Aircraft skeleton and aircraft wind bearing structure

Abstract

The invention discloses an aircraft framework and an aircraft wind bearing structure. The aircraft framework comprises a first longitudinal beam assembly, a plurality of supporting beam assemblies, a second longitudinal beam assembly and a plurality of ring frame assemblies. The two ends of the annular frame assembly are fixedly connected with the first longitudinal beam assembly and the second longitudinal beam assembly through inserting structures correspondingly, and at least part of the connecting positions are provided with glue joint reinforcing structures. The supporting beam assemblies are fixed between every two adjacent ring frame assemblies, at least one end of at least part of the supporting beam assemblies is connected with the ring frame assemblies through an inserting structure, and at least part of the connecting positions are provided with glue joint reinforcing structures. By means of the composite connection mode of combining plug-in positioning with glue joint strengthening, high connection strength and rigidity are achieved; compared with traditional bolt connection, the weight of a large amount of fasteners is reduced, the weight of the bonding layer is extremely light, and therefore the weight can be greatly reduced; the method is particularly suitable for a composite material structure, and fiber damage caused by drilling is avoided.

Description

TECHNICAL FIELD

[0001] The application relates to an aircraft framework and an aircraft wind receiving structure and belongs to the technical field of aerospace equipment. BACKGROUND

[0002] With the development of science and technology and the needs of the country, higher requirements are put forward for the structural design of aerospace equipment, that is, not only the use strength and rigidity but also the light weight and the demand for mass production. As an important part of the aircraft, the aircraft framework has a great influence on the use strength and rigidity of the aerospace equipment and is directly related to whether the aerospace equipment can meet the weight requirement.

[0003] Therefore, there is an urgent need for an aircraft framework structure that can meet the light weight requirement while having sufficient strength. SUMMARY

[0004] In view of the deficiencies of the prior art, the application provides an aircraft framework, which comprises a first longitudinal beam assembly, a plurality of support beam assemblies, a second longitudinal beam assembly and a plurality of ring frame assemblies; the two ends of the ring frame assembly are fixedly connected with the first longitudinal beam assembly and the second longitudinal beam assembly through plug-in structures, and a glue joint reinforcing structure is arranged at at least part of the connecting positions; the support beam assembly is fixed between two adjacent ring frame assemblies, at least one end of at least part of the support beam assemblies is connected with the ring frame assembly through a plug-in structure, and a glue joint reinforcing structure is arranged at at least part of the connecting positions.

[0005] In the above technical solution, further, the plurality of ring frame assemblies comprises a plurality of at least one metal ring frame assembly and a plurality of composite ring frame assemblies; the first longitudinal beam assembly and the second longitudinal beam assembly respectively comprise a first longitudinal extension section, a transverse bending section and a second longitudinal extension section, the transverse bending section connects the first longitudinal extension section and the second longitudinal extension section; the metal ring frame assembly is fixed to the transverse bending section, and the composite ring frame assembly is fixed to the first longitudinal extension section or the second longitudinal extension section.

[0006] In the above technical solution, further, a glue joint reinforcing structure and a connecting piece are arranged at the connecting position of the metal ring frame assembly and the transverse bending section, and the connecting piece is fixedly connected with the metal ring frame assembly and the transverse bending section through a bolt structure.

[0007] In the above technical solution, further, for the plurality of ring frame assemblies connected to the transverse bending section and the second longitudinal extension section of the first longitudinal beam assembly or the second longitudinal beam assembly, a wing bulkhead assembly is fixedly connected between two adjacent ring frame assemblies.

[0008] In the above technical solution, further, a plurality of wing rib assemblies are further included, and the wing rib assemblies are fixed to the outer side of the first longitudinal beam assembly or the second longitudinal beam assembly.

[0009] In the above technical solution, the rib assembly further includes a plurality of first-type rib assemblies installed on the first longitudinal extension of the first longitudinal beam assembly or the second longitudinal beam assembly; the first-type rib assembly has a vertical surface and a horizontal surface that are perpendicular to each other, and the vertical surface is closely attached to and fixed to the outside of the first longitudinal beam assembly or the second longitudinal beam assembly.

