Aircraft airfoil structure and assembly process

Abstract

The application discloses a wing surface structure of an aircraft and an assembling process, and belongs to the field of aircrafts. The wing surface structure of the aircraft comprises a first skin and a second skin. At least part of the first skin extends into and is accommodated in an inner cavity of the second skin. The second skin is open at least at one end and can accommodate the first skin to be pushed in. The first skin is fixedly connected with the second skin, thereby forming a wing surface body without an independent beam structure. The application cancels the traditional independent beam and rib framework, integrates the bearing function and the aerodynamic shape function on the first skin and the second skin which cooperate with each other, thereby greatly reducing the number of parts, simplifying the assembling process and shortening the production cycle.

Description

Technical Field

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

[0002] Current UAV wing structures generally employ independent beam and rib structures as the load-bearing skeleton, with skin layers laid on the outside of the skeleton. While this traditional "skeleton + skin" design concept is mature and reliable, it results in a large number of parts, complex and lengthy assembly processes, a large overall structural weight, and a long production cycle. In particular, the connection and assembly of numerous independent beam and rib components consume a significant amount of structural weight and manufacturing time, making it difficult to meet the urgent needs of UAVs for lightweight design and rapid mass production. Summary of the Invention

[0003] This application provides a wing structure and assembly process for an aircraft, thus solving the problems mentioned in the background art.

[0004] In a first aspect, embodiments of this application provide a wing structure for an aircraft, including a first skin and a second skin; At least a portion of the first skin extends into and is accommodated in the inner cavity of the second skin, and the second skin is open at at least one end to accommodate the first skin being pushed in. The first skin and the second skin are fixedly connected to form a wing body without an independent beam structure. The first skin is a zigzag cross-section skin, and the second skin is a C-shaped cross-section skin.

[0005] In conjunction with the first aspect, in one possible implementation, a rib frame is provided between the first skin and the second skin; The rib frame includes a front rib box, a middle rib box, and a rear rib box; The front rib box and the rear rib box are respectively fixedly connected to the two outer side walls of the first skin, and the middle rib box is fixedly connected to the inside of the first skin; the outer walls of the front rib box, the middle rib box and the rear rib box are respectively fixedly connected to the inner wall of the second skin.

[0006] In conjunction with the first aspect, in one possible implementation, skin reinforcing ribs are provided within the first skin and / or the second skin; The skin reinforcing rib includes a support strip and a wrapping layer wrapped around the outer surface of the support strip. The support strip and the wrapping layer are molded and cured to form a reinforcing rib preform. The reinforcing rib preform is embedded and fixed in the corresponding first skin or second skin. And / or may also include wing-face joints; The wing-face joint is fixedly connected to the interior of the first skin and is located at the rear end of the first skin in the pushing direction; after the first skin extends into and is accommodated in the inner cavity of the second skin, the wing-face joint is fixedly connected to the inner wall of the second skin.

[0007] In conjunction with the first aspect, in one possible implementation, the wing structure of the aircraft further includes winglets; The wingtip winglet is detachably connected to the wingtip end face of the wing body.

[0008] In conjunction with the first aspect, in one possible implementation, the wing structure of the aircraft further includes control surfaces; the control surfaces are formed by in-situ cutting a portion of the second skin, and the control surfaces are rotatably connected to the wing body.

[0009] In conjunction with the first aspect, in one possible implementation, the wing structure of the aircraft further includes a first hinge and a second hinge; The first hinge is fixedly connected to the first skin, and a first groove is provided at the end of the hinge away from the first skin; The second hinge is provided with a second groove; When the first hinge and the second hinge are engaged, the first groove and the second groove align to form a cavity that accommodates the rudder shaft; The second hinge is detachably connected to the first hinge.

[0010] Secondly, embodiments of this application provide a wing structure assembly process for an aircraft, used to assemble the wing structure of an aircraft as described in any of the first aspects, comprising the following steps: S1: Place the first skin with the Z-shaped opening facing upwards, and fix the second skin in the predetermined position; S2: Bond and / or rivet the rib frame to the first skin; S3: After the adhesive between the rib frame and the first skin has initially cured, apply adhesive to the corresponding positions on the outer wall of the rib frame and the first skin. S4: Move the first skin and insert it into the inner cavity of the second skin in the pushing direction, so that the first skin fits into the second skin and the rib frame; S5: The joint between the first skin and the second skin is glued, cured, and riveted to form the main body of the wing surface.

