Aircraft body structure and aircraft

Abstract

The invention provides an aircraft body structure and an aircraft. The aircraft body structure comprises a horizontal tail extending in the width direction of the aircraft. The inner motor arm extends in the front-back direction of the aircraft; the vertical fin is connected with the horizontal tail, the horizontal tail is arranged at the tail of the aircraft and comprises a horizontal tail, the horizontal tail comprises a skin assembly and a framework assembly, and the skin assembly is arranged outside the framework assembly in a covering mode; the framework assembly comprises at least one beam assembly, and the beam assembly extends in the width direction of the aircraft and exceeds the skin assembly; the inner motor arm comprises at least one mounting frame part arranged in the radial direction of the inner motor arm, the mounting frame part is connected with the part, exceeding the skin assembly, of the beam assembly so that the horizontal tail and the inner motor arm can be connected together, and one end, in the length direction, of the beam assembly comprises a connecting lug extending beyond a frame of the inner motor arm; the connecting lug is connected with the vertical fin, and the inner motor arm and the horizontal fin are firstly connected together to serve as an integral assembly to be connected with the vertical fin.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to an aircraft airframe structure and an aircraft. Background Technology

[0002] An electric vertical take-off and landing (eVTOL) aircraft is an electric-powered aircraft that can take off and land vertically without a runway.

[0003] In existing eVTOL aircraft, the primary power source is the battery pack. Under current technological conditions, the mass energy density and volumetric energy density of these batteries still need improvement. To meet the necessary range and endurance requirements, large-capacity, heavy battery packs are necessary, directly leading to a significant increase in the overall weight of the aircraft. Furthermore, to achieve stable vertical takeoff and landing and redundant control, most eVTOL aircraft employ multi-rotor or distributed electric propulsion designs. This means the need for multiple motors, ESCs, and related support structures. Each independent propulsion unit carries its own weight; as the number increases, the cumulative weight, as well as the structural weight required to support and connect these components, also increases.

[0004] In view of this, there is an urgent need to provide an aircraft airframe structure and an aircraft in order to reduce the weight of the aircraft. Summary of the Invention

[0005] This application is made in view of the aforementioned state of the prior art. The purpose of this application is to provide an aircraft airframe structure and an aircraft in order to reduce the weight of the aircraft.

[0006] An aircraft fuselage structure is provided, comprising: a horizontal stabilizer extending along the width direction of the aircraft; an inner motor arm extending along the longitudinal direction of the aircraft; and a vertical stabilizer connected to the horizontal stabilizer, wherein the horizontal stabilizer is disposed at the tail of the aircraft and includes a horizontal tail fin, the horizontal tail fin including a skin assembly and a frame assembly, wherein the skin assembly covers the outside of the frame assembly; the frame assembly includes at least one beam assembly extending along the width direction of the aircraft and extending beyond the skin assembly; the inner motor arm includes at least one mounting frame member disposed radially along the inner motor arm, wherein the mounting frame member is connected to the portion of the beam assembly extending beyond the skin assembly such that the horizontal stabilizer and the inner motor arm are connected together, one end of the beam assembly in the longitudinal direction includes a connecting lug extending beyond the frame of the inner motor arm, the connecting lug being connected to the vertical stabilizer, wherein the inner motor arm and the horizontal stabilizer are first connected together and then connected to the vertical stabilizer as a single integral assembly.

[0007] Optionally, the portion of the beam assembly extending beyond the skin assembly has a beam mounting area facing the mounting frame component, the beam mounting area being connected to the mounting frame component.

[0008] Optionally, the beam assembly includes a front beam and a rear beam, and the mounting frame component includes a thrust motor frame and an inner motor arm frame spaced apart along the axis of the inner motor arm, wherein the rear beam and the thrust motor frame are connected, and the front beam and the inner motor arm frame are connected.

[0009] Optionally, the beam assembly includes an interconnected U-shaped connector and a connecting lug, wherein the U-shaped connector is disposed inside the inner motor arm, and the bottom of the U-shaped connector is connected to the mounting frame component; the connecting lug is connected to the bottom of the U-shaped connector and has a plurality of connecting holes for connection with the vertical tail.

[0010] Optionally, the connecting ear includes a single ear structure, and the side of the vertical tail facing the inner motor arm is provided with a double ear structure spaced apart. The single ear structure extends into the interval of the double ear structure. The single ear structure and the double ear structure include ear plate holes arranged opposite to each other. Bolts pass through the ear plate holes and are fastened with nuts to achieve a detachable connection.

[0011] Optionally, the horizontal stabilizer also includes an elevator, which is located behind the horizontal stabilizer and is used to control the pitch of the aircraft.