[0010] In the above technical solution, the wing rib assembly further includes a plurality of second-type wing rib assemblies installed on the transverse bending section and the second longitudinal extension section of the first longitudinal beam assembly or the second longitudinal beam assembly. One end of the second-type wing rib assembly is provided with a first fixed step and a first arc-shaped support surface. The ring frame assembly corresponding to the second-type wing rib assembly is provided with a second fixed step and a second arc-shaped support surface. The first fixed step and the second fixed step clamp and fix the first longitudinal beam assembly or the second longitudinal beam assembly, and the first arc-shaped support surface and the second arc-shaped support surface are spliced ​​together to form a smooth arc-shaped support surface.

[0011] In the above technical solution, the main body of the first longitudinal beam assembly and the second longitudinal beam assembly is C-shaped steel, and the C-shaped steel is provided with a number of vertical ribs arranged at intervals; the plug-in structure at both ends of the ring frame assembly is parallel to the vertical ribs.

[0012] This application also provides a wind-receiving structure for an aircraft, including an upper skin, a lower skin, and the aforementioned aircraft frame. The upper skin and the lower skin are fixedly connected and form a cavity. The aircraft frame is fixed inside the cavity and supports the upper skin and the lower skin inside the cavity.

[0013] In the above technical solution, further, the upper skin is provided with a first edge thickening area and a first middle thickening area near the edge, and the thickness of the first middle thickening area is less than the thickness of the first edge thickening area; the lower skin is provided with a second edge thickening area and a second middle thickening area near the edge, and the thickness of the second middle thickening area is greater than the thickness of the first edge thickening area; the first edge thickening area is fitted and fixed to the second edge thickening area, and an insertion cavity is provided between the first middle thickening area and the second middle thickening area; a plurality of wing rib assemblies located on both sides of the aircraft frame are provided with insertion parts, and the insertion parts are inserted into the insertion cavity.

[0014] The aircraft frame provided in this application has the following beneficial effects:

[0015] The ring frame assembly establishes a basic connection with the first and second longitudinal beam assemblies through a plug-in structure and is reinforced by an adhesive bonding structure; the connection between the support beam assembly and the ring frame assembly also adopts the same connection method. This composite connection method, combining plug-in positioning with adhesive bonding reinforcement, offers high connection strength and rigidity; compared to traditional bolted connections, it significantly reduces the weight of fasteners, and the adhesive layer itself is extremely lightweight, thus resulting in substantial weight reduction; it is particularly suitable for composite material structures, avoiding damage to the fibers caused by drilling. Attached Figure Description

[0016] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0017] Figure 1 A three-dimensional structural diagram of the aircraft skeleton provided for embodiments of this application;

[0018] Figure 2 A three-dimensional structural schematic diagram of the first longitudinal beam assembly and the second longitudinal beam assembly provided for embodiments of this application;

[0019] Figure 3 A three-dimensional structural schematic diagram of the ring frame assembly provided for embodiments of this application;

[0020] Figure 4 A schematic diagram of the connection structure of the first longitudinal beam assembly, the second longitudinal beam assembly, and the metal ring frame assembly provided for embodiments of this application;

[0021] Figure 5 A three-dimensional structural schematic diagram of the support beam assembly provided for an embodiment of this application;

[0022] Figure 6 A three-dimensional structural schematic diagram of the wing bulkhead assembly provided for an embodiment of this application;

[0023] Figure 7 A three-dimensional structural schematic diagram of the rib assembly provided for embodiments of this application;

[0024] Figure 8 A schematic diagram of the installation of a second type of rib assembly provided for an embodiment of this application;

[0025] Figure 9 A three-dimensional structural diagram of the wind-receiving structure of an aircraft provided for an embodiment of this application;

[0026] Figure 10 A three-dimensional structural diagram of the upper and lower skin provided for embodiments of this application;

[0027] Figure 11 for Figure 10 Enlarged view of the local structure at point A;

[0028] Figure 12 for Figure 10 Enlarged view of the local structure at point B;

[0029] Figure 13 This is a schematic diagram of the assembly of the upper skin, lower skin, and rib assembly provided for embodiments of this application. Attached Figure Description

