque is used between the screws 14 on the center wing shaft 12 and the corresponding nuts to fix the relative position of the wing 1 and the cabin section shell 2.

[0032] Furthermore, in one embodiment, such as Figure 8 As shown, the mounting hole corresponding to the screw 14 on the center wing shaft 12 is a round hole 21, and the mounting holes corresponding to the screw 14 on the front wing shaft 11 and rear wing shaft 13 are oblong holes 22. The length direction of the oblong holes 22 is consistent with the axial direction of the cabin shell 2. In this embodiment, as mentioned in the previous embodiment, the center wing shaft 12 and the center wing shaft sleeve 32 are kept in close contact on all four sides, and are the main force load transmission carrier between the wing 1 and the cabin shell 2. By setting the mounting holes of the center wing shaft sleeve 32 and the cabin shell 2 corresponding to the screw 14 on the center wing shaft 12 as round holes 21, the relative positions of the center wing shaft 12, the center wing shaft sleeve 32, and the cabin shell 2 are fixed, avoiding instability in the force load transmission path due to loose connection. By configuring the mounting holes corresponding to the screws 14 on the front wing shaft cassette 31, rear wing shaft cassette 33, and compartment shell 2 as oblong holes 22, and aligning the length of the oblong holes 22 with the axial direction of the compartment shell 2, axial tensile and compressive stresses are avoided when the front wing shaft 11, rear wing shaft 13, and compartment shell 2 experience axial thermal expansion differences due to high temperatures. Specifically, the diameter of the circular hole 21 is determined by the diameter of the screw 14; for example, if the diameter of the screw 14 is 14mm, then the diameter of the circular hole 21 is also 14mm. The diameter of the arc segment of the oblong hole 22 is determined by the diameter of the screw 14, and the length of the oblong hole 22 is determined by the axial expansion elongation of the wing shaft connection point; for example, if the axial expansion elongation is 12mm, then the length of the oblong hole 22 is 12mm.

[0033] Furthermore, in one embodiment, such as Figure 2 and Figure 9 As shown, the upper part of the metal clamp 113 is fixedly connected to the top plate of the I-shaped structure 112 and the top of the square tube 111 by fasteners; the lower part of the metal clamp 113 is fixedly connected to the bottom plate of the I-shaped structure 112 and the bottom of the square tube 111 by fasteners. In this embodiment, the I-shaped structure 112 and the square tube 111 are made of the same material, and they are integrally formed or pre-assembled. Under high temperature conditions, their coefficients of thermal expansion are the same, and the difference in molding density in different parts may cause uneven local expansion and generate tiny gaps, but this will not affect the bidirectional fixation of the upper and lower parts of the metal clamp 113. The upper part of the metal clamp 113 is fixedly connected to the top plate of the I-shaped structure 112 and the top of the square tube 111 via fasteners, and the lower part of the metal clamp 113 is fixedly connected to the bottom plate of the I-shaped structure 112 and the bottom of the square tube 111 via fasteners. This converts the axial tensile force of the screw 14 into surface contact pressure, and the force is evenly distributed to the entire cross-section of the square tube 111 through the top / bottom plates of the I-shaped structure 112. The fasteners can be screws, rivets, etc.

[0034] Furthermore, in one embodiment, such as Figure 6 , Figure 7 , Figure 9 and Figure 10 As shown, the metal clamp 113 has an alignment groove 1131 for inserting the vertical plate of the I-shaped structure 112; the end of the metal clamp 113 near the vertical plate is sealed to the wall of the square tube 111. In this embodiment, the alignment groove 1131 can be dovetail-shaped, forming an interference fit or a precision butt joint with a small gap after the vertical plate is inserted. By providing the alignment groove 1131 for inserting the vertical plate of the I-shaped structure 112 into the metal clamp 113, the position of the metal clamp 113 in the axial direction of the square tube 111 can be quickly located. Furthermore, the sealed connection between the end of the metal clamp 113 near the vertical plate and the wall of the square tube 111 can insulate the heat from the wing 1, reducing heat transfer.

[0035] Furthermore, in one embodiment, such as Figure 6 and Figure 7 As shown, the connecting structure 3 also includes a spring washer 35 and a pad 34, which are sequentially disposed between the nut 15 and the compartment shell 2. In this embodiment, the spring washer 35 is an elastic metal element that directly contacts the nut 15 and can provide preload force through its own elastic deformation. The pad 34 is a flat metal part made of high-temperature alloy material. Located between the spring washer 35 and the compartment shell 2, the pad 34 can evenly transfer the preload force of the nut 15 to a larger area of ​​the compartment shell 2, significantly reducing local stress.