[0012] Optionally, the frame assembly includes multiple support ribs that connect to the front beam and the rear beam to define a servo motor mounting compartment. The servo motor in the servo motor mounting compartment controls the angle of the elevator. The skin assembly contains a wiring harness for supplying power to the servo motor and transmitting control signals.

[0013] Optionally, in the width direction of the aircraft, the side of the horizontal stabilizer away from the inner motor arm is connected to the fuselage of the aircraft; in the longitudinal direction of the aircraft, the side of the inner motor arm away from the horizontal stabilizer is connected to the wing of the aircraft.

[0014] Optionally, the aircraft is an electric vertical takeoff and landing aircraft for carrying personnel or cargo. The aircraft includes two internal motor arms, two horizontal stabilizers, and two vertical stabilizers. The two internal motor arms are arranged parallel to each other on both sides of the aircraft fuselage. The outer ends of the two horizontal stabilizers pass through the two internal motor arms and are connected to the two vertical stabilizers, respectively. The inner ends of the two horizontal stabilizers are connected to both sides of the fuselage in the width direction.

[0015] Embodiments of this application also provide an aircraft, including an aircraft body structure according to this application, the aircraft further including a fuselage and a wing connected to the fuselage, wherein the tail side of the fuselage is connected to the horizontal stabilizer, and the wing is connected to the inner motor arm.

[0016] With the aircraft airframe structure and aircraft provided above, the embodiments of this application include a skeleton assembly comprising at least one beam assembly, the beam assembly extending along the width direction of the aircraft and beyond the skin assembly; the inner motor arm includes at least one mounting frame component arranged radially along the inner motor arm, wherein the mounting frame component is connected to the portion of the beam assembly extending beyond the skin assembly, so that the horizontal stabilizer and the inner motor arm are connected together, thereby reducing the number of joints between the horizontal stabilizer and the inner motor arm, and thus reducing the weight of the aircraft. Attached Figure Description

[0017] Figure 1 A schematic diagram of the structure of an aircraft according to one embodiment of this application is shown.

[0018] Figure 2 A schematic diagram of the horizontal stabilizer of an aircraft fuselage structure according to one embodiment of this application is shown.

[0019] Figure 3 A schematic diagram of the internal structure of the horizontal stabilizer of an aircraft fuselage structure according to one embodiment of this application is shown.

[0020] Figure 4 A schematic diagram of the internal structure of the internal motor arm of an aircraft fuselage structure according to one embodiment of this application is shown.

[0021] Figure 5 A schematic diagram of the horizontal tail and internal motor arm of an aircraft fuselage structure according to one embodiment of this application is shown.

[0022] Figure 6 This paper shows a schematic diagram of the internal structure of an aircraft fuselage structure in one embodiment of the present application, in which the horizontal tail and internal motor arm are assembled together.

[0023] Figure 7 This paper shows a schematic diagram of the internal structure of an aircraft fuselage structure in which the horizontal tail and vertical tail are assembled together, according to one embodiment of the present application.

[0024] Figure 8 A schematic diagram of the elevator of an aircraft fuselage structure according to one embodiment of this application is shown.

[0025] Figure 9 A schematic diagram of the connection between the horizontal tail and elevator of an aircraft fuselage structure according to one embodiment of this application is shown.

[0026] Figure 10 A partially enlarged view of the connection between the elevator and the horizontal tail fin according to one embodiment of this application is shown.

[0027] Figure 11 A partially enlarged view of the connection between the horizontal tail and the fuselage according to one embodiment of this application is shown.

[0028] Explanation of reference numerals in the attached figures

[0029] 1 flat tail

[0030] 10 Horizontal tail fin

[0031] 11 Skin Components

[0032] 12 Skeleton Components

[0033] 121 Beam Assembly

[0034] 1211 Front Beam

[0035] 1212 Rear Beam

[0036] 12121 Rear beam double-ear structure

[0037] 122 Support ribs

[0038] 1221 Leading rib

[0039] 1222 flat tail rib

[0040] 12221 Box segment rib

[0041] 12222 Servo mounting rib

[0042] 1231 U-shaped connector

[0043] 1232 Connecting Ear

[0044] 13 Elevator

[0045] 131 Elevator Single-ear Structure

[0046] 132 Cotter Pin

[0047] 141 Flat-tailed single-ear structure

[0048] 2. Internal motor arm

[0049] 21 Mounting Frame Components

[0050] 211 Thrust Motor Frame

[0051] 212 Inner motor arm frame

[0052] 3. Vertical tail

[0053] 4. Fuselage

[0054] 41. Dual-ear structure of the fuselage

[0055] 5. Wings Detailed Implementation

[0056] Exemplary embodiments of this application are described below with reference to the accompanying drawings. It should be understood that these specific descriptions are for teaching those skilled in the art how to implement this application only, and are not intended to exhaustively describe all possible methods of this application, nor to limit the scope of this application.