[0011] In conjunction with the second aspect, in one possible implementation, the wing structure assembly process of the aircraft also includes the prefabrication and installation steps of winglets: Prefabricated winglet: A foam core is provided, and a fiber reinforcement layer is wrapped around the outer surface of the foam core. The winglet body is formed by molding and curing, and a reinforcing structure is embedded in the winglet body. The prefabricated winglets are detachably connected to the connectors embedded in the wingtip end face of the main wing body using fasteners.

[0012] In conjunction with the second aspect, in one possible implementation, the wing structure assembly process of the aircraft also includes a control surface assembly step: A portion of the second skin is cut in situ to form the rudder skin; The skeleton component with the rotating shaft is fixedly connected to the rudder skin to form the rudder surface; The first hinge is fixedly connected to the first skin, and a first groove is provided at the end of the first hinge away from the first skin. The pivot of the rudder surface is placed in the first groove of the first hinge; The second hinge is connected to the first hinge. The second hinge is provided with a second groove, which aligns with the first groove to form a cavity that accommodates the rotating shaft and holds it securely. Furthermore, the second hinge is detachably connected to the first hinge.

[0013] In conjunction with the second aspect, in one possible implementation, the first skin and / or the second skin are pre-formed with skin reinforcing ribs, which are prefabricated through the following steps: Pre-process the support strips; A wrapping layer is wrapped around the surface of the pretreated support strip and then molded and cured to form a reinforcing rib prefabricated body; When forming the first skin or the second skin, the reinforcing rib preform is embedded in the corresponding first skin or the second skin; After curing, the reinforcing rib preform is combined with the corresponding first skin or second skin to form a skin reinforcing rib.

[0014] One or more technical solutions provided in the embodiments of this application have at least the following technical effects: The wing structure of the aircraft provided in this application includes a first skin and a second skin. This structure eliminates the traditional independent beam and rib frame, integrating load-bearing and aerodynamic functions onto the cooperating first and second skins, thereby significantly reducing the number of parts, simplifying the assembly process, and shortening the production cycle. Simultaneously, by eliminating the independent beam and rib frame, the overall structural weight is effectively reduced, facilitating lightweighting and rapid mass production of the aircraft wing. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the wing structure of the aircraft provided in the embodiments of this application; Figure 2 A schematic diagram of the structure of the first skin, the second skin, and the rib frame provided in the embodiments of this application; Figure 3 This is a schematic diagram of the structure of the skin reinforcement rib provided in the embodiments of this application; Figure 4 This is a schematic diagram of the rib frame provided in the embodiments of this application; Figure 5 This is a schematic diagram of the structure of the first skin and rib frame provided in the embodiments of this application; Figure 6 A schematic diagram illustrating the process of inserting the first skin into the inner cavity of the second skin along the pushing direction, as provided in the embodiments of this application; Figure 7 This is a schematic diagram of the structure of the winglet provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of the second skin provided in an embodiment of this application; Figure 9 Schematic diagrams of the first and second hinges provided in the embodiments of this application; Figure 10 This is a schematic diagram of the structure of the wing joint provided in the embodiments of this application; Figure 11 A schematic diagram of the structure after the first hinge and the second hinge are connected, provided for an embodiment of this application; Icons: 1-First skin; 2-Second skin; 3-Rib frame; 31-Front rib box; 32-Middle rib box; 33-Rear rib box; 4-Winglet; 5-Control surface; 6-First hinge; 7-Second hinge; 8-Skin reinforcing rib; 81-Support bar; 82-Wrapping layer; 9-Wing joint. Detailed Implementation

[0017] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0018] In the description of the embodiments of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the embodiments of this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0019] This application provides a wing structure for an aircraft, such as... Figures 1 to 11 As shown, the wing structure of the aircraft includes a first skin 1 and a second skin 2. At least a portion of the first skin 1 extends into and is accommodated in the cavity of the second skin 2. The second skin 2 has an opening at at least one end, which can accommodate the first skin 1 being pushed in. The first skin 1 and the second skin 2 are fixedly connected to form a wing body without an independent beam structure.

[0020] Specifically, the first skin 1 and the second skin 2 are arranged vertically opposite each other.

[0021] Among them, the first skin 1 is a skin with a Z-shaped cross section, and the second skin 2 is a skin with a C-shaped cross section.

