Wing box structure formed based on composite material combination and assembling method

Abstract

The invention provides a wing box structure formed based on composite material combination and an assembling method. According to the scheme, direct lap joint of stringers of a wing main box section and rib webs is achieved through co-curing of the stringers. The installation limitation of the conventional wing wall plate and the peripheral corners of the rib edge strip is avoided, the connection structure is simplified, and the assembly and maintenance efficiency can be improved. A traditional wing rib is usually of a C-shaped closed structure, and the manufacturing difficulty of a forming process is high; according to the existing scheme, the rib is simplified into an L-shaped structure, so that the process manufacturing difficulty and the mold manufacturing cost of the composite rib are reduced. Meanwhile, the wing ribs can be interchanged, later maintenance after mass production of aircrafts is facilitated, the operation cost is reduced, and the efficiency is improved. According to the scheme, the integral wallboard is formed through combination, the requirements for dimpling and drilling of a traditional wallboard are omitted, an internal wing package can be omitted, the sealing performance of the wallboard is more mature, the precision of the aerodynamic configuration of the wallboard is guaranteed, and the economical efficiency of aircraft operation is improved.

Description

Technical Field

[0001] This invention relates to the field of aerospace structural design, and in particular to a wing box structure based on composite material molding and its assembly method. Background Technology

[0002] Wing ribs function to convert the direction of aerodynamic loads and concentrated loads into the plane direction of the main body and wing spars themselves. That is, they distribute the load to the wing box, where it is balanced by the internal forces of the main body and spars web. Ribs maintain the aerodynamic shape of the wing, preventing significant deformation under aerodynamic forces. Ribs provide support for the main body under load; the bending and torsional stiffness of the ribs directly affect the support coefficient of the rib ends to the main body, thus determining the overall critical stress for instability of the main body.

[0003] Wing rib configurations are typically "C" or "Z" shaped, with specific wing rib structures as follows: Figures 1 to 3 As shown, the rib includes a vertically arranged web 101 and an upper edge strip 103 and a lower edge strip 102 transversely connected to the upper and lower edges of the web. The upper edge strip 103 and the lower edge strip 102 extend in the front-rear direction and are located on the same side of the web. Multiple assembly gaps arranged in the front-rear direction are formed at the corners of the upper and lower edges of the rib. The front and rear ends of the rib are connected to the front beam plate 104 and the rear beam plate 105, respectively. The upper and lower edge strips of the rib are connected to the upper wall plate 107 and the lower wall plate 106, respectively. Long stringers 108 are connected to the surface of the wall plates near the edge strips. The long stringers 108 extend in the left-right direction, and two long stringers are inserted into the same assembly gap and are symmetrically arranged about the front and rear of the assembly gap. The rib and each component are mechanically connected by fasteners. This design may pose the following risks to manufacturing and assembly:

[0004] 1) Poor airtightness of parts: Each bolt hole is a microchannel in the laminate. During aircraft flight, the wing box section, acting as an integral fuel tank, allows pressurized fuel to leak out through these tiny gaps. Sealing processes must be applied to thousands of fasteners during assembly, including applying sealant to mating surfaces and sealing the nut ends. This significantly increases manufacturing costs and process complexity. Furthermore, the sealing effect is highly dependent on the operator's experience. Under long-term alternating loads and temperature cycles, the sealant gradually ages, and the difference in thermal expansion coefficients between the sealant and the composite material can lead to interfacial debonding, causing the sealing performance to decline over time and creating a potential leakage hazard.

[0005] 2) Poor Assembly Processability: The hole-making process is extremely poor. The four corners formed by the intersection of the ribs and beams are typical "assembly difficulty areas." These areas, due to the convergence of multiple structures, are exceptionally narrow and have complex boundaries, making it impossible for traditional automated drilling and riveting equipment to operate due to size and accessibility limitations. In these confined spaces, operators can barely see the operating point directly, and their arm range of motion is severely restricted, making it difficult for the drill bit to enter perpendicularly during hole-making. This not only leads to extremely low assembly efficiency but also easily causes a series of quality hazards such as hole-making defects, insufficient preload, or component scratches, seriously restricting production efficiency and threatening the reliability of structural connections.