[0057] Unless otherwise specified, in the following specific embodiments, "width direction W" refers to the width direction of the aircraft; "forward and backward direction FR" refers to the direction in which the aircraft moves forward and backward during horizontal flight, and it can be the length direction of the aircraft. The "thickness direction H" of the aircraft can be perpendicular to both the "width direction W" and the "forward and backward direction FR".

[0058] Figure 1 A schematic diagram of the structure of an aircraft according to one embodiment of this application is shown. Figure 1 As shown, the aircraft fuselage structure includes: a horizontal stabilizer 1 extending along (including approximately along) the width direction W of the aircraft; an inner motor arm 2 extending along the longitudinal direction FR of the aircraft; and a vertical stabilizer 3 connected to the horizontal stabilizer 1, wherein the horizontal stabilizer 1 is located at the tail of the aircraft. It can be understood that the width direction W of the aircraft can be perpendicular to the longitudinal direction FR. The horizontal stabilizer 1 being located at the tail of the aircraft can include its placement near the rear in the longitudinal direction FR. It should be understood that the vertical stabilizer 3 and the horizontal stabilizer 1 can not only be vertically or approximately vertically positioned, but they can also be tilted, i.e., there needs to be a certain angle between the vertical stabilizer 3 and the horizontal stabilizer 1.

[0059] Figure 2 A schematic diagram of the horizontal stabilizer 1 of an aircraft fuselage structure according to one embodiment of this application is shown. The horizontal stabilizer 1 includes a horizontal tail 10. It is understood that the horizontal tail 10 can be located near the front of the horizontal stabilizer 1, and the horizontal tail 10 can extend along (including substantially along) the width direction W of the aircraft.

[0060] like Figure 2 As shown, the horizontal stabilizer 10 includes a skin assembly 11 and a frame assembly 12, wherein the skin assembly 11 covers the outside of the frame assembly 12. The skin assembly 11 may include an upper skin and a lower skin, the upper skin being a streamlined upper surface of the horizontal stabilizer 10, and the lower skin being a streamlined lower surface of the horizontal stabilizer 10. The frame assembly 12 may be at least partially disposed within the skin assembly 11, for example, at least partially disposed within the space enclosed by the upper and lower skins.

[0061] Figure 3 A schematic diagram of the internal structure of the horizontal stabilizer 1 of an aircraft fuselage structure according to one embodiment of this application is shown. Figure 3 As shown, the skeleton assembly 12 includes at least one beam assembly 121 that extends along (including generally along) the width direction W of the aircraft and beyond the skin assembly 11.

[0062] The skeleton assembly 12 may include one or more beam assemblies 121 ( Figure 3 Two beam assemblies 121 are shown, wherein the beam assemblies 121 may be generally parallel to each other. The beam assemblies 121 may be at least partially disposed inside the skin assembly 11, and the beam assembly 121 may extend beyond the skin assembly 11 on at least one side in the width direction W.

[0063] It should be understood that the beam assembly 121 extending along the width direction W of the aircraft and beyond the skin assembly 11 may include: projecting along the thickness direction H of the aircraft onto a plane perpendicular to the thickness direction H, wherein the area where the projection of the beam assembly 121 is located at least partially extends beyond the area where the projection of the skin assembly 11 is located, and the extended portion is located in the width direction W of the projection of the skin assembly 11.

[0064] Further, see Figure 6 The skeleton component 12 may also include one or more support ribs 122, such as leading edge rib 1221 and tail rib 1222. These support ribs 122 may be generally parallel to each other or generally located on the same straight line.

[0065] Figure 4 A schematic diagram of the internal structure of the internal motor arm 2 of an aircraft fuselage structure according to one embodiment of this application is shown. Figure 5 This paper shows a schematic diagram of the assembly of the horizontal tail 1 and the internal motor arm 2 of an aircraft fuselage structure according to one embodiment of the present application. Figure 6 This diagram illustrates the internal structure of an aircraft fuselage structure according to one embodiment of this application, showing the horizontal stabilizer 1 and the internal motor arm 2 assembled together. Figure 4-6 As shown, the inner motor arm 2 includes at least one mounting frame component 21 arranged radially along the inner motor arm 2. The mounting frame component 21 is connected to the portion of the beam assembly 121 that extends beyond the skin assembly 11, so that the flat tail 1 and the inner motor arm 2 are connected together.

