Wing body connecting structure and method

Abstract

The invention belongs to the field of aerospace engineering, and particularly relates to a wing body connecting structure and method. The wing body connecting structure comprises a connector and a plurality of one-way belts; the connector comprises a connecting end and an embedding end, the connecting end is connected with the canard cross beam, the wing cross beam or the empennage cross beam, the embedding end is embedded into the fuselage skin, and a transverse through groove is formed in the embedding end; the one-way belts penetrate through the through grooves, and the two ends of each one-way belt are bonded to the inner surface and the outer surface of the fuselage skin respectively and extend to the bottom of the fuselage. The mode that the connector is matched with the one-way belt is adopted, so that the load of the fuselage is effectively transmitted to the connector through the one-way belt, the problem that the bonding performance of the connector and the skin is poor is solved, the lift load of the wing is borne, and the structural reliability is high; the whole structure is few in component, simple and clear in force transmission path and light in weight, and the manufacturing cost and the assembling difficulty of parts are effectively reduced.

Description

Technical Field

[0001] This invention belongs to the field of aerospace engineering, and specifically relates to a wing-body connection structure and method. Background Technology

[0002] The wing-fuselage connection structure is one of the core components of an aircraft's main load-bearing structure. Its core function is to safely and effectively transfer the lift, gravity, and various maneuvering loads generated by the wings to the fuselage. As the most stress-concentrated and complex part of the entire aircraft, the quality of its design directly determines the aircraft's structural efficiency, safe service life, and manufacturing cost.

[0003] Traditional wing-body connection solutions are mainly divided into two categories. The first is the frame type, such as patents commonly found in early or small-to-medium-sized aircraft. This method relies on a centralized joint on the wing root spars, connected to the fuselage reinforcing frame via a few high-strength pins. This often results in discontinuous load transfer paths, leading to high stress concentration in the joint area, which easily causes fatigue cracks and other problems. It requires significant reinforcement of the joints and surrounding structures, which directly leads to increased component weight and production costs. The second is the integrated connection between the central wing box and the fuselage frame. By allowing the central wing box to run through the fuselage, the load is transferred more evenly from the wing skin and spars to the fuselage structure, improving the stress concentration problem. However, its structural complexity is increased: the central wing box itself is a complex box-shaped structure composed of strong beams, ribs, flanges, and panels, requiring precise and robust connections to several reinforcing frames in the mid-section of the fuselage. This results in a large number of high-strength bolts, angle brackets, shear studs, and other fasteners and connectors, which not only makes the assembly process extremely cumbersome but also significantly increases material costs and assembly time.

[0004] In summary, traditional wing-body connection structures often sacrifice structural simplicity, lightweight design, and economy in order to achieve the goal of safe and reliable force transmission. Therefore, it is necessary to develop a new, lightweight, and efficient design solution. Summary of the Invention

[0005] This invention aims to solve the above problems and provides a wing-body connection structure and method. Based on the connection method with fewer structural components, a simple and clear force transmission path, and light weight, it can effectively reduce the manufacturing cost of parts and the assembly difficulty.

[0006] According to the technical solution of the present invention, the wing-body connection structure includes a connector and several one-way straps; The connector includes a connecting end and an inserting end; the connecting end is connected to the canard spar, wing spar, or tail spar; the inserting end is embedded in the fuselage skin and has a transverse through slot. The plurality of unidirectional belts are arranged through the through groove, and the two ends of the unidirectional belts are respectively bonded to the inner and outer surfaces of the fuselage skin and extend to the bottom of the fuselage.

[0007] Furthermore, the connector is a one-piece structure.

[0008] Furthermore, the surface of the embedded end is uneven or has a porous structure, and the thickness of the embedded end gradually decreases from top to bottom.

[0009] Furthermore, the top of the embedded end extends upward to form a connecting portion; the connecting end includes connecting plates vertically disposed on both sides of the connecting portion, the connecting plates having opposing connecting holes, and a transition section is provided between the connecting plates and the connecting portion, the width of the transition section gradually narrowing from the connecting portion to the connecting plate.

[0010] Furthermore, when the embedded end is embedded into the fuselage skin, the height of the through groove is not lower than the height of the upper stringer of the fuselage.

[0011] Furthermore, the width of the unidirectional strip is 8-10 cm.

[0012] Furthermore, the positions of the individual unidirectional tapes bonded to the inner and outer surfaces of the fuselage skin are symmetrical with the connector as the central axis; the unidirectional tapes on the inner and outer surfaces of the fuselage skin at the same connector are symmetrically distributed with the connector as the central axis.

