Composite material aircraft spar and metal joint assembly

Abstract

The utility model discloses a composite material aircraft spar and metal joint assembly in the technical field, which comprises a spar and a joint and is characterized in that the spar is made of composite materials, the joint is made of metal materials, the spar and the joint are both of C-shaped structures, the joint is connected to the inner side of one end of the spar, and the other end of the spar is connected with the metal joint. A step face is machined on the inner side, corresponding to the installation connector, of the end of the spar, and a step face is correspondingly machined on the outer side of the connector.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to an aircraft wing beam. Background Art

[0002] With the continuous development of science and technology, aircraft manufacturing technology is also constantly updated. Aircraft structures made of traditional metal materials are heavy, have poor flexibility and short flight time. In order to improve performance, reduce weight, reduce costs and extend life, composite materials with low density, high specific strength and specific stiffness, corrosion resistance, high temperature resistance and fatigue resistance have become the preferred materials in aircraft lightweight design. Composite material structure technology refers to the combination of two or more materials to form a new material to achieve better performance. Composite components have become the main feature of modern advanced aircraft.

[0003] The wings and tail of an aircraft are important components of the aircraft. They bear the weight of the aircraft and various loads generated by the flight power, generate aerodynamic lift, ensure the flight performance and maneuverability of the aircraft, and make the aircraft have lateral stability and maneuverability. The aircraft wing spar is the main load-bearing component of the wing and tail, mainly bearing bending moment and shear force, and transmitting them to other parts of the fuselage. Among them, the bending moment is transmitted to the joint of the fuselage reinforcement frame through the wing spar edge in the form of a force couple, and the beam web transmits the shear force to the joint of the fuselage reinforcement frame.

[0004] Modern aircraft wings and tails generally use web-type metal wing spars. Such wing spars are usually made of metal materials and are riveted by edge strips and webs to ensure the overall structural rigidity of the wing spars. In addition, the joints of metal materials greatly increase the overall weight of the aircraft, production costs, and electrochemical corrosion problems. Although composite materials have become an obvious development trend as the main structural materials of modern advanced aircraft, there are relatively few practices on aircraft wing spars. At the same time, the joints of all-composite wing spars and all-composite materials are difficult to withstand the main shear force and bending moment and transfer them to the fuselage. There are also problems such as low production efficiency and complex connection. Therefore, a lap joint structure with excellent performance combining composite aircraft wing spars and metal material joints is very necessary.

[0005] Most of the existing aircraft wing spars and joints are made of metal materials, which only considers the transfer of loads and ignores the improvement of other performances, increasing production costs.

[0006] Existing aircraft rarely use structures that combine composite wing spars with metal joints, and most use metal materials for transfer and overlap, which increases the number of parts, sacrifices a considerable degree of weight indicators, and is prone to stress concentration, which is contrary to the original intention of lightweight design. Utility Model Content

[0007] In view of the deficiencies in the prior art, the utility model provides a composite aircraft wing spar and metal joint assembly, which solves the problem that the existing metal wing spars are heavy, reduces the number of parts and lightens the weight of the assembly while ensuring the overall strength.

[0008] The purpose of the utility model is achieved as follows: a composite aircraft wing spar and metal joint assembly, including a wing spar and a joint, the wing spar is made of composite material, the joint is made of metal material, the wing spar and the joint are both C-shaped structures, the joint is connected to the inner side of one end of the wing spar, the inner side of the end of the wing spar corresponding to the installation joint is processed with a step surface, and the outer side of the joint is processed with a step surface accordingly.

[0009] Furthermore, the wing spar and the joint are connected by fasteners.

[0010] Furthermore, the wing spar and the fitting surface of the joint are bonded together by glue.

[0011] Furthermore, the spar is flush with the top surface of the joint.

[0012] Furthermore, the thickness of the wing spar gradually becomes thinner from the wing root to the wing tip.

[0013] Furthermore, the fastener is a countersunk bolt, and a layer of fiberglass cloth is wrapped on the countersunk bolt.

[0014] Compared with the prior art, the beneficial effects of the utility model are:

[0015] 1. Compared with the existing design of wing spars and joints, the utility model converts the wing spars from metal materials to composite materials while maintaining the good performance of the aircraft wings and tail fins. The overall weight of the wing spars can be reduced by about 43%, saving costs.

[0016] 2. Compared with the existing design of wing beams and joints, the utility model combines a C-shaped integral wing beam with a C-shaped joint, which can adjust the length in time according to needs, is more convenient to install and assemble, and has higher flexibility / efficiency.

[0017] 3. Compared with the existing design of wing spars and joints, the utility model optimizes the lap joint structure of the composite material wing spars and the metal material joints into a stepped nested type, avoiding the use of additional metal structures for transfer, and laying glass fiber cloth to prevent the occurrence of electrochemical corrosion, thereby improving the service life and load transfer effect.

[0018] 4. Compared with the existing web-type wing beam formed by riveting the edge strip and the web, the utility model adopts a C-shaped integral wing beam, which reduces the number of standard parts such as bolts or rivets, the number of parts produced and the assembly process. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0020] Figure 1 It is a schematic diagram of the structure of the utility model.

[0021] Figure 2 for Figure 1 Enlarged view of point A in the middle.

[0022] Figure 3 This is a schematic diagram of the wing beam structure of the utility model.

[0023] Figure 4 for Figure 3 Enlarged view of point B in the middle.