[0066] It is understood that the internal motor arm 2 can extend along the longitudinal direction (FR) of the aircraft, and the internal motor arm 2 can be equipped with motors, rotors, and / or propellers. It should be understood that the internal motor arm 2 contains one or more mounting frames 21, the shape of which can be approximately circular, approximately rectangular, or other polygonal. Furthermore, the multiple mounting frames 21 can be spaced apart along the longitudinal direction (FR) of the aircraft (i.e., there can be a preset distance between two adjacent mounting frames 21 in the longitudinal direction (FR) of the aircraft). It should be understood that the portion of the beam assembly 121 extending beyond the skin assembly 11 can be detachably or fixedly connected to the mounting frame 21.

[0067] Figure 7 This diagram illustrates the internal structure of an aircraft fuselage structure according to one embodiment of this application, showing the horizontal stabilizer 1 and vertical stabilizer 3 assembled together. Figure 6 and 7 As shown, one end of the beam assembly 121 in the length direction (i.e., the width direction of the aircraft) includes a connecting lug extending beyond the frame of the inner motor arm 2. The connecting lug is connected to the vertical tail 3. The inner motor arm 2 and the horizontal tail 1 can be connected together first and then connected to the vertical tail 3 as a whole assembly. The vertical tail 3 may have a connecting part in the width direction of the aircraft, which can be fixedly connected to or detachably connected to the connecting lug of the beam assembly 121.

[0068] Preferably, the connecting portion of the vertical tail 3 can be detachably connected to the connecting ear. Specifically, the connecting portion may include a double-ear structure opposite to the aforementioned connecting ear, the connecting ear can extend into the gap of the double-ear structure, and then the connecting ear and the double-ear structure can be connected together by bolts.

[0069] In this embodiment of the application, the inner motor arm 2 includes at least one mounting frame component 21 arranged radially along the inner motor arm 2. This mounting frame component 21 is connected to the portion of the beam assembly 121 extending beyond the skin assembly 11, thereby connecting the horizontal stabilizer 1 and the inner motor arm 2 together. Furthermore, the inner motor arm 2 and the horizontal stabilizer 1 are first connected together and then connected to the vertical stabilizer 3 as a single integral assembly. This reduces the number of connecting components between the inner motor arm 2 and the horizontal stabilizer 1, thereby reducing the weight of the aircraft without reducing battery weight or other redundant protective components.

[0070] Optionally, the portion of the beam assembly 121 extending beyond the skin assembly 11 has a beam mounting area facing the mounting frame member 21, and the beam mounting area is connected to the mounting frame member 21. It is understood that the portion of the beam assembly 121 extending beyond the skin assembly 11 can be located in the longitudinal direction FR of the mounting frame member 21, and the mounting frame member 21 can be fixedly connected to or detachably connected to the beam mounting area. Specifically, when projected along the longitudinal direction FR of the aircraft onto a plane perpendicular to the longitudinal direction of the aircraft, the projection of the beam mounting area can at least partially coincide with the projection of the mounting frame member 21.

[0071] In this way, by setting the mounting frame component 21 on the beam mounting area, the inner motor arm 2 and the horizontal tail 1 can be connected together, avoiding the need to use additional connecting components to connect the motor arm 2 and the horizontal tail 1, thereby reducing the weight of the aircraft.

[0072] Optionally, such as Figure 6 As shown, the beam assembly 121 includes a front beam 1211 and a rear beam 1212. The mounting frame component 21 includes a thrust motor frame 211 and an inner motor arm frame 212 spaced apart along the axis of the inner motor arm 2. The rear beam 1212 is connected to the thrust motor frame 211, and the front beam 1211 is connected to the inner motor arm frame 212. It can be understood that, relatively speaking, the front beam 1211 can be closer to the side of the aircraft in the forward direction, and the rear beam 1212 can be closer to the side of the aircraft in the backward direction.

[0073] Furthermore, the beam mounting area on the thrust motor frame 211 may include a thrust motor frame web, which can be connected to the rear beam 1212; the beam mounting area of ​​the inner motor arm frame 212 may include a motor arm frame web, which can be connected to the front beam 1211.

[0074] Optionally, the beam assembly 121 includes a U-shaped connecting part 1231 and a connecting ear 1232 that are connected to each other. The U-shaped connecting part 1231 is disposed inside the inner motor arm 2 and the bottom of the U-shaped connecting part 1231 is connected to the mounting frame component 21. The connecting ear 1232 is connected to the bottom of the U-shaped connecting part 1231 and has a plurality of connecting holes for connecting to the vertical tail 3.

[0075] Optionally, the connecting ear 1232 includes a single ear structure, and the tail 3 is provided with a double ear structure spaced apart on the side facing the inner motor arm 2. The single ear structure extends into the gap of the double ear structure. The single ear structure and the double ear structure each have ear plate holes arranged opposite to each other. The bolt passes through the ear plate holes of the single ear structure and the ear plate holes of the double ear structure and is tightened with a nut to achieve a detachable connection.