[0030] 100 - First longitudinal beam assembly; 200 - Second longitudinal beam assembly; 300 - Support beam assembly; 400 - Ring frame assembly; 500 - Wing frame assembly; 600 - Wing rib assembly; 700 - Connector; 800 - Upper skin; 900 - Lower skin; 110 - First longitudinal extension section; 120 - Lateral bending section; 130 - Second longitudinal extension section; 140 - First insertion position; 150 - Vertical rib; 310 - Second insertion block; 410 - Metal ring frame assembly; 420 - Composite ring frame assembly; 430 - First mounting block; 610 - First type of wing rib assembly; 620 - Second type of wing rib assembly; 630 - Mounting part; 611 - Vertical surface; 612 - Horizontal surface; 621 - First fixed step; 622 - First arc-shaped support surface; 810 - First edge thickening area; 820 - First central thickening area; 910 - Second edge thickening area; 920 - Second central thickening area. Detailed Implementation

[0031] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0032] The embodiments based on the concepts of this disclosure can be modified in various ways and can take many forms. Therefore, specific embodiments will be illustrated by way of example in the accompanying drawings and described in detail in this specification or application. However, this is not intended to limit the embodiments based on the concepts of this disclosure to the specific forms disclosed, and should be understood to include all modifications, equivalents, and substitutions contained within the spirit and technology of this disclosure.

[0033] The terms "first" and / or "second" may be used to describe multiple constituent elements, but the constituent elements are not limited by the terms. The terms are used only to distinguish one constituent element from other constituent elements; for example, without exceeding the scope of the claims based on the concepts of this disclosure, a first constituent element may be named a second constituent element, and similarly, a second constituent element may be named a first constituent element.

[0034] When it is said that a constituent element is "connected" or "continued" to another constituent element, it should be understood that it can be directly connected to or continued to the other constituent element, or that there are other constituent elements in between. Conversely, when it is said that a constituent element is "directly connected" or "directly continued" to another constituent element, it should be understood that there are no other constituent elements in between. Other expressions used to describe the relationship between constituent elements, such as "between" or "directly between" or "adjacent to" or "directly adjacent to", should also be interpreted in the same way.

[0035] The terminology used in this specification is for illustrative purposes only and is not intended to limit the scope of this disclosure. Unless otherwise clearly stated in the text, singular expressions include plural expressions. In this specification, terms such as "comprising" or "having" specify the presence of predetermined features, numbers, steps, actions, constituent elements, components, or combinations thereof, and should be understood as not precluding the presence or additional possibilities of one or more other features or numbers, steps, actions, constituent elements, components, or combinations thereof.

[0036] Unless otherwise defined, all terms used herein, including technical or scientific terms, shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. Terms that are identical to their definitions in commonly used dictionaries shall be interpreted in a meaning consistent with their literal meaning in the relevant art, and shall not be ideally or excessively interpreted in a formal sense unless explicitly defined in this specification.

[0037] To meet the performance requirements of aerospace equipment, which include strength, rigidity, and lightweight design, a new aircraft frame needs to be designed.

[0038] To this end, this application provides an aircraft frame, including a first longitudinal beam assembly, several support beam assemblies, a second longitudinal beam assembly, and several ring frame assemblies; both ends of the ring frame assembly are fixedly connected to the first longitudinal beam assembly and the second longitudinal beam assembly respectively through plug-in structures, and adhesive reinforcement structures are provided at at least some of the connection points; the support beam assembly is fixed between two adjacent ring frame assemblies, and at least one end of at least some of the support beam assemblies is connected to the ring frame assembly through plug-in structures, and adhesive reinforcement structures are provided at at least some of the connection points.

[0039] The first and second longitudinal beam assemblies provide longitudinal support, and several ring frame assemblies fixed to the first and second longitudinal beam assemblies provide lateral support. The support beam assemblies are used to enhance the local stiffness and stability of the frame structure and to transfer loads.

[0040] The ring frame assembly establishes a basic connection with the first and second longitudinal beam assemblies through a plug-in structure and is reinforced by an adhesive bonding structure; the connection between the support beam assembly and the ring frame assembly also adopts the same connection method. This composite connection method combining plug-in positioning and adhesive bonding reinforcement has the following advantages:

[0041] High connection strength and rigidity: The synergistic effect of plug-in and adhesive bonding far exceeds the performance of a single connection method.

[0042] High reliability: Adhesive bonding effectively compensates for gaps and stress concentrations that may exist in interlocking joints, improving the fatigue life and environmental adaptability of the joint.

[0043] Lightweight: Compared to traditional bolted connections, it significantly reduces the weight of fasteners; the adhesive layer itself is extremely lightweight.