[0024] Figure 5 It is a schematic diagram of the joint structure in the utility model.

[0025] Among them, 100 is a spar, 101 is a spar web, 102 is a spar cap, 103 is a spar step surface, 200 is a joint, 201 is a joint web, 202 is a joint cap, 203 is an end, 204 is a joint step surface, and 300 is a fastener. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0027] like Figure 1-5 A composite aircraft wing spar and metal joint assembly shown includes a wing spar 100 and a joint 200. The wing spar 100 is made of a composite material, and the joint 200 is made of a metal material. The wing spar 100 and the joint 200 are both C-shaped structures. The joint 200 is connected to the inner side of one end of the wing spar 100. The inner side of the end of the wing spar 100 corresponding to the installation of the joint 200 is processed with a step surface, and the outer side of the joint 200 is processed with a step surface.

[0028] Specifically, the spar 100 is composed of a spar web 101 and spar caps 102 on both sides. The angles between the spar caps 102 on both sides and the spar web 101 are obtuse. The spar 100 is made of T700 grade carbon fiber composite material, which has high specific strength and specific stiffness, good integrity, heat resistance and corrosion resistance, and can greatly reduce the weight of the structure.

[0029] Specifically, the joint 200 is composed of a joint web 201, joint edge strips 202 on both sides and an end 203 (used for main connection). The angles between the joint edge strips 202 on both sides and the joint web 201 are obtuse. The joint 200 is made of 7050 aluminum alloy, which has extremely high strength and resistance to exfoliation corrosion, stress corrosion cracking, fracture toughness and fatigue resistance. In order to prevent the metal material joint 200 from corrosion, two layers of TB06-9 primer need to be applied on its surface to form a protective film on the surface of the metal material joint 200.

[0030] Specifically, a stepped spar step surface 103 is provided at the wing root of the C-shaped spar 100, which cooperates with the joint step surface 204 of the joint 200 to realize a stepped lap structure. The overall thickness of the step is always consistent, which not only realizes the effective transfer of load but also meets the lightweight design requirements.

[0031] It should be noted that the joint web 201 and the joint edge strip 202 are nested in the root area of ​​the C-type composite spar 100, and the joint web 201 overlaps the spar web 101, leaving an assembly allowance of 0.1 mm; the joint edge strip 202 fits the inner surface of the spar edge strip 102 to make the stepped area match, and leaving an assembly allowance of 0.5 mm.

[0032] Furthermore, the wing spar 100 and the joint 200 are connected by a fastener 300, and the fastener 300 is a countersunk bolt. The mating surfaces of the wing spar 100 and the joint 200 are also bonded by glue, and a layer of fiberglass cloth is wrapped on the countersunk bolt.

[0033] Specifically, the fastener 300 adopts a 120° countersunk bolt, which is embedded in the spar edge strip 102 without protruding from the surface to prevent interference with the wing and tail skins while ensuring that it can withstand the design load. In addition, for the sake of damage safety, a mechanical / adhesive hybrid connection is adopted. On the one hand, the hybrid connection can prevent or delay the expansion of damage to the adhesive layer and improve the anti-peeling, impact resistance, fatigue resistance, creep resistance and other properties; on the other hand, it prevents stress concentration caused by the connection hole, and the setting of the fiberglass cloth can prevent the occurrence of electrochemical corrosion.

[0034] Furthermore, the top surfaces of the spar 100 and the joint 200 , ie, the top surfaces of the spar cap 102 and the spar cap 102 are flush.

[0035] It should be noted that such a design can better transfer loads.

[0036] Furthermore, the thickness of the spar 100 gradually decreases from the wing root to the wing tip. Figure 3 It can be seen in.

[0037] It should be noted that such a design satisfies a lightweight design.

[0038] The above embodiments are only used to help understand the method and core idea of ​​the utility model. It should be pointed out that, for ordinary technicians in this technical field, several improvements and modifications can be made to the utility model without departing from the principle of the utility model, and these improvements and modifications also fall within the scope of protection of the claims of the utility model.

Claims

1. A composite aircraft wing spar and metal joint assembly, comprising a wing spar and a joint, characterized in that: The wing spar (100) is made of a composite material, and the joint (200) is made of a metal material. The wing spar (100) and the joint (200) are both C-shaped structures. The joint (200) is connected to the inner side of one end of the wing spar (100). The inner side of the end of the wing spar (100) corresponding to the installation joint (200) is processed with a step surface, and the outer side of the joint (200) is processed with a step surface.

2. A composite aircraft wing spar and metal joint assembly according to claim 1, characterized in that: The wing beam (100) and the joint (200) are connected by a fastener (300).

3. A composite aircraft wing spar and metal joint assembly according to claim 2, characterized in that: The mating surfaces of the spar (100) and the joint (200) are also bonded by glue.

4. A composite aircraft wing spar and metal joint assembly according to any one of claims 1 to 3, characterized in that: The spar (100) is flush with the top surface of the joint (200).

5. A composite aircraft wing spar and metal joint assembly according to any one of claims 1 to 3, characterized in that: The thickness of the wing spar (100) gradually decreases from the wing root to the wing tip.

6. A composite aircraft wing spar and metal joint assembly according to claim 2, characterized in that: The fastener (300) is a countersunk bolt, and a layer of glass fiber cloth is wrapped on the countersunk bolt.

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