[0006] 3) Weakened bonding strength: Due to the anisotropy and weak interlaminar strength of carbon fiber laminates, delamination is easily induced at the pore wall exit and between layers, and internal damage such as microcracks occurs at the fiber-resin interface. These defects significantly weaken the compressive and tensile strength of the bonding area. More importantly, under cyclic loading, these damaged areas will expand into dangerous fatigue crack initiation sites due to stress concentration, thereby drastically reducing the damage tolerance of the structure and posing a serious risk to the long-term fatigue performance and service reliability of the panel.

[0007] 4) Poor aerodynamic performance of aircraft: The current assembly technology of typical wing boxes will result in poor aerodynamic shape. Due to the manufacturing of parts such as wing ribs / panels, the form and position tolerances will be transmitted and accumulated along the assembly path to the aerodynamic shape of the panels, which often leads to the aerodynamic shape surface tolerance of the wing exceeding the tolerance. The aerodynamic surface tolerance of the wing is very important for the flight performance of the aircraft. Summary of the Invention

[0008] In view of the shortcomings of the prior art described above, the present invention provides a wing box structure based on composite material assembly molding, including wing ribs. The wing ribs include vertically arranged web plates and upper edge strips that are laterally connected to the upper edge of the web plates. The upper edge strips extend in the front-rear direction. Multiple L-shaped assembly gaps arranged in the front-rear direction are formed at the corners of the upper edge of the wing ribs. The assembly gaps include vertically connected transverse gaps and longitudinal gaps, both of which are located in the same vertical section perpendicular to the web plates. The transverse gaps are opened in the upper edge strips, and the longitudinal gaps are opened in the area of ​​the web plates near the upper edge.

[0009] The lower wall panel near the rib has an integrally formed longitudinal stiffener extending in the front-to-back direction. Each longitudinal stiffener includes two longitudinal stringers with an L-shaped cross-section. The longitudinal stringer includes a vertical edge and a horizontal edge. The vertical edges of the two longitudinal stringers are attached to each other and symmetrically distributed front and back. The horizontal edge of the longitudinal stringer is integrally attached to the surface of the lower wall panel.

[0010] Optionally, the upper wall panel near the wing rib has multiple transverse reinforcing ribs integrally formed on its surface. Each transverse reinforcing rib includes two transverse stringers extending in the left-right direction. The transverse stringers have an L-shaped cross-section and include a vertical edge and a horizontal edge. The vertical edges of the two transverse stringers are attached to each other and symmetrically distributed in the front and back directions. The horizontal edges of the transverse stringers are integrally attached to the surface of the upper wall panel.

[0011] Optionally, the vertical edge of the transverse stringer is inserted into the assembly gap of the wing rib, the upper edge of the wing rib is attached to the upper wall panel, and the upper edge of the wing rib is fixed to the upper wall panel by a first fastener; the lower edge of the wing rib web abuts against the lower wall panel, and the vertical edge of the longitudinal stringer is attached to the web and fixed by a second fastener.

[0012] Optionally, the surface of the lower wall panel near the rib is also integrally formed with multiple transverse reinforcing ribs arranged in the front-rear direction. The transverse reinforcing ribs are located on the left and right sides of the longitudinal reinforcing ribs, and the transverse reinforcing ribs on the surface of the lower wall panel have the same structure as the transverse reinforcing ribs of the upper wall panel.

[0013] Optionally, the front and rear ends of the rib are connected to the front beam plate and the rear beam plate, respectively;

[0014] Optionally, the front and rear beams near the ribs are integrally formed with two vertical stringers. The vertical stringers are arranged in the vertical direction and have an L-shaped cross section. The vertical stringers include vertical sides and horizontal sides. The vertical sides of the two vertical stringers are attached to each other and symmetrically distributed about the web of the rib. The horizontal sides of the vertical stringers are integrally attached to the beam surface.

[0015] Alternatively, the vertical stringers, horizontal stringers, and longitudinal stringers can be constructed using the same composite material molding process.

[0016] Optionally, the integrated molding process is a composite material layup process.

[0017] Optionally, the first fastener is a high-strength bolt, and the second fastener is a plate nut.

[0018] Optionally, the lower wall panel has maintenance openings, with the two maintenance openings being symmetrical about the ribs.

[0019] The present invention also provides an assembly method for the wing box structure described above, comprising the following steps:

[0020] S1. Drill holes at the joint between the web of the wing rib and the vertical edge of the longitudinal stringer and install the support plate nut. Make small holes in the longitudinal stiffeners of the lower wall panel to facilitate subsequent installation and positioning.