[0044] Good structural integrity: The adhesive bonding forms a continuous interface, resulting in more uniform load transfer and better overall structural deformation coordination.

[0045] Process adaptability: Especially suitable for composite material structures, avoiding damage to fibers caused by drilling.

[0046] The above-mentioned design scheme of this application will be further described in detail with reference to the accompanying drawings.

[0047] Figure 1 A three-dimensional structural diagram of the aircraft skeleton provided for an embodiment of this application.

[0048] Please see Figure 1 The aircraft frame provided in this application includes a first longitudinal beam assembly 100, a plurality of support beam assemblies 300, a second longitudinal beam assembly 200, a plurality of ring frame assemblies 400, a plurality of wing bulkhead assemblies 500, and a plurality of wing rib assemblies 600. The two ends of the ring frame assembly 400 are fixedly connected to the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200 respectively via plug-in structures, and adhesive reinforcement structures are provided at least partially at the connection points; the support beam assemblies 300 are fixed between two adjacent ring frame assemblies 400, and at least one end of at least a portion of the support beam assemblies 300 is connected to the ring frame assembly 400 via plug-in structures, and adhesive reinforcement structures are provided at at least partially at the connection points; wing bulkhead assemblies 500 are fixedly connected between at least partially adjacent ring frame assemblies 400; and wing rib assemblies 600 are fixed to the outside of the first longitudinal beam assembly 100 or the second longitudinal beam assembly 200.

[0049] Figure 2 A three-dimensional structural schematic diagram of the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200 provided for embodiments of this application.

[0050] See Figure 2In some embodiments, the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200 have the same structure, are integrally processed from high-strength aluminum alloy, and the main body is C-shaped steel. The thickness of the longitudinal beam is 5mm. Each longitudinal beam is provided with 12 vertical ribs 150, the vertical ribs 150 are 25mm thick and the spacing is 200-350mm. The vertical ribs 150 not only play a reinforcing role, but also play a certain counterweight role. The design is thickened at its bends and narrowing parts to ensure the strength of the area, thereby better ensuring the overall strength.

[0051] The first longitudinal beam assembly 100 and the second longitudinal beam assembly 200 are provided with several first insertion positions 140 on opposite sides, and their structure matches the two ends of the ring frame assembly 400.

[0052] Both the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200 adopt a non-straight beam structure, and their specific configuration includes a first longitudinal extension section 110, a transverse bending section 120, and a second longitudinal extension section 130. Among them, the transverse bending section 120 connects the first longitudinal extension section 110 and the second longitudinal extension section 130 to form a continuous bending path.

[0053] Of course, this is only one specific embodiment of this application. The materials and structures of the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200 of this application are not limited to this. For example, in other embodiments, the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200 may be made of titanium alloy with similar strength, stiffness and weight.

[0054] Figure 3 A three-dimensional structural diagram of the ring frame assembly 400 provided in an embodiment of this application.

[0055] See Figure 3 In some embodiments, the ring frame assembly 400 is a C-shaped structure with a wall thickness of 3-7 mm and a width of 30-50 mm. The ring frame assembly 400 has first insertion blocks 430 at both ends. The first insertion blocks 430 are adapted to and connected to first insertion positions 140 provided on the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200. The insertion structure formed by the first insertion blocks 430 and the first insertion positions 140 enables precise positioning of the ring frame assembly 400 on the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200, and provides a basic fixing function during the insertion operation.

[0056] In some embodiments, the ring frame assembly 400 has two types: a metal ring frame assembly 410 and a composite ring frame assembly 420.

[0057] Figure 4 A schematic diagram of the connection structure of the first longitudinal beam assembly 100, the second longitudinal beam assembly 200, and the metal ring frame assembly 410 provided for embodiments of this application.

[0058] SeeFigure 4 In some embodiments, the metal ring frame assembly 410 is fixed to the transverse bending section 120 of the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200, which is a high stress concentration area in the structure. The metal ring frame assembly 410 and the transverse bending section 120 are positioned and fixed by a number of connectors 700. The connectors 700 are fixedly connected to the metal ring frame and the transverse bending section 120 by bolts, which effectively suppresses structural damage to the large longitudinal beam caused by longitudinal load while ensuring assembly accuracy.