[0022] It should be noted that this structure eliminates the traditional independent beam and rib frame 3, integrating the load-bearing function and aerodynamic shape function onto the mutually cooperating first skin 1 and second skin 2. This significantly reduces the number of parts, simplifies the assembly process, and substantially shortens the production cycle. At the same time, by abandoning the independent beam and rib frame 3, the overall structural weight is effectively reduced, which is conducive to achieving lightweighting and rapid mass production of the aircraft wing surface.

[0023] In this embodiment of the application, the first skin 1 and the second skin 2 are fixedly connected by adhesive bonding and / or riveting.

[0024] In this embodiment, a rib frame 3 is provided between the first skin 1 and the second skin 2. The rib frame 3 includes a front rib box 31, a middle rib box 32, and a rear rib box 33. The front rib box 31 and the rear rib box 33 are respectively fixedly connected to the two outer side walls of the first skin 1, and the middle rib box 32 is fixedly connected to the interior of the first skin 1. The outer walls of the front rib box 31, the middle rib box 32, and the rear rib box 33 are respectively fixedly connected to the inner wall of the second skin 2. Through the above arrangement, on the one hand, the front rib box 31, the middle rib box 32, and the rear rib box 33 form multi-point support in the chord direction and the span direction, which can effectively transfer and disperse aerodynamic loads and enhance the local stiffness and deformation resistance of key parts of the wing surface; on the other hand, the combination of the first skin 1, the second skin 2, and the rib frame 3 is not a traditional full-length main beam structure, but is embedded between the first skin 1 and the second skin 2 in the form of segmented rib boxes. This retains the advantages of fewer parts and simpler assembly brought about by the absence of independent beam structure, while avoiding the problem of insufficient local stiffness that may be caused by completely eliminating the frame.

[0025] In this embodiment, a skin reinforcing rib 8 is provided within the first skin 1 and / or the second skin 2. The skin reinforcing rib 8 includes a support strip 81 and a wrapping layer 82 wrapped around the outer surface of the support strip 81. The support strip 81 and the wrapping layer 82 are molded and cured to form a reinforcing rib preform. The reinforcing rib preform is embedded and fixed in the corresponding first skin 1 or second skin 2.

[0026] In one embodiment of this application, the support strip 81 is a wooden strip. The wooden strip has the characteristics of low density and high specific strength. Combined with the fiber reinforcement of the wrapping layer 82, it can effectively improve the local stiffness and buckling resistance of the first skin 1 or the second skin 2 without significantly increasing the structural weight. At the same time, through pre-embedded consolidation, it can form an integrated structure with the first skin 1 or the second skin 2.

[0027] And / or also includes a wing joint 9. The wing joint 9 is fixedly connected to the interior of the first skin 1 and located at the rear end of the first skin 1 in the pushing direction. After the first skin 1 extends into and is accommodated in the inner cavity of the second skin 2, the wing joint 9 is fixedly connected to the inner wall of the second skin 2. This arrangement allows the wing joint 9 to not only serve as an auxiliary connection point between the first skin 1 and the second skin 2, enhancing their bonding strength, but also to provide a reliable structural interface for the connection of the wing surface to the fuselage or other external components. Therefore, the coordinated arrangement of the skin stiffener 8 and the wing joint 9 further optimizes the mechanical properties and system integration capabilities of the wing surface while basically maintaining the simplicity of the double-skin push-pull structure.

[0028] In this embodiment, the wing structure of the aircraft also includes winglets 4. The winglets 4 are detachably connected to the wingtip end face of the wing body. Specifically, the winglets 4 are detachably connected to a pre-embedded support plate nut on the wingtip end face of the wing body via screws. This design effectively reduces wingtip induced drag, improves aerodynamic efficiency, and facilitates rapid replacement of the winglets 4 and storage and transportation of the wing body.

[0029] In this embodiment, the wing structure of the aircraft also includes a control surface 5. The control surface 5 is cut in situ from a portion of the second skin 2, and is rotatably connected to the wing body. Through the aforementioned "in-situ cutting" forming method, the control surface 5 and the second skin 2 are made of the same material, eliminating the need to manufacture the control surface 5 skin separately or to install the control surface 5 to the wing body using additional connecting structures, thereby further reducing the number of parts and assembly steps. Simultaneously, since the control surface 5 and the wing body are a continuous integral skin structure before cutting, the gap and contour matching accuracy between them is naturally high, which helps ensure the smoothness of the control surface 5's rotation and the smoothness of its aerodynamic shape. Furthermore, this integral cutting forming method simplifies the overall manufacturing process of the wing, reduces mold complexity, and facilitates rapid mass production of the aircraft wing.