[0076] like Figure 6As shown, the portion of the beam assembly 121 that extends beyond the skin assembly 11 may have a U-shaped connecting portion 1231 and a connecting ear 1232. The U-shaped connecting portion 1231 may be disposed inside the inner motor arm 2, and the connecting ear 1232 may extend beyond the inner motor arm 2.

[0077] The U-shaped connector 1231 may include a bottom and sidewalls respectively disposed on both sides of the bottom. The opening of the U-shaped connector 1231 may face the forward and backward direction (FR) of the aircraft. The bottom of the U-shaped connector 1231 may be fixedly connected to the mounting frame component 21 or detachably connected, for example, by means of fastener connection. Preferably, fastener connection can be used, such as using high-strength bolts and high-strength nuts, which has high reliability and resistance to vibration and loosening.

[0078] Furthermore, the bottom of the U-shaped connector 1231 can be connected to the connector ear 1232, which can extend beyond the inner electrode arm 2. It is understood that the connector ear 1232 extending beyond the inner electrode arm 2 can include: projecting along the forward and backward direction FR of the aircraft onto a plane perpendicular to the forward and backward direction FR, and the projection of the connector ear 1232 can be at least partially located outside the projection of the inner electrode arm 2.

[0079] Furthermore, the U-shaped connector 1231 and the connecting ear 1232 can be integrated and formed as a connecting joint. Specifically, one end of the U-shaped connector 1231 in the width direction of the aircraft can be integrated with the connecting ear 1232, and the other end of the U-shaped connector 1231 in the width direction of the aircraft can be connected to the front beam 1211 and / or the rear beam 1212 by fasteners.

[0080] Multiple connection holes can be provided on the connector 1232 (see reference) Figure 6 Each connecting lug 1232 may have two connecting holes. Furthermore, the vertical stabilizer 3 may have a connecting portion opposite to the aforementioned connecting lug 1232, and this connecting portion may have vertical stabilizer connecting holes corresponding to the connecting holes, thereby achieving the connection between the vertical stabilizer 3 and the horizontal stabilizer 1. For example, the connecting portion of the vertical stabilizer 3 may include a double-ear structure spaced FR along the forward and backward direction of the aircraft, and this double-ear structure may have vertical stabilizer connecting holes corresponding to the connecting holes on the connecting lug 1232.

[0081] Furthermore, the internal spacing of the double-ear structure can be approximately the same as the thickness of the connecting ear 1232, so that the connecting ear 1232 can extend into the spacing of the double-ear structure, and the axis of the connecting hole on the connecting ear 1232 can be collinear with the axis of the vertical tail connecting hole, so that the aforementioned connecting hole and the vertical tail connecting hole can be fixed by bolts, thereby realizing the connection between the vertical tail 3 and the flat tail 1.

[0082] The horizontal stabilizer 1 and the inner motor arm 2 can be connected by the bottom of the U-shaped connector 1231 and the mounting frame component 21. This reduces the number of connecting parts between the inner motor arm 2 and the horizontal stabilizer 1, thereby reducing the weight of the aircraft without reducing the weight of the battery or other redundant protective components.

[0083] Figure 8 A schematic diagram of the elevator 13 of an aircraft fuselage structure according to one embodiment of this application is shown; Figure 9 This is a schematic diagram of the internal structure of the connection between the horizontal tail 10 and the elevator 13 of an aircraft fuselage structure according to one embodiment of this application. Figure 10 A partially enlarged view of the connection between the elevator 13 and the horizontal tail 10 according to one embodiment of this application is shown. Figure 8-10 As shown, optionally, the horizontal stabilizer 1 also includes an elevator 13, which is located behind the horizontal stabilizer 10 and is used to control the pitch of the aircraft. It is understood that the elevator 13 can also include a skin and a frame, and the frame can also be located inside the skin. Furthermore, the elevator skin can also include an upper skin and a lower skin; the upper skin can be the upper surface of the elevator 13, and the lower skin can be the streamlined lower surface of the elevator 13.