[0021] S2. Use tooling to position parts such as the front beam plate, rear beam plate, wing ribs, and end ribs, and assemble them to form a frame; the end ribs are located on the left and right sides of the wing ribs.

[0022] S3. Assemble the upper wall panel to fit the frame, complete the upper edge strip drilling of the upper wall panel, front beam panel, rear beam panel, wing rib, and end rib, connect the upper wall panel to the upper edge strip of the front beam, rear beam, wing rib, and end rib with high-strength bolts, and finally apply glue for sealing.

[0023] S4. The lower wall panel fits the frame, and the longitudinal stiffeners of the lower wall panel are connected to the web of the wing rib.

[0024] S5. Connect the lower edge strips of the front and rear beams and end ribs to the lower wall panel through the maintenance opening.

[0025] As described above, the wing box structure and assembly method based on composite material molding provided by the present invention have the following beneficial effects:

[0026] 1) This solution achieves direct overlap between the wing main box section stringers and the rib webs through co-curing stringers. This avoids the limitations of conventional wing panel and rib corner installation, simplifies the connection configuration, and improves assembly and maintenance efficiency.

[0027] 2) Traditional ribs are usually closed structures in the form of C, which are difficult to manufacture in the molding process; the existing solution simplifies the ribs into L-shaped structures, which helps to reduce the manufacturing difficulty of composite ribs and the cost of mold manufacturing.

[0028] 3) The ribs are interchangeable, which is beneficial for the later maintenance and repair of the aircraft after mass production, reduces operating costs and improves efficiency.

[0029] 4) This solution combines components to form an integral wall panel, eliminating the need for traditional wall panel countersinks and drilling, and eliminating the need for internal wing encapsulation, resulting in a more mature sealing performance of the wall panel.

[0030] 5) This solution can accumulate tolerances along the assembly path to the connection area of ​​the combined wing ribs, thereby ensuring the accuracy of the aerodynamic shape of the panel and improving the economy of aircraft operation. Attached Figure Description

[0031] Figure 1 The diagram shown is a schematic of a rib structure in the prior art.

[0032] Figure 2 The diagram shown is a schematic of a wing box structure in the prior art.

[0033] Figure 3 This is a schematic diagram illustrating the fixing of ribs and panels in the prior art.

[0034] Figure 4 The diagram shows the connection between the wing ribs and the upper and lower wall panels and the front and rear beams in this invention.

[0035] Figure 5 The diagram shown is a schematic representation of the wing rib structure in this invention.

[0036] Figure 6 The diagram shown is a schematic representation of the integrated molding of the stringers and wall panels in this invention.

[0037] Figure 7 The diagram shows the fixing of the wing ribs and the upper and lower wall panels in this invention.

[0038] Figure 8 The diagram shown is a schematic representation of the wing box structure in this invention.

[0039] Figure 9 The diagram shown is an assembly schematic of the wing box structure in this invention.

[0040] Component designation explanation

[0041] Web plate 11, upper edge strip 113, assembly gap 110, front beam plate 14, rear beam plate 15, upper wall plate 17, lower wall plate 16, vertical stringer 145, transverse stiffener 171, longitudinal stiffener 161, first fastener 210, second fastener 220, maintenance opening 162, end rib 18. Detailed Implementation

[0042] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention.

[0043] In the detailed description of embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged and not to scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In actual fabrication, the three-dimensional spatial dimensions of length, width, and depth should be included.

[0044] For ease of description, spatial relation terms such as “below,” “under,” “lower than,” “below,” “above,” and “upper” may be used herein to describe the relationship between one element or feature shown in the accompanying drawings and other elements or features. It will be understood that these spatial relation terms are intended to include directions other than those depicted in the drawings for the device in use or operation. Furthermore, when a layer is referred to as being “between” two layers, it can be the only layer between the two layers, or there may be one or more layers in between. The phrase “between” as used herein includes both endpoint values.

[0045] In the context of this application, the structure described above the first feature may include embodiments in which the first and second features are formed in direct contact, or embodiments in which additional features are formed between the first and second features, such that the first and second features may not be in direct contact.

[0046] It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of the present invention. Therefore, the illustrations only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0047] like Figures 4 to 8 As shown, the present invention provides a wing box structure based on composite material molding, including wing ribs.