[0059] Specific process: The screw is fixed by adhesive bonding and then fixed by countersunk head screws with 90° internal hexagons. The screw head is not allowed to protrude from the surface and should be recessed by 0.05-0.3mm. The screw hole and the screw are fitted with a small clearance so that the screw can play a certain role in resisting shearing.

[0060] The two ends of the composite ring frame assembly 420 are respectively fixed to the first longitudinal extension 110 or the second longitudinal extension 130 of the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200, and the connection position is in a region with relatively low stress.

[0061] In some embodiments, the composite ring frame assembly 420 is a carbon-glass hybrid composite material.

[0062] Figure 5 A three-dimensional structural schematic diagram of the support beam assembly 300 provided for an embodiment of this application.

[0063] See Figure 5 The support beam assembly 300 is fixed between two adjacent ring frame assemblies 400. The support beam assembly 300 is fixed between two adjacent ring frame assemblies 400. At least one end of at least a portion of the support beam assembly 300 is provided with a second insertion block 310. The ring frame assembly 400 is provided with a plurality of second insertion positions. The second insertion block 310 and the second insertion positions form an insertion structure to connect the support beam assembly 300 and the ring frame assembly 400. At least a portion of the connection is provided with an adhesive reinforcement structure.

[0064] Figure 6 A three-dimensional structural diagram of the wing frame assembly 500 provided for an embodiment of this application.

[0065] See Figure 6 In some embodiments, for a plurality of ring frame assemblies 400 connected to the transverse bending section 120 and the second longitudinal extension section 130 of the first longitudinal beam assembly 100 or the second longitudinal beam assembly 200, a wing spacer assembly 500 is fixedly connected between two adjacent ring frame assemblies 400.

[0066] The distance between the second longitudinal extension 130 of the first longitudinal beam assembly 100 and the second longitudinal extension 130 of the second longitudinal beam assembly 200 is less than the distance between the first longitudinal extension 110 of the first longitudinal beam assembly 100 and the first longitudinal extension 110 of the second longitudinal beam assembly 200. That is, the first and second longitudinal beam assemblies gradually tighten after passing the transverse bending section 120. This tightening configuration easily leads to the area near the transverse bending section 120 becoming a structurally weak zone. Therefore, in this area, a wing frame assembly 500 is provided on the outside of the first and second longitudinal beam assemblies 100 to enhance the strength of this local structure.

[0067] Figure 7 A three-dimensional structural schematic diagram of the rib assembly 600 provided for an embodiment of this application.

[0068] See Figure 7 In some embodiments, the rib assembly 600 is fixed to the outside of the first longitudinal beam assembly 100 and the second longitudinal beam assembly 200 to support the skin edge.

[0069] The rib assembly 600 can be divided into two types according to its shape characteristics: the first type of rib assembly 610 is installed on the first longitudinal extension section 110 of the first longitudinal beam assembly 100 or the second longitudinal beam assembly 200, and the second type of rib assembly 620 is installed on the transverse bending section 120 and the second longitudinal extension section 130 of the first longitudinal beam assembly 100 or the second longitudinal beam assembly 200.

[0070] The first type of rib assembly 610 has a vertical surface 611 and a horizontal surface 612 that are perpendicular to each other. The vertical surface 611 is closely attached to and fixed to the outside of the first longitudinal beam assembly 100 or the second longitudinal beam assembly 200, and the horizontal surface 612 is flush with the bottom surface of the first longitudinal beam assembly 100 or the second longitudinal beam assembly 200.

[0071] Figure 8 A schematic diagram of the installation of the second type of rib assembly 620 provided for an embodiment of this application.

[0072] See Figure 7 and Figure 8 In some embodiments, one end of the second type of rib assembly 620 is provided with a first fixed step 621 and a first arc-shaped support surface 622, and the ring frame assembly 400 corresponding to the second type of rib assembly 620 is provided with a second fixed step and a second arc-shaped support surface. The first fixed step 621 and the second fixed step clamp and fix the first longitudinal beam assembly 100 or the second longitudinal beam assembly 200, and the first arc-shaped support surface 622 and the second arc-shaped support surface are spliced ​​together to form a smooth arc-shaped support surface.

[0073] The statement above, "a wing bulkhead assembly 500 is fixedly connected between two adjacent ring frame assemblies 400," merely describes the relative position of the wing bulkhead assembly 500 and the ring frame assembly 400, and does not limit the fixing method of the wing bulkhead assembly 500. In fact, both ends of the wing bulkhead assembly 500 are fixed to the second type of wing rib assembly 620.