[0084] Furthermore, the elevator 13 may also include a rotation axis, which may be located on the side of the elevator 13 near the horizontal stabilizer 10 and may be parallel (or substantially parallel) to the width direction of the aircraft. The elevator 13 can rotate about the aforementioned rotation axis, thereby changing the pitch of the aircraft. For example, when the elevator 13 rotates upward (i.e., the rear side of the elevator 13 deflects upward), the trailing edge of the horizontal stabilizer 1 (i.e., the elevator 13) may be subjected to a downward additional force, resulting in downward pressure on the horizontal stabilizer located at the rear of the aircraft, thereby causing the nose of the aircraft to pitch up. When the elevator 13 rotates downward (i.e., the rear side of the elevator 13 deflects downward), the trailing edge of the horizontal stabilizer 1 (i.e., the elevator 13) may be subjected to an upward additional lift, resulting in upward pressure on the horizontal stabilizer located at the rear of the aircraft, thereby causing the nose of the aircraft to pitch down.

[0085] In the forward / backward direction (FR) of the aircraft, behind the horizontal tail 10 (e.g., Figure 9 The rear of the rear beam 1212 can be provided with one or more rear beam double-ear structures 12121 (e.g., Figure 9 The diagram shows three rear beam double-ear structures. One or more elevator single-ear structures 131 may be provided on the elevator 13 (e.g., Figure 8 The diagram shows three elevator single-ear structures 131. Furthermore, the elevator single-ear structure 131 can extend into the interval between the rear beam double-ear structures 12121 (e.g., Figure 10As shown), both can be provided with corresponding connecting holes, which can be coaxially arranged and connected by bolts (e.g., by bolts and nuts), thereby allowing the elevator 13 and the horizontal tail 10 to be rotatably connected. Furthermore, the cotter pin 132 can be used to prevent the elevator single-ear structure 131 and the rear beam double-ear structure 12121 from loosening.

[0086] It is understood that the aforementioned rotating shaft may include the axis of the aforementioned connecting hole, and the elevator 13 may rotate around the rotating shaft, thereby changing the pitch of the aircraft.

[0087] Optionally, such as Figure 6 As shown, the skeleton assembly 12 includes multiple support ribs 122, which are connected to the front beam 1211 and the rear beam 1212 to define the servo motor mounting compartment 124. The servo motor in the servo motor mounting compartment 124 controls the angle of the elevator 13. The skin assembly 11 is provided with a wiring harness for supplying power to the servo motor and transmitting control signals, and can also transmit data.

[0088] Understandably, the support rib 122 may extend along (including substantially along) the forward direction FR of the aircraft. Furthermore, the support rib 122 may be disposed intersecting with the front beam 1211 and the rear beam 1212. For example, the support rib may be disposed between the front beam 1211 and the rear beam 1212, or it may be disposed on the side of the front beam 1211 opposite to the rear beam 1212 (i.e., the front side of the front beam 1211).

[0089] For example, the support rib 122 may include a leading edge rib 1221 and a horizontal tail rib 1222. The leading edge rib 1221 can be used to define and maintain the aerodynamic shape and support the skin to prevent instability. The horizontal tail rib 1222 can be used to maintain the aerodynamic shape, transfer and distribute aerodynamic loads, improve structural stability, and prevent instability. It should be understood that the leading edge rib 1221 may be located on the front side of the front beam 1211, and the horizontal tail rib 1222 may be located between the front beam 1211 and the rear beam 1212.

[0090] Furthermore, the horizontal tail rib 1222 may include a box segment rib 12221 and a servo mounting rib 12222. The box segment rib 12221 may be made of carbon fiber composite material, and a servo may be mounted on the servo mounting rib 12222. The servo mounting rib 12222 can provide support for the servo. The servo mounting rib 12222 may be made of aluminum alloy to improve structural rigidity and reduce the impact of deformation on the servo.

[0091] Multiple support ribs 122 connect to the front beam 1211 and the rear beam 1212 to define the servo motor mounting compartment 124, for example, as Figure 6As shown, the box segment rib 12221 of the support rib 122 and the servo mounting rib 12222 can define a servo mounting compartment 124 with the front beam 1211 and the rear beam 1212. A servo can be installed in the servo mounting compartment 124, which can be connected to the elevator 13 to control the angle of the elevator 13. Furthermore, the aircraft's power supply equipment can be connected to the servo through the wiring harness in the skin assembly 11 to supply power to the servo. The wiring harness can include low-voltage wiring harnesses and high-voltage wiring harnesses.

[0092] Figure 11 A partially enlarged view of the connection between the horizontal stabilizer and the fuselage, according to one embodiment of this application, is shown. Figure 1 and 11 As shown, optionally, in the width direction of the aircraft, the side of the horizontal stabilizer 1 away from the inner motor arm 2 is connected to the fuselage of the aircraft; in the front-rear direction of the aircraft, the side of the inner motor arm 2 away from the horizontal stabilizer 1 is connected to the wing of the aircraft.