[0030] In this embodiment, the wing structure of the aircraft further includes a first hinge 6 and a second hinge 7. The first hinge 6 is fixedly connected to the first skin 1, and a first groove is provided at the end of the hinge 6 away from the first skin 1.

[0031] Furthermore, the first hinge 6 is fixedly connected to the side wall of the first skin 1.

[0032] The second hinge 7 is provided with a second groove. When the first hinge 6 and the second hinge 7 are engaged, the first groove and the second groove align to form a cavity for accommodating the rotating shaft of the rudder surface 5, and the second hinge 7 is detachably connected to the first hinge 6.

[0033] It should be noted that this application uses the first hinge 6 and the second hinge 7 to interlock vertically to form a chamber for accommodating the pivot of the control surface 5. The two can be connected and fixed from above or below the wing using screws. Compared to traditional single- or double-ear hinge structures (which require additional installation space when fixed with horizontal screws), this solution does not require reserved operating space in the horizontal direction, thus making the opening at the connection point of the control surface 5 smaller and improving the utilization efficiency of the control surface 5.

[0034] This application provides a process for assembling the wing structure of an aircraft, comprising the following steps: S1: Place the first skin 1 with the Z-shaped opening facing upwards, and fix the second skin 2 in the predetermined position.

[0035] S2: Bond and / or rivet the rib frame 3 to the first skin 1.

[0036] S3: After the adhesive between the rib frame 3 and the first skin 1 has initially cured, apply adhesive to the outer wall of the rib frame 3 and the corresponding position of the first skin 1.

[0037] S4: Move the first skin 1 and insert it into the inner cavity of the second skin 2 in the pushing direction, so that the first skin 1 fits into the second skin 2 and the rib frame 3.

[0038] S5: Adhesive bonding and riveting are performed at the joint between the first skin 1 and the second skin 2 to form the main body of the wing surface.

[0039] It should be noted that the wing structure assembly process of the aircraft provided in this application achieves efficient and reliable wing forming by first processing the first skin 1 and the rib frame 3 separately, and then pushing the first skin 1 into the inner cavity of the second skin 2 as a whole. Specifically, in step S2, the rib frame 3 and the first skin 1 are first bonded and / or riveted together. After initial curing, adhesive is applied in step S3 to avoid relative slippage due to the uncured adhesive layer, ensuring the positioning accuracy of the rib frame 3 and the first skin 1. In step S4, a push-pull insertion method is used to complete the bonding of the first skin 1, the rib frame 3, and the second skin 2 at one time, replacing the complex operation of positioning beams and ribs one by one and then laying the skin in the traditional process, simplifying the assembly process. In step S5, the joint is double-fixed by combining adhesive curing and riveting, which not only ensures the connection strength but also improves the fatigue resistance of the structure. The entire assembly process is simple and convenient to operate, effectively shortening the manufacturing cycle of the wing structure and facilitating the rapid mass production of aircraft wings.

[0040] In this embodiment of the application, the wing structure assembly process of the aircraft also includes the prefabrication and installation steps of the winglets 4: Prefabricated winglet 4: A foam core is provided, and a fiber reinforcement layer is wrapped around the outer surface of the foam core. The winglet 4 body with skin is formed by molding and curing. A reinforcing structure is embedded in the winglet 4 body.

[0041] The prefabricated winglet 4 is detachably connected to the connector embedded in the wingtip end face of the main wing surface using fasteners. This process allows the winglet 4 to achieve low density and lightweight characteristics using a foam core while ensuring sufficient structural strength, avoiding the problem of excessive weight of traditional solid composite winglets 4. At the same time, the pre-embedded reinforcing structure within the winglet 4 body further enhances its bending and torsional resistance, ensuring structural integrity under aerodynamic loads. In addition, the detachable connection between the prefabricated winglet 4 and the connector embedded in the wingtip end face of the main wing surface via fasteners facilitates the rapid replacement of winglets 4 of different specifications or configurations according to different flight mission requirements, and also benefits the storage, transportation, and maintenance of the main wing surface.