[0074] Figure 9 A three-dimensional structural diagram of the wind-receiving structure of an aircraft provided for an embodiment of this application; Figure 10 A three-dimensional structural diagram of the upper skin 800 and lower skin 900 provided for embodiments of this application.

[0075] See Figure 9 and Figure 10 Another embodiment of this application provides a wind-receiving structure for an aircraft, including an upper skin 800, a lower skin 900, and the aforementioned aircraft frame. The upper skin 800 and the lower skin 900 are fixedly connected and form a cavity. The aircraft frame is fixed inside the cavity and supports the upper skin 800 and the lower skin 900 inside the cavity.

[0076] The upper skin 800, i.e. the leeward skin, is an integral structure with an irregular curved surface and a wall thickness of 3mm. The two side edges have been thickened, with a width of 200mm on both sides, and locally thickened to 7mm, and in some areas thickened to 12mm.

[0077] The lower skin 900, i.e. the windward skin, is an irregularly shaped curved integral structure with a wall thickness of 3mm. The two side edges are thickened to 7mm, then transition to 5mm, and the width is 200mm. It is made of carbon-glass composite material and is molded in separate parts.

[0078] Figure 11 for Figure 10 Enlarged view of the local structure at point A; Figure 12 for Figure 10 Enlarged view of the local structure at point B; Figure 13 This is a schematic diagram of the assembly of the upper skin 800, lower skin 900, and rib assembly 600 provided for embodiments of this application.

[0079] See Figures 10-13The upper skin 800 has a first edge thickening area 810 and a first middle thickening area 820 near its edge, and the thickness of the first middle thickening area 820 is less than the thickness of the first edge thickening area 810; the lower skin 900 has a second edge thickening area 910 and a second middle thickening area 920 near its edge, and the thickness of the second middle thickening area 920 is greater than the thickness of the first edge thickening area 810; the first edge thickening area 810 is fitted and fixed to the second edge thickening area 910, and an insertion cavity is provided between the first middle thickening area 820 and the second middle thickening area 920; a plurality of wing rib assemblies 600 located on both sides of the aircraft frame are provided with insertion parts 630, and the insertion parts 630 are inserted into the insertion cavities.

[0080] Compared with existing technologies, the wind-receiving structure for aircraft provided by this invention, by setting thicker first and second edge reinforcement zones and fixing them together, forms a reinforced connection area at the skin edge—the most stress-concentrated and critical part. This greatly enhances the connection strength and rigidity between skin layers and between the skin layer and the internal skeleton structure, enabling more effective transmission and dispersion of aerodynamic loads during flight.

[0081] The mounting cavity, enclosed by the first and second thickened sections of the upper and lower skins, provides a natural and precisely dimensionally accurate positioning space for the mounting portion of the rib assembly. During assembly, the mounting portion of the rib assembly can be directly inserted into the mounting cavity for quick and accurate positioning, effectively avoiding misalignment and deviation problems that may occur in traditional assembly, simplifying the assembly process, and improving assembly efficiency and consistency.

[0082] This invention creatively employs a zoned thickening scheme, with thicker edges and a slightly thinner center. While ensuring sufficient strength in critical connection areas, the thickness of the central thickened area, which is not directly connected, is relatively reduced and forms a cohesive layer with the wing ribs. This differentiated thickness design based on stress analysis ensures structural strength while minimizing unnecessary material accumulation, achieving structural lightweighting and improving the overall performance of the aircraft.

[0083] This structure transforms the connection between the rib assembly and the skin from a traditional surface contact or line connection to an "embedded" connection through a tight fit between the mounting part and the mounting cavity. This connection method can transfer loads more smoothly, significantly reducing stress concentration at the connection point, thereby effectively delaying the initiation and propagation of fatigue cracks and improving the fatigue life and reliability of the entire structure under alternating loads.

[0084] The thickened area of ​​the skin and the mounting portion of the wing rib are tightly fitted together through mounting cavities, forming a continuous and more integrated frame structure. This enhances the deformation resistance of the wing or wing surface skin under load, helps maintain a precise and stable aerodynamic shape during flight, and is crucial for improving the aerodynamic performance and handling qualities of the aircraft.