[0013] Furthermore, the unidirectional belt is made of carbon fiber.

[0014] Another aspect of the present invention provides a wing-body connection method, based on the above-described wing-body connection structure, comprising the following steps: S1: Remove the core material of the fuselage skin corresponding to the canard spar, wing spar and tail spar areas, retain the surface layer, form grooves, and at the same time, cut grooves on the retained surface layer; S2: Insert the embedded end of the connector into the slot, so that the through slot corresponds to the position of the slot on the surface layer; S3: Several unidirectional tapes are laid sequentially from one side of the fuselage skin, passing through the grooves on the surface and the through grooves at the embedded end, and extending to the outer surface of the fuselage skin. The laying of different unidirectional tapes on the fuselage skin is different. S4: Connect the connecting end of the connector to the canard spar, wing spar, or tail spar to complete the wing-body connection.

[0015] Furthermore, in step S2, before the embedded end is embedded into the groove, the step of coating the embedded end with adhesive material is also included; after the embedded end is embedded into the groove, the step of filling the groove with reinforcing material is also included.

[0016] Compared with the prior art, the technical solution of the present invention has the following advantages: Part of the connector structure of the present invention acts as a core material and is laid inside the skin. At the same time, a unidirectional belt that passes through the connector and is laid on the inner and outer surfaces of the skin plays a role in diagonal tension. The two work together to effectively transfer the load of the fuselage to the connector through the unidirectional belt, solving the problem of poor bonding performance between the connector and the skin, bearing the lift load of the wing, and having high structural reliability. The overall structure has fewer components, a simple and clear force transmission path, and is lightweight, effectively reducing the manufacturing cost of parts and the difficulty of assembly. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the wing-body connection structure of the present invention in use.

[0018] Figure 2 This is a schematic diagram of the wing-body connection structure of the present invention.

[0019] Figure 3 This is a schematic diagram of the connector of the present invention.

[0020] Figure 4 for Figure 3 Side view.

[0021] Figure 5 This is a schematic diagram of the unidirectional band distribution of the present invention.

[0022] Explanation of reference numerals in the attached drawings: 100-support frame, 200-connector head, 210-connecting end, 211-connecting plate, 212-connecting hole, 220-connecting part, 230-embedded end, 231-through groove, 240-transition section, 300-one-way belt, 400-canard, 500-wing, 510-main beam, 520-rear beam, 600-tail fin, 700-fuselage, 710-skin, 720-upper stringer, 730-lower stringer. Detailed Implementation

[0023] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments described are not intended to limit the present invention.

[0024] like Figure 1 As shown, the present invention provides a wing-body connection structure for connecting the fuselage 700, canard 400, wing 500, and tail 600. Specifically, one or two connection structures are provided at the canard 400; two connection structures are provided at the wing 500, corresponding to the main spars 510 and the rear spars 520 of the wing 500 respectively, that is, the two connection structures are arranged in a front-to-back manner, which can prevent the wing from twisting while transmitting loads; and one connection structure is provided at the tail 600.

[0025] like Figure 1 and 2As shown, the wing-body connection structure of the present invention includes a connector 200 and a one-way belt 300.

[0026] The connector 200 is made of metal and includes a connecting end 210 and an insert end 230. The connecting end 210 is connected to the crossbeam (hereinafter collectively referred to as the wing spars) of the canard 400, wing 500 or tail 600. The insert end 230 is embedded in the skin 710 of the fuselage 700 and has a transverse through slot 231.

[0027] A support frame 100 is typically located at the position where the connector 200 is set (i.e., the wing spars). Its structure can be similar to an existing fuselage reinforcing frame, with a U-shaped form, and is detachably connected to the wing spars. The bottom of the support frame 100 can be widened to effectively enhance local stiffness and stability, while providing sufficient bottom area and stiffness to efficiently transfer and distribute concentrated loads. In some embodiments, the connector 200 can be connected to the support frame 100, with both sharing the pressure loads of the wing and the wing motor system.