[0048] The rib includes a vertically arranged web 11 and an upper edge strip 113 that is transversely connected to the upper edge of the web. The upper edge strip 113 extends in the front-rear direction. At the corner of the upper edge of the rib, a plurality of L-shaped assembly gaps 110 arranged in the front-rear direction are formed. The assembly gaps 110 include transverse gaps and longitudinal gaps that are vertically connected. The two are located in the same vertical section perpendicular to the web. The transverse gaps 110 are opened in the upper edge strip, and the longitudinal gaps are opened in the area of ​​the web 11 near the upper edge.

[0049] The front and rear ends of the rib are connected to the front beam plate 14 and the rear beam plate 15, respectively, and the upper and lower edges of the rib are connected to the upper wall plate 17 and the lower wall plate 16, respectively.

[0050] The front and rear beams near the ribs are integrally formed with two vertical stringers 145. The vertical stringers 145 are arranged in the vertical direction and have an L-shaped cross section. The vertical stringers include vertical sides and horizontal sides. The vertical sides of the two vertical stringers are attached to each other and symmetrically distributed about the web 11 of the rib. The horizontal sides of the vertical stringers are integrally attached to the beam surface.

[0051] The upper wall panel 17 has multiple transverse reinforcing ribs 171 integrally formed on the surface near the wing rib. Each transverse reinforcing rib 171 includes two transverse stringers extending in the left-right direction. The transverse stringers have an L-shaped cross section and include a vertical edge and a horizontal edge. The vertical edges of the two transverse stringers are attached to each other and symmetrically distributed in the front and back directions. The horizontal edges of the transverse stringers are integrally attached to the surface of the upper wall panel.

[0052] The lower wall panel 16 has an integrally formed longitudinal reinforcing rib 161 extending in the front-rear direction on the surface near the wing rib. Each longitudinal reinforcing rib 161 includes two longitudinal stringers. The longitudinal stringers have an L-shaped cross-section and include a vertical edge and a horizontal edge. The vertical edges of the two longitudinal stringers are attached to each other and symmetrically distributed front and back. The horizontal edges of the longitudinal stringers are integrally attached to the surface of the lower wall panel.

[0053] The lower panel 16, near the ribs, also features an integrally formed surface with multiple transverse reinforcing ribs (not shown in the figure) arranged along the front-to-back direction. These transverse reinforcing ribs are located on either side of the longitudinal reinforcing ribs, or can be described as the transverse reinforcing ribs being separated by the longitudinal reinforcing ribs. The transverse reinforcing ribs on the lower panel surface have the same structure as those on the upper panel and can be constructed using the same composite material molding process. Similarly, the vertical stringers, transverse stringers, and longitudinal stringers can all be constructed using the same composite material molding process.

[0054] The vertical edge of the transverse stringer is inserted into the assembly gap 110 of the rib, and the upper edge strip 113 of the rib is abutted against the upper wall panel 17. The upper edge strip 113 and the upper wall panel 17 are fixed by the first fastener 210. At the same time, the lower edge of the rib web 11 abuts against the lower wall panel, and the vertical edge of the longitudinal stringer is abutted against the web 11 and fixed by the second fastener 220. The first fastener 210 is preferably a high-strength bolt, and the second fastener 220 is preferably a support nut.

[0055] Furthermore, the integrated molding process employs composite material layup fabrication. Specifically, carbon fiber or glass fiber fabric is oriented and impregnated on a mold, and after curing, it is molded in one step to form an integral component with reinforcing ribs, thereby effectively reducing the number of parts and mechanical connectors and reducing structural weight.

[0056] Furthermore, the lower wall panel 16 has a maintenance opening 162, and the two maintenance openings 162 are symmetrical about the rib.

[0057] Based on the stress characteristics of different regions, the thickness and stiffness of the panels and stringers can be defined separately, fully leveraging the flexibility of composite material layup design and improving material utilization and structural load-bearing efficiency. The aforementioned rib configuration simplifies its connection to related structures, reduces the number of parts, improves assembly efficiency, and facilitates disassembly and maintenance during aircraft operation and maintenance.