[0042] In this embodiment of the application, the wing structure assembly process of the aircraft also includes the control surface 5 assembly step: A portion of the second skin 2 is cut in situ to form the rudder surface 5 skin; a frame component with a rotating shaft is fixedly connected to the rudder surface 5 skin to form the rudder surface 5; a first hinge 6 is fixedly connected to the first skin 1, and a first groove is provided at the end of the first hinge 6 away from the first skin 1; the rotating shaft of the rudder surface 5 is placed in the first groove of the first hinge 6; a second hinge 7 is connected to the first hinge 6, and a second groove is provided on the second hinge 7 so that the second groove and the first groove are aligned vertically to form a cavity to accommodate the rotating shaft and hold the rotating shaft tightly; the second hinge 7 is detachably connected to the first hinge 6.

[0043] In the above assembly steps, the first hinge 6 is pre-fixed to the first skin 1. The division of labor between the forming of the control surface 5 and the installation of the hinge is clear and the sequence is reasonable, avoiding the cumbersome operation of adjusting the relative positions of multiple components simultaneously in the traditional assembly of the control surface 5. At the same time, the use of upper and lower interlocking hinges means that during assembly, the rotating shaft only needs to be placed into the first groove, and then the second hinge 7 is covered and locked, which is convenient and accurate in positioning. The entire assembly process of the control surface 5 is concise and the steps are clear, which effectively reduces the assembly difficulty and time, and is conducive to the rapid mass production of aircraft wings.

[0044] In this embodiment of the application, a skin reinforcing rib 8 is pre-formed within the first skin 1 and / or the second skin 2. The skin reinforcing rib 8 is pre-fabricated through the following steps: Pre-process the support bar 81; A wrapping layer 82 is wrapped around the surface of the pretreated support bar 81 and then molded and cured to form a reinforcing rib preform. When forming the first skin 1 or the second skin 2, the reinforcing rib preform is embedded in the corresponding first skin 1 or second skin 2; After curing treatment, the reinforcing rib preform is combined with the corresponding first skin 1 or second skin 2 to form skin reinforcing rib 8.

[0045] It should be noted that the support strip 81 is first pre-treated (e.g., dried for wooden support strips 81) to effectively remove internal moisture or ensure dimensional stability, avoiding porosity or deformation caused by moisture evaporation or uneven material distribution during subsequent curing, thus ensuring the dimensional stability of the reinforcing rib. Then, a wrapping layer 82 is wrapped around the surface of the pre-treated support strip 81 and molded to form a pre-formed reinforcing rib, ensuring a tight bond between the wrapping layer 82 and the support strip 81 beforehand, avoiding problems such as poor wetting or misalignment of the wrapping layer 82 during direct embedding. Finally, the pre-formed reinforcing rib is embedded in the first skin 1 or the second skin 2 during molding, and after curing, the two are integrated. In the above steps, the reinforcing rib is embedded in pre-formed form, eliminating the need for additional reinforcing components to be installed after the skin is formed by gluing or mechanical connection. This eliminates the positioning, drilling, and riveting processes required for traditional reinforcing rib installation, simplifying the manufacturing process and improving production efficiency and consistency.

[0046] The various embodiments in this specification are described in a progressive manner. For the same or similar parts between the various embodiments, please refer to each other. Each embodiment focuses on describing the differences from other embodiments.

[0047] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit this application. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of this application.

Claims

1. A wing structure for an aircraft, characterized in that, Including the first skin (1) and the second skin (2); At least a portion of the first skin (1) extends into and is accommodated in the inner cavity of the second skin (2). The second skin (2) is open at least one end, which can accommodate the first skin (1) being pushed in along the spanwise direction. The first skin (1) and the second skin (2) are fixedly connected to form a wing body without an independent beam structure. Wherein, the first skin (1) is a skin with a Z-shaped cross section, and the second skin (2) is a skin with a C-shaped cross section; The two side wall ends of the zigzag cross section of the first skin (1) extend outward and are attached to the inner surface of the C-shaped cross section of the second skin (2), and the two side wall ends of the C-shaped cross section of the second skin (2) extend and are attached to the bottom wall of the zigzag cross section of the first skin (1). The load-bearing function and aerodynamic shape function are integrated on the first skin (1) and the second skin (2) that cooperate with each other.

2. The wing structure of the aircraft according to claim 1, characterized in that, A rib frame (3) is provided between the first skin (1) and the second skin (2); The rib frame (3) includes a front rib box (31), a middle rib box (32) and a rear rib box (33). The front rib box (31) and the rear rib box (33) are respectively fixedly connected to the two outer side walls of the first skin (1), and the middle rib box (32) is fixedly connected to the inside of the first skin (1); the outer walls of the front rib box (31), the middle rib box (32) and the rear rib box (33) are respectively fixedly connected to the inner wall of the second skin (2).