[0028] In some preferred embodiments, the connector 200 is a one-piece structure, which can provide higher structural stability. For example... Figure 3 and 4 As shown, the top of the embedded end 230 extends upward to form a connecting portion 220. The connecting end 210 includes two connecting plates 211, which are vertically arranged on both sides of the connecting portion 220. To ensure the connection strength between the connecting end 210 and the connecting portion 220, a transition section 240 is also provided between them. The width of the transition section 240 gradually narrows from the connecting portion 220 to the connecting plate 211. At the same time, to fully match the wing beam structure, the distance between the two connecting plates 211 is consistent with the width of the wing beam, specifically based on the installation position of the connector 200. Opposite connecting holes 212 are opened on the connecting plates 211 to form a structure similar to a lifting lug. When connecting the wing beam, a pin is used to pass through one side connecting hole 212, the wing beam, and the other side connecting hole 212 in sequence, thereby connecting the wing beam and the connecting end 210.

[0029] The surface of the embedded end 230 is uneven or has a porous structure; for example, blind holes or through holes can be formed on the surface of the embedded end 230 (e.g., Figure 3 As shown), this allows the insert end 230 to provide better bonding performance when embedded in the skin 710. Preferably, the uneven surface or open area of ​​the insert end 230 is located below the through groove 231, and the thickness of the insert end 230 in this area gradually decreases from top to bottom so as to be embedded in the fuselage skin.

[0030] A unidirectional belt 300 passes through the through slot 231 of the embedded end 230. One end of the unidirectional belt 300 is bonded to the inner surface of the skin 710 and extends to the bottom of the fuselage 700, while the other end is bonded to the outer surface of the skin 710 and extends to the bottom of the fuselage 700. Multiple unidirectional belts 300 are bonded to the skin 710 at different positions, forming a structure similar to a stay cable, which effectively transfers the load of the fuselage to the connector 200.

[0031] like Figure 5 As shown, in some preferred embodiments, the positions of each unidirectional strap 300 bonded to the inner and outer surfaces of the fuselage skin are symmetrical about the connector 200 as the central axis; the unidirectional straps 300 on the inner and outer surfaces of the fuselage skin at the same connector 200 are symmetrically distributed about the connector 200 as the central axis. Specifically, the figure shows the unidirectional straps on one side of the fuselage skin: one unidirectional strap 300 is set in the vertical direction (central axis), and the other unidirectional straps 300 are arranged in a fan shape with the bottom flush, and the included angle between adjacent unidirectional straps 300 is 15°; the unidirectional straps on the other side are also distributed as shown in the figure. Taking a unidirectional strap 300 with an included angle of 60° as an example, it is formed by two unidirectional straps 300, one wrapping from the left side of the inner surface of the fuselage skin to the right side of the outer surface, and the other wrapping from the right side of the inner surface of the fuselage skin to the left side of the outer surface (the order of the inner and outer surfaces is adjustable). Since the unidirectional belt angle is too small, it cannot effectively distribute the load, and the unidirectional belt angle is too large, the pulling force it provides is limited. Therefore, the preferred range of the angle between several unidirectional belts 300 on the same connector 200 is 60-120°.

[0032] In use, the wing-body connection structure of this invention has the connector 200 embedded in a pre-drilled recess in the pre-formed fuselage skin 710. Since the resin (skin core material) and the metal material (connector 200) do not have ideal bonding properties, after the fuselage skin is molded, a one-way tape 300 is applied to the inner surface of the skin 710 and extends from the fuselage interior through the through-groove 231 of the connector 200 to the outer surface. This allows the load of the fuselage 700 to be effectively transferred to the connector 200 via the one-way tape 300, solving the problem of poor bonding performance between the metal connector 200 and the skin 710, and enabling the structure to withstand the lift load of the wing.

[0033] In some preferred embodiments, when the embedded end 230 is embedded in the fuselage skin, the height of the through groove 231 is not lower than the height of the upper stringer 720 of the fuselage 700. At this time, when the unidirectional belt 300 passes through the through groove 231, it can also cross the upper stringer 720, and the upper stringer 720 can be used to bear part of the load.

[0034] The width of the unidirectional strip 300 is 8-10cm, and similarly, the width of the through slot 231 is also set to 8-10cm. Correspondingly, the width of the insert end 230 needs to be wider than the through slot 231, typically 1.5-2 times the width of the through slot 231. The unidirectional strip 300 can be made of carbon fiber, which is lightweight while possessing extremely high tensile strength, excellent fatigue resistance and damage tolerance, good corrosion resistance, a lower coefficient of thermal expansion, and high damping characteristics. When applied to wing-body connections, it can achieve lightweight, high performance, and long service life.