[0058] The ribs are mechanically connected to the wall panels via fasteners. The longitudinal stiffeners of the lower wall panel are integrally formed with the panel, enhancing the stiffness and strength of the connection area. While ensuring the overall integrity of the stiffened structure, the thickness of the stringers in the main load-bearing area can be designed separately according to strength criteria. The mating surfaces of the web and stringers are planar, and the corresponding positions of the ribs are aligned with the longitudinal stringers and fixed with fasteners, thereby effectively transferring the load of the ribs to the wall panels. This connection method improves the overall load-bearing efficiency and reliability while ensuring structural continuity; this scheme has a simple construction and a direct force transmission path. Furthermore, the stringers are local features and do not affect the overall configuration of the stiffened wall panels, making the manufacturing process feasible.

[0059] This invention also provides an assembly method for the above-mentioned wing box structure. The main assembly concept is as follows: First, use tooling to position parts such as the front beam, rear beam, wing ribs, leading edge ribs, and end ribs, assembling them to form a skeleton. Then, position the upper and lower wall panels, fit the wall panels against the skeleton, complete the drilling and fastener installation, apply adhesive for sealing, and assemble to form the central wing main box section. Specifically, the method includes the following steps:

[0060] S1. Drill holes at the joint between the wing rib web 11 and the vertical edge of the longitudinal stringer and install the support plate nut. Make small holes in the longitudinal stiffeners of the lower wall panel to facilitate subsequent installation and positioning.

[0061] S2. Use tooling to position parts such as front beam plate 14, rear beam plate 15, wing ribs, and end ribs 18, and assemble them to form a frame; the end ribs 18 are located on the left and right sides of the wing ribs.

[0062] S3. The upper wall panel 17 is fitted to the frame and assembled. Holes are made in the upper edge strips of the upper wall panel 17, front beam panel 14, rear beam panel 15, wing ribs and end ribs 18. The upper wall panel is connected to the upper edge strips of the front beam, rear beam, wing ribs and end ribs with high-strength bolts. Finally, glue is applied for sealing.

[0063] S4. The lower wall panel 16 fits the frame, and the longitudinal stiffeners of the lower wall panel 16 are connected to the web plate 11 of the wing rib.

[0064] S5. Connect the lower edge strips of the front and rear beams and end ribs to the lower wall panel through maintenance opening 162.

[0065] In this scheme, the wing composite rib design simplifies the typical structure of the wing rib while meeting the load requirements. The same type of part can be used in most areas of the wing, reducing the configuration of the rib. At the same time, it reduces the assembly of the parts structure, which is conducive to improving assembly efficiency and making it easier for the aircraft to be used and maintained in the later stage of operation.

[0066] Meanwhile, the composite wing panels are co-cured in a double L-shape to form reinforcing stringers, which also serve as the flanges of the wing ribs and together with the wing rib webs to form composite wing ribs. Each prefabricated component shares ply layers, and their thickness relationships are designed in a coordinated manner to create a unified ply system for the overall structure. This approach fully leverages the strong integrity and flexible ply design characteristics of composite materials, making it suitable for composite wing rib structures. While ensuring structural stress characteristics, it simplifies the wing structure connection methods, enhances assembly feasibility, improves assembly efficiency, and facilitates aircraft use and maintenance.

[0067] In summary, this invention provides a wing box structure and assembly method based on composite material assembly. This solution achieves direct overlap between the wing main box section stringers and the rib web plates through co-cured stringers. This avoids the limitations of conventional wing panels and rib edge installation at the four corners, simplifying the connection configuration and improving assembly and maintenance efficiency. Traditional wing ribs are typically C-shaped closed structures, which are difficult to manufacture. This solution simplifies the ribs into L-shaped structures, reducing the manufacturing difficulty and mold costs of composite ribs. Simultaneously, the wing ribs are interchangeable, facilitating later maintenance and repair after mass production, reducing operating costs, and improving efficiency. This solution forms an integral panel by assembly, eliminating the need for traditional panel countersinking and drilling, and eliminating the need for internal wing sealing, resulting in more reliable panel sealing. This solution can accumulate tolerances along the assembly path to the connection area of ​​the combined wing ribs, thereby ensuring the accuracy of the panel's aerodynamic shape and improving the economics of aircraft operation.