3. The wing structure of the aircraft according to claim 1, characterized in that, The first skin (1) and / or the second skin (2) are provided with skin reinforcing ribs (8); The skin reinforcing rib (8) includes a support strip (81) and a wrapping layer (82) wrapped around the outer surface of the support strip (81). The support strip (81) and the wrapping layer (82) are molded and cured to form a reinforcing rib preform. The reinforcing rib preform is embedded and fixed in the corresponding first skin (1) or second skin (2). And / or may also include wing-face joints (9); The wing-face joint (9) is fixedly connected to the interior of the first skin (1) and located at the rear end of the first skin (1) in the pushing direction; after the first skin (1) extends into and is accommodated in the inner cavity of the second skin (2), the wing-face joint (9) is fixedly connected to the inner wall of the second skin (2).

4. The wing structure of the aircraft according to claim 1, characterized in that, It also includes winglets (4); The wingtip winglet (4) is detachably connected to the wingtip end face of the wing body.

5. The wing structure of the aircraft according to claim 1, characterized in that, It also includes a control surface (5); the control surface (5) is cut in situ based on a portion of the second skin (2), and the control surface (5) is rotatably connected to the wing body.

6. The wing structure of the aircraft according to claim 5, characterized in that, It also includes a first hinge (6) and a second hinge (7); The first hinge (6) is fixedly connected to the first skin (1), and a first groove is provided at the end of the hinge away from the first skin (1); The second hinge (7) is provided with a second groove; When the first hinge (6) and the second hinge (7) are engaged, the first groove and the second groove align to form a cavity that accommodates the rotating shaft of the rudder surface (5); The second hinge (7) is detachably connected to the first hinge (6).

7. A process for assembling the wing structure of an aircraft, used for assembling the wing structure of an aircraft as described in any one of claims 1 to 6, characterized in that, Includes the following steps: S1: Place the first skin (1) with the Z-shaped opening facing upwards, and fix the second skin (2) in the predetermined position; S2: Bond and / or rivet the rib frame (3) to the first skin (1); S3: After the adhesive between the rib frame (3) and the first skin (1) has initially cured, apply adhesive to the corresponding positions on the outer wall of the rib frame (3) and the first skin (1); S4: Move the first skin (1) and insert it into the inner cavity of the second skin (2) in the pushing direction, so that the first skin (1) fits against the second skin (2) and the rib frame (3); S5: The joint between the first skin (1) and the second skin (2) is glued, cured and riveted to form the main body of the wing surface.

8. The wing structure assembly process of the aircraft according to claim 7, characterized in that, It also includes the prefabrication and installation steps of the winglets (4): Prefabricated winglet (4): A foam core is provided, and a fiber reinforcement layer is wrapped on the outer surface of the foam core. The winglet (4) body with skin is formed by molding and curing. A reinforcing structure is embedded in the winglet (4) body. The prefabricated winglets (4) are detachably connected to the connectors embedded in the wing tip end face of the main body of the wing using fasteners.

9. The wing structure assembly process of the aircraft according to claim 7, characterized in that, It also includes the assembly steps for the control surface (5): A portion of the second skin (2) is cut in situ to form the rudder surface (5) skin; The skeleton component with the rotating shaft is fixedly connected to the skin of the rudder surface (5) to form the rudder surface (5). The first hinge (6) is fixedly connected to the first skin (1), and a first groove is provided at the end of the first hinge (6) away from the first skin (1); Place the pivot of the rudder surface (5) in the first groove of the first hinge (6); The second hinge (7) is connected to the first hinge (6). The second hinge (7) is provided with a second groove, so that the second groove and the first groove are aligned to form a cavity for accommodating the rotating shaft, which holds the rotating shaft tightly. The second hinge (7) is detachably connected to the first hinge (6).

10. The wing structure assembly process of the aircraft according to claim 7, characterized in that, The first skin (1) and / or the second skin (2) are pre-formed with skin reinforcing ribs (8), which are prefabricated through the following steps: The support strip (81) is pre-treated; A wrapping layer (82) is wrapped around the surface of the pretreated support strip (81) and then molded and cured to form a reinforcing rib preform; When forming the first skin (1) or the second skin (2), the reinforcing rib preform is embedded in the corresponding first skin (1) or second skin (2); After curing, the reinforcing rib preform is combined with the corresponding first skin (1) or second skin (2) to form a skin reinforcing rib (8).

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