[0093] The fuselage 4 of the aircraft can extend along the longitudinal direction FR of the aircraft. The horizontal stabilizer 1 can be fixedly connected to the fuselage 4 or detachably connected. Preferably, a connector-type connection can be selected, wherein the connector-type connection can include the use of connecting lugs, wherein a single lug structure can be provided on the horizontal stabilizer 1 and a double lug structure can be provided on the fuselage; alternatively, a double lug structure can be provided on the horizontal stabilizer 1 and a single lug structure can be provided on the fuselage.

[0094] For example, in the width direction of the aircraft, one or more horizontal stabilizer single-ear structures 141 can be provided on the side of the horizontal stabilizer 1 away from the inner motor arm 2 (e.g., Figure 11 The diagram shows two single-ear structures 141 for the horizontal tail 1. One or more dual-ear structures 41 can be provided on the side of the fuselage 4 facing the horizontal tail 1 (e.g., Figure 11 The diagram shows two fuselage double-ear structures 41. The aforementioned flat-tail single-ear structure 141 can extend into the gap between the fuselage double-ear structures 41 to achieve a detachable connection. It is understood that the flat-tail single-ear structure 141 can also be a connecting ear, which can be integrated with the U-shaped connecting part and form a connecting joint. The U-shaped connecting part of the connecting joint can be connected to the front beam 1211 and / or the rear beam 1212 by fasteners, and the connecting ear of the connecting joint (i.e., the flat-tail single-ear structure 141) can be detachably connected to the fuselage double-ear structure 41 of the fuselage 4.

[0095] Understandably, wing 5 can also be connected to fuselage 4. In the forward and backward direction of the aircraft, the wing can be positioned in front of horizontal stabilizer 1. One end of inner motor arm 2 can be connected to horizontal stabilizer 1, and the other end of inner motor arm 2 can be connected to wing 5. This allows horizontal stabilizer 1, inner motor arm 2, and wing 5 to be integrated into a single unit, reducing the deformation of independent structures and improving overall bending resistance.

[0096] Optionally, the aircraft is an electric vertical takeoff and landing aircraft for carrying people or cargo. The aircraft includes two internal motor arms, two horizontal stabilizers 1 and two vertical stabilizers 3. The two internal motor arms are arranged parallel to each other on both sides of the aircraft fuselage. The outer ends of the two horizontal stabilizers 1 pass through the two internal motor arms and are connected to the two vertical stabilizers 3 respectively. The inner ends of the two horizontal stabilizers 1 are connected to both sides of the fuselage in the width direction respectively.

[0097] The two horizontal stabilizers 1 are connected to the two vertical stabilizers 3 by passing through the outer ends of the two internal motor arms, respectively. The horizontal stabilizers 1 can be connected to the internal motor arms 2 as a single unit before being connected to the vertical stabilizers 3. This reduces the number of connecting parts between the internal motor arms 2 and the horizontal stabilizers 1, thereby reducing the weight of the aircraft without reducing battery weight or other redundant protective components.

[0098] The embodiments of this application also provide an aircraft, including the aircraft body structure according to this application. The aircraft further includes a fuselage and a wing connected to the fuselage, wherein the tail side of the fuselage is connected to the horizontal stabilizer, and the wing is connected to the inner motor arm.

[0099] The aircraft may also include external motor arms, which may be two, located on the outer side of the width direction W of the two internal motor arms.

[0100] The aircraft can be an electric vertical takeoff and landing aircraft for carrying people or cargo.

[0101] It should be understood that at least some aspects or features of the above-described implementation methods, embodiments, or examples can be appropriately combined.

[0102] It is understood that, in this application, when the number of parts or components is not specifically limited, the number can be one or more, where multiple refers to two or more. For cases where the number of parts or components shown in the drawings and / or described in the specification is, for example, two, three, four, etc., this specific number is generally exemplary and not restrictive, and can be understood as multiple, i.e., two or more; however, this does not mean that this application excludes the case of one.

[0103] In this application, unless otherwise expressly stated or limited, terms such as "installation," "assembly," "connection," "linking," "joining," "linking," "abutment," "communication," "conduction," "fixing," and "fastening" should be interpreted broadly, for example, they can be direct or indirect. For instance, regarding connection, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components or an interaction between two components, unless otherwise expressly stated or limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0104] In this application, unless otherwise expressly stated or limited, a component being disposed / installed / located / accommodated / enclosed / placed within, inside, or within another component, or a component being inserted / extended / extended into or into another component, can be either of the following two situations: a portion or a majority of the one component is located within the other component; or the one component is completely accommodated / received within the other component.

[0105] It should be understood that the above-described embodiments, examples, or examples are merely exemplary and are not intended to limit this application. Those skilled in the art can make various modifications and changes to the above-described embodiments, examples, or examples under the teachings of this application without departing from the scope of this application.