[0068] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A wing-box structure based on composite material assembly, characterized in that, It includes a rib, which includes a vertically arranged web and an upper edge strip that is transversely connected to the upper edge of the web. The upper edge strip extends in the front-rear direction. At the corner of the upper edge of the rib, there are multiple L-shaped assembly gaps arranged in the front-rear direction. The assembly gaps include transverse gaps and longitudinal gaps that are vertically connected. Both are located in the same vertical section perpendicular to the web. The transverse gaps are opened in the upper edge strip, and the longitudinal gaps are opened in the area of ​​the web near the upper edge. The lower wall panel near the rib has an integrally formed longitudinal stiffener extending in the front-to-back direction. Each longitudinal stiffener includes two longitudinal stringers with an L-shaped cross-section. The longitudinal stringer includes a vertical edge and a horizontal edge. The vertical edges of the two longitudinal stringers are attached to each other and symmetrically distributed front and back. The horizontal edge of the longitudinal stringer is integrally attached to the surface of the lower wall panel.

2. The wing box structure based on composite material assembly according to claim 1, characterized in that: The upper wall panel near the wing rib has multiple transverse reinforcing ribs integrally formed on its surface. Each transverse reinforcing rib includes two transverse stringers extending in the left and right directions. The transverse stringers have an L-shaped cross-section and include vertical and horizontal edges. The vertical edges of the two transverse stringers are attached to each other and symmetrically distributed front and back. The horizontal edges of the transverse stringers are integrally attached to the surface of the upper wall panel.

3. The wing box structure based on composite material molding according to claim 2, characterized in that: The vertical edge of the transverse stringer is inserted into the assembly gap of the wing rib, the upper edge of the wing rib is in contact with the upper wall panel, and the upper edge of the wing rib is fixed to the upper wall panel by the first fastener; the lower edge of the wing rib web abuts against the lower wall panel, and the vertical edge of the longitudinal stringer is in contact with the web and fixed by the second fastener.

4. The wing box structure based on composite material molding according to claim 3, characterized in that: The surface of the lower wall panel near the wing rib is also integrally formed with multiple transverse reinforcing ribs arranged in the front-to-back direction. The transverse reinforcing ribs are located on the left and right sides of the longitudinal reinforcing ribs. The transverse reinforcing ribs on the surface of the lower wall panel have the same structure as the transverse reinforcing ribs on the upper wall panel.

5. The wing box structure based on composite material molding according to claim 4, characterized in that: The front and rear ends of the ribs are connected to the front beam plate and the rear beam plate, respectively. The front and rear beams near the ribs are integrally formed with two vertical stringers. The vertical stringers are arranged in the vertical direction and have an L-shaped cross section. The vertical stringers include vertical edges and horizontal edges. The vertical edges of the two vertical stringers are attached to each other and symmetrically distributed about the web of the rib. The horizontal edges of the vertical stringers are integrally attached to the beam surface.

6. The wing box structure based on composite material molding according to claim 5, characterized in that: The vertical stringers, horizontal stringers, and longitudinal stringers are constructed using the same composite material molding process.

7. The wing box structure based on composite material molding according to claim 5, characterized in that: The integrated molding process is a composite material layup process.

8. The wing box structure based on composite material molding according to claim 5, characterized in that: The first fastener is a high-strength bolt, and the second fastener is a support plate nut.

9. The wing box structure based on composite material molding according to claim 5, characterized in that: The lower wall panel has maintenance openings, and the two maintenance openings are symmetrical about the ribs.

10. An assembly method for a wing box structure as described in any one of claims 5-9, characterized in that, Includes the following steps: S1. Drill holes at the joint between the web of the wing rib and the vertical edge of the longitudinal stringer and install the support plate nut. Make small holes in the longitudinal stiffeners of the lower wall panel to facilitate subsequent installation and positioning. S2. Use tooling to position parts such as the front beam plate, rear beam plate, wing ribs, and end ribs, and assemble them to form a frame; the end ribs are located on the left and right sides of the wing ribs. S3. Assemble the upper wall panel to fit the frame, complete the upper edge strip drilling of the upper wall panel, front beam panel, rear beam panel, wing rib, and end rib, connect the upper wall panel to the upper edge strip of the front beam, rear beam, wing rib, and end rib with high-strength bolts, and finally apply glue for sealing. S4. The lower wall panel fits the frame, and the longitudinal stiffeners of the lower wall panel are connected to the web of the wing rib. S5. Connect the lower edge strips of the front and rear beams and end ribs to the lower wall panel through the maintenance opening.

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