[0036] Furthermore, in one embodiment, such as Figure 6 and Figure 7 As shown, the connecting structure 3 also includes a heat insulation component 36. A recess is formed inwards on the side of the wing shaft sleeve facing the cabin shell 2, and the heat insulation component 36 is located in this recess. In this embodiment, the heat insulation component 36 is a quartz ceramic gasket, primarily used for heat insulation. It has low thermal conductivity, and the dimensions (depth, area) of the recess perfectly match the heat insulation component 36. Through this technical solution, the heat insulation component 36 can be "locked" in a fixed position, preventing it from shifting, falling off, or becoming misaligned during flight due to impact and vibration of the wing 1.

[0037] Furthermore, in one embodiment, such as Figure 2As shown, the thickness of the wing shaft varies with the thickness of the wing 1. In this embodiment, the thickness of the high-speed aircraft wing 1 is not uniform; it must follow a pattern of being thicker near the side of the cabin shell 2 and gradually thinning towards the opposite side to reduce air resistance. The wing shaft, acting as a load-bearing intermediary connecting the wing 1 and the cabin shell 2, does not exhibit random thickness variation but rather follows the thickness variation of the wing 1. In areas where the wing 1 is thickest, the load (especially bending moment) is greatest, requiring the wing shaft to have a larger "moment of inertia," thus necessitating increased wing shaft thickness. In areas where the wing 1 is thinner, the load is smaller, eliminating the need for an excessively thick wing shaft, saving material and avoiding adding "ineffective weight" to the wing tip. In fact, excessive tip weight would exacerbate vibrations during flight and even affect aerodynamic stability. Furthermore, the wing shaft thickness should vary gradually with the wing 1 thickness rather than abruptly, avoiding stress concentration at "thickness abrupt changes."

[0038] Secondly, this application provides a method for installing the wing 1 assembly of a high-speed aircraft based on any of the above embodiments.

[0039] like Figure 11 As shown, in one embodiment, the method for installing the wing 1 assembly of a high-speed aircraft includes: Step S10: Install the front wing shaft sleeve 31, the middle wing shaft sleeve 32 and the rear wing shaft sleeve 33 sequentially on the compartment shell 2 along the axial direction of the compartment shell 2.

[0040] Step S20: Assemble the wing 1 so that the front wing shaft 11, the middle wing shaft 12 and the rear wing shaft 13 of the wing 1 are respectively matched with the front wing shaft sleeve 31, the middle wing shaft sleeve 32 and the rear wing shaft sleeve 33.

[0041] Step S30: Connect the center shaft 12 of the wing 1 to the center shaft sleeve 32.

[0042] Step S40: Connect the front wing shaft 11 and the rear wing shaft 13 to their respective wing shaft sleeves.

[0043] In this implementation, the wing shaft sleeve is the "interface" connecting the wing shaft and the cabin shell 2. A unified installation reference is established on one side of the cabin shell 2 beforehand. Under this installation reference, the front wing shaft sleeve 31, the middle wing shaft sleeve 32 and the rear wing shaft sleeve 33 are installed on the cabin shell 2 in sequence along the axial direction of the cabin shell 2 and fixed to ensure the positional accuracy of the three wing shaft sleeves and avoid the subsequent wing shaft from being unable to fit due to misalignment of the wing shaft sleeves.

[0044] Assemble wing 1. Wing 1 extends toward the cabin shell 2 and has a front wing shaft 11, a middle wing shaft 12 and a rear wing shaft 13. Align and insert each wing shaft with its corresponding wing shaft sleeve. Do not tighten it at this time. This is equivalent to the "pre-installation stage".

[0045] After the relative positions of each wing shaft and the cabin shell 2 are correct, the center wing shaft 12 of the wing 1 is connected to the center wing shaft sleeve 32. This connection is a rigid connection, which provides a stable intermediate fixed point for the wing 1 and prevents the wing 1 from shifting due to its own weight or operation.