[0035] Based on the above connection structure, the present invention also provides a wing-body connection method, comprising the following steps: S1: Remove the core material of the fuselage skin corresponding to the canard spar, wing spar and tail spar areas, retain the surface layer, form grooves, and at the same time, cut grooves on the retained surface layer; S2: Insert the embedded end 230 of the connector 200 into the groove, so that the through groove 231 corresponds to the position of the groove on the surface, and fill the groove with reinforcing material. S3: Several unidirectional tapes 300 are laid sequentially from the inner surface of the fuselage skin 710, passing through the groove on the surface and the through groove 231 of the embedded end 230, and extending to the outer surface of the fuselage skin. Different unidirectional tapes 300 are laid differently on the fuselage skin. S4: The connecting end 210 of the connector 200 is connected to the canard spar, wing spar, or tail spar to complete the wing-body connection.

[0036] Preferably, in step S2, before the embedded end 230 is embedded into the groove, the step further includes applying an adhesive material to the embedded end 230; after the embedded end 230 is embedded into the groove, the step further includes filling the groove with reinforcing material. The reinforcing material can be, for example, the material of the core material of the skin 710. The outer reinforcing layer formed by filling the adhesive area of ​​the embedded end 230 with reinforcing material improves the adhesive performance of the connector 200 on the skin 710.

[0037] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A wing-body connection structure, characterized in that, Includes a connector (200) and several unidirectional strips (300); The connector (200) includes a connecting end (210) and an insert end (230); the connecting end (210) is connected to the canard spar, wing spar or tail spar; the insert end (230) is inserted into the fuselage skin and has a transverse through slot (231) on it. The plurality of unidirectional belts (300) are arranged through the through groove (231), and the two ends of the unidirectional belts (300) are respectively bonded to the inner and outer surfaces of the fuselage skin and extend to the bottom of the fuselage.

2. The wing-body connection structure as described in claim 1, characterized in that, The connector (200) is an integral structure.

3. The wing-body connection structure as described in claim 1, characterized in that, The surface of the embedded end (230) is uneven or has a porous structure, and the thickness of the embedded end (230) gradually decreases from top to bottom.

4. The wing-body connection structure as described in any one of claims 1-3, characterized in that, The top of the embedded end (230) extends upward to form a connecting part (220); the connecting end (210) includes a connecting plate (211) vertically disposed on both sides of the connecting part (220), the connecting plate (211) has opposite connecting holes (212), and a transition section (240) is provided between the connecting plate (211) and the connecting part (220), the width of the transition section (240) gradually narrows from the connecting part (220) to the connecting plate (211).

5. The wing-body connection structure as described in claim 1, characterized in that, When the embedded end (230) is embedded into the fuselage skin, the height of the through groove (231) is not lower than the height of the upper stringer of the fuselage.

6. The wing-body connection structure as described in claim 1, characterized in that, The width of the unidirectional strip (300) is 8-10cm.

7. The wing-body connection structure as described in claim 1, characterized in that, The positions of the single unidirectional tape (300) bonded to the inner and outer surfaces of the fuselage skin are symmetrical with the connector (200) as the central axis; the unidirectional tapes (300) on the inner and outer surfaces of the fuselage skin at the same connector (200) are symmetrically distributed with the connector (200) as the central axis.

8. The wing-body connection structure as described in claim 1, 6, or 7, characterized in that, The unidirectional belt (300) is made of carbon fiber.

9. A wing-body connection method, characterized in that, Based on the wing-body connection structure according to any one of claims 1-8, the implementation includes the following steps: S1: Remove the core material of the fuselage skin corresponding to the canard spar, wing spar and tail spar areas, retain the surface layer, form grooves, and at the same time, cut grooves on the retained surface layer; S2: Insert the embedded end (230) of the connector (200) into the slot, so that the through slot (231) corresponds to the position of the slot on the surface layer; S3: Several unidirectional tapes (300) are laid sequentially from one side of the fuselage skin, passing through the groove on the surface and the through groove (231) of the embedded end (230), and extending to the outer surface of the fuselage skin. The different unidirectional tapes (300) are laid in different positions on the fuselage skin. S4: Connect the connecting end (210) of the connector (200) to the canard spar, wing spar or tail spar to complete the wing-body connection.

10. The wing-body connection method as described in claim 9, characterized in that, In step S2, before the embedded end (230) is embedded into the groove, the step of coating the embedded end (230) with adhesive material is also included; after the embedded end (230) is embedded into the groove, the step of filling the groove with reinforcing material is also included.

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