Claims

1. An aircraft fuselage structure, characterized in that, include: A horizontal stabilizer (1) extending along the width direction (W) of the aircraft; an inner motor arm (2) extending along the front-rear direction (FR) of the aircraft; and a vertical stabilizer (3) connected to the horizontal stabilizer (1), wherein, The horizontal stabilizer (1) is located at the tail of the aircraft and includes a horizontal stabilizer fin (10). The horizontal stabilizer fin (10) includes a skin assembly (11) and a frame assembly (12), wherein... The skin assembly (11) covers the outside of the skeleton assembly (12); The frame assembly (12) includes at least one beam assembly (121) extending along the width direction (W) of the aircraft and beyond the skin assembly (11); the inner motor arm (2) includes at least one mounting frame member (21) arranged radially along the inner motor arm (2), wherein the mounting frame member (21) is connected to the portion of the beam assembly (121) extending beyond the skin assembly (11) such that the horizontal stabilizer (1) and the inner motor arm (2) are connected together. One end of the beam assembly (121) in the length direction includes a connecting lug extending beyond the frame of the inner motor arm (2), the connecting lug being connected to the tail (3), wherein the inner motor arm (2) and the tail (1) are first connected together and then connected to the tail (3) as a whole assembly.

2. The aircraft fuselage structure according to claim 1, characterized in that, The portion of the beam assembly (121) extending beyond the skin assembly (11) has a beam mounting area facing the mounting frame member (21), the beam mounting area being connected to the mounting frame member (21).

3. The aircraft fuselage structure according to claim 1, characterized in that, The beam assembly (121) includes a front beam (1211) and a rear beam (1212). The mounting frame component (21) includes a thrust motor frame (211) and an inner motor arm frame (212) spaced apart along the axis of the inner motor arm (2). The rear beam (1212) is connected to the thrust motor frame (211), and the front beam (1211) is connected to the inner motor arm frame (212).

4. The aircraft fuselage structure according to claim 1, characterized in that, The beam assembly (121) includes interconnected U-shaped connecting parts (1231) and connecting lugs (1232), wherein, The U-shaped connecting part (1231) is disposed inside the inner motor arm (2), and the bottom of the U-shaped connecting part (1231) is connected to the mounting frame component (21); The connecting ear (1232) is connected to the bottom of the U-shaped connecting part (1231), and the connecting ear (1232) has a plurality of connecting holes that connect to the vertical tail (3).

5. The aircraft fuselage structure according to claim 4, characterized in that, The connecting ear (1232) includes a single ear structure. The tail (3) is provided with a double ear structure spaced apart on the side facing the inner motor arm (2). The single ear structure extends into the space between the double ear structures. The single ear structure and the double ear structure include ear plate holes arranged opposite to each other. Bolts pass through the ear plate holes and are fastened with nuts to achieve a detachable connection.

6. The aircraft fuselage structure according to claim 3, characterized in that, The horizontal tail (1) also includes an elevator (13), which is located on the rear side of the horizontal tail (10) and is used to control the pitch of the aircraft.

7. The aircraft fuselage structure according to claim 6, characterized in that, The skeleton assembly (12) includes a plurality of support ribs (122), which are connected to the front beam (1211) and the rear beam (1212) to define a servo mounting compartment (124). The servo in the servo mounting compartment (124) controls the angle of the elevator (13). The skin assembly (11) contains a wiring harness for supplying power to the servo and transmitting control signals.

8. The aircraft fuselage structure according to claim 1, characterized in that, In the width direction of the aircraft, the side of the horizontal stabilizer (1) away from the inner motor arm (2) is connected to the fuselage (4) of the aircraft; In the longitudinal direction of the aircraft, the inner motor arm (2) is connected to the wing (5) of the aircraft on the side away from the horizontal stabilizer (1).

9. The aircraft fuselage structure according to claim 1, characterized in that, The aircraft is an electric vertical takeoff and landing (eVTOL) aircraft used for carrying passengers or cargo. The aircraft includes two internal motor arms (2), two horizontal stabilizers (1) and two vertical stabilizers (3). The two internal motor arms (2) are arranged parallel to each other on both sides of the fuselage of the aircraft. The outer ends of the two horizontal stabilizers (1) pass through the two internal motor arms (2) and are connected to the two vertical stabilizers (3). The inner ends of the two horizontal stabilizers (1) are connected to both sides of the fuselage in the width direction.

10. An aircraft, characterized in that, The aircraft includes the airframe structure of any one of claims 1 to 9, the aircraft further including a fuselage and wings connected to the fuselage, wherein, The tail side of the fuselage is connected to the horizontal stabilizer. The wing is connected to the inner motor arm.

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