[0046] Next, the forewing shaft 11 and rearwing shaft 13 are connected to their corresponding wing shaft sleeves, with a gap between the wing shaft ends and the corresponding wing shaft sleeves. In this way, when high temperatures cause axial relative expansion and contraction between the wing 1 and the cabin shell 2 due to the difference in their coefficients of thermal expansion, the gaps between the forewing shaft sleeve 31, rearwing shaft sleeve 33, and the corresponding wing shaft ends can directly accommodate the relative deformation, avoiding stress concentration between the wing 1 and the cabin shell 2 under rigid constraints. This solves the problem in the prior art where the ceramic matrix composite wing 1 cannot meet the thermal matching requirements between the wing 1 and the cabin at high temperatures.

[0047] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0048] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0049] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A wing assembly for a high-speed aircraft, characterized in that, include: The wing (1) is provided with a front wing shaft (11), a middle wing shaft (12) and a rear wing shaft (13) extending toward the cabin shell (2), and each wing shaft is distributed sequentially along the axial direction of the cabin shell (2); The connecting structure (3) includes a front wing shaft sleeve (31), a middle wing shaft sleeve (32) and a rear wing shaft sleeve (33). Each wing shaft sleeve is embedded in the cabin shell (2) and is correspondingly sleeved on the extension end of each wing shaft. The front and rear wing shaft sleeves are respectively separated from the corresponding wing shaft ends by a gap in the axial direction of the cabin shell (2).

2. The wing assembly of the high-speed aircraft as described in claim 1, characterized in that, The wing shaft includes a square tube (111) and an I-shaped structure (112) supported within the square tube (111), with the extended end of the square tube (111) located inside the corresponding wing shaft housing; The center wing shaft (12) and the center wing shaft sleeve (32) are in close contact on all four sides. The front and rear wing shafts are in close contact with the upper and lower end faces of the corresponding wing shaft sleeves, respectively, with a gap between the front and rear end faces.

3. The wing assembly of the high-speed aircraft as described in claim 2, characterized in that, The extended end of the I-shaped structure (112) is equipped with a metal clamp (113), which is installed inside the square tube (111) and has a screw (14) facing the compartment shell (2). Each wing shaft sleeve and the cabin section shell (2) are provided with mounting holes for corresponding screws (14). The screws (14) pass through the mounting holes of the corresponding wing shaft sleeve and cabin section shell (2) in sequence and are fixed by nuts (15).

4. The wing assembly of the high-speed aircraft as described in claim 3, characterized in that, The mounting hole corresponding to the screw (14) on the center wing shaft (12) is a round hole (21), and the mounting holes corresponding to the screws (14) on the front and rear wing shafts are waist holes (22). The length direction of the waist hole (22) is consistent with the axial direction of the cabin shell (2).

5. The wing assembly of the high-speed aircraft as described in claim 3, characterized in that, The upper part of the metal clamp (113) is fixedly connected to the top plate of the I-shaped structure (112) and the top of the square tube (111) by a fastener; the lower part of the metal clamp (113) is fixedly connected to the bottom plate of the I-shaped structure (112) and the bottom of the square tube (111) by a fastener.

6. The wing assembly of the high-speed aircraft as described in claim 3, characterized in that, The metal clamp (113) has an alignment groove (1131) for inserting the vertical plate of the I-shaped structure (112). The end of the metal clamp (113) near the vertical plate is sealed to the wall of the square tube (111).

7. The wing assembly of the high-speed aircraft as described in claim 3, characterized in that, The connection structure (3) also includes a spring washer (35) and a pad (34), which are arranged sequentially between the nut (15) and the compartment shell (2).

8. The wing assembly of the high-speed aircraft as claimed in claim 1, characterized in that, The connection structure (3) also includes a heat insulation component (36), with the wing shaft sleeve forming a recess inward on the side facing the cabin shell (2), and the heat insulation component (36) being disposed in the recess.

9. The wing assembly of the high-speed aircraft as claimed in claim 1, characterized in that, The thickness of the wing shaft varies with the thickness of the wing (1).

10. A method for installing a wing assembly of a high-speed aircraft according to any one of claims 1-9, characterized in that, include: The front wing shaft sleeve (31), the middle wing shaft sleeve (32) and the rear wing shaft sleeve (33) are installed sequentially on the section shell (2) along the axial direction of the section shell (2); Assemble the wing (1) so that the forewing shaft (11), middle wing shaft (12) and rear wing shaft (13) of the wing (1) are respectively matched with the forewing shaft sleeve (31), middle wing shaft sleeve (32) and rear wing shaft sleeve (33); Connect the center shaft (12) of the wing (1) to the center shaft sleeve (32); Connect the front and rear wing shafts to their respective wing shaft housings.

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