[0085] Furthermore, it should be understood that although this specification describes the embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole and the technical solutions in each embodiment.

Claims

1. An aircraft frame, characterized in that, It includes a first longitudinal beam assembly, several support beam assemblies, a second longitudinal beam assembly, and several ring frame assemblies; the two ends of the ring frame assembly are fixedly connected to the first longitudinal beam assembly and the second longitudinal beam assembly respectively through plug-in structures, and adhesive reinforcement structures are provided at least partially at the connection points; the support beam assembly is fixed between two adjacent ring frame assemblies, and at least one end of at least some support beam assemblies is connected to the ring frame assembly through plug-in structures, and adhesive reinforcement structures are provided at at least partially at the connection points.

2. The aircraft frame according to claim 1, characterized in that, The plurality of ring frame assemblies include at least one metal ring frame assembly and a plurality of composite ring frame assemblies; the first longitudinal beam assembly and the second longitudinal beam assembly respectively include a first longitudinal extension section, a transverse bending section and a second longitudinal extension section, wherein the transverse bending section connects the first longitudinal extension section and the second longitudinal extension section; the metal ring frame assembly is fixed to the transverse bending section, and the composite ring frame assembly is fixed to the first longitudinal extension section or the second longitudinal extension section.

3. The aircraft frame according to claim 2, characterized in that, The connection between the metal ring frame assembly and the transverse bending section is provided with an adhesive reinforcement structure and a connector. The connector is fixedly connected to the metal ring frame assembly and the transverse bending section respectively by bolts.

4. The aircraft frame according to claim 2, characterized in that, For a number of ring frame assemblies connected to the transverse bending section and the second longitudinal extension section of the first longitudinal beam assembly or the second longitudinal beam assembly, a wing frame assembly is fixedly connected between two adjacent ring frame assemblies.

5. The aircraft frame according to claim 4, characterized in that, It also includes several rib assemblies, which are fixed to the outside of the first longitudinal beam assembly or the second longitudinal beam assembly.

6. The aircraft frame according to claim 5, characterized in that, The rib assembly includes a plurality of first-type rib assemblies mounted on a first longitudinal extension of a first longitudinal beam assembly or a second longitudinal beam assembly; the first-type rib assembly has a vertical surface and a horizontal surface that are perpendicular to each other, and the vertical surface is closely attached to and fixed to the outside of the first longitudinal beam assembly or the second longitudinal beam assembly.

7. An aircraft frame according to claim 5 or 6, characterized in that, The rib assembly includes several second-type rib assemblies installed on the transverse bending section and the second longitudinal extension section of the first longitudinal beam assembly or the second longitudinal beam assembly. One end of the second-type rib assembly is provided with a first fixed step and a first arc-shaped support surface. The ring frame assembly corresponding to the second-type rib assembly is provided with a second fixed step and a second arc-shaped support surface. The first fixed step and the second fixed step clamp and fix the first longitudinal beam assembly or the second longitudinal beam assembly, and the first arc-shaped support surface and the second arc-shaped support surface are spliced ​​together to form a smooth arc-shaped support surface.

8. The aircraft frame according to claim 1, characterized in that, The main body of the first longitudinal beam assembly and the second longitudinal beam assembly is C-shaped steel, and the C-shaped steel is provided with several vertical ribs arranged at intervals; the plug-in structure at both ends of the ring frame assembly is parallel to the vertical ribs.

9. A wind-receiving structure for an aircraft, characterized in that, It includes an upper skin, a lower skin, and an aircraft frame as described in any one of claims 1-8, wherein the upper skin and the lower skin are fixedly connected and together form a cavity, and the aircraft frame is fixed within the cavity and supports the upper skin and the lower skin inside the cavity.

10. The wind-receiving structure of an aircraft according to claim 9, characterized in that, The upper skin has a first edge thickening area and a first middle thickening area near its edge, and the thickness of the first middle thickening area is less than the thickness of the first edge thickening area; the lower skin has a second edge thickening area and a second middle thickening area near its edge, and the thickness of the second middle thickening area is greater than the thickness of the first edge thickening area; the first edge thickening area is fitted and fixed to the second edge thickening area, and an insertion cavity is provided between the first middle thickening area and the second middle thickening area; a plurality of wing rib assemblies located on both sides of the aircraft frame are provided with insertion parts, and the insertion parts are inserted into the insertion cavities.

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