Equal-stress composite material wing connector

Abstract

The utility model relates to the field of aircrafts, in particular to an equal-stress composite material wing connector which comprises a connector body, a fuselage connecting part is arranged at one end of the connector body, a wing connecting part is arranged at the other end of the connector body, and an equal-stress connecting part is arranged at the position, between the fuselage connecting part and the wing connecting part, of the connector body. And the thickness and the width of the equal-stress connecting part are gradually reduced from one end close to the fuselage connecting part to one end close to the wing connecting part. According to the equal-stress composite material wing connector provided by the utility model, the equal-stress connecting part with variable width and variable thickness is designed between the fuselage connecting part and the wing connecting part, so that the structural stress level is reduced, and the problems of overlarge structural stress, weak continuity and lower material utilization rate of the composite material wing and fuselage connector are solved; the method is suitable for integral forming of a composite material forming process, and is especially suitable for small aircraft wing fuselage joint structures.

Description

Technical Field

[0001] The utility model relates to the field of aircraft, in particular to an isostress composite material wing connection joint. Background Art

[0002] The wings of an aircraft provide lift for the fuselage. The design of the fuselage and wings has reached a very high level in the design of aircraft, but the structural design of the connector is still one of the key points of aircraft improvement design. Most of the existing fuselage-wing joints adopt the form of a central wing box, such as the Chinese invention patent with application number CN201310664724.1, entitled Aircraft including a wing box and a fuselage equipped with a connecting device. This structure is suitable for the wing-fuselage connection of large aircraft, but the manufacturing cost is too high for small aircraft. The corresponding wing-fuselage joints of small aircraft are relatively simple in structure design and heavy in weight due to cost considerations. During service, the stress at the joint and the composite material connection is too large, affecting the quality of the whole aircraft. Utility Model Content

[0003] The technical problem to be solved by the utility model is to provide an isostress composite material wing connection joint to avoid excessive structural stress and weak continuity of the composite material wing and fuselage connection joint.

[0004] In order to solve the above technical problems, the technical solution adopted by the utility model is: an equal stress composite material wing connection joint, including a joint body, one end of the joint body is provided with a fuselage connection part, the other end of the joint body is provided with a wing connection part, the joint body is located between the fuselage connection part and the wing connection part and is provided with an equal stress connection part, the thickness and width of the equal stress connection part gradually decrease from one end close to the fuselage connection part to the end close to the wing connection part.

[0005] Furthermore, the joint body includes an integrally formed first body and a second body, the fuselage connection portion is arranged at an end of the first body away from the second body, the equal stress connection portion is arranged at an end of the second body close to the first body, and the wing connection portion is arranged at an end of the second body away from the first body.

[0006] Furthermore, a mounting plane is provided at the connecting portion of the first body to the fuselage.

[0007] Furthermore, the first body is provided with a coaxially arranged body connection groove and a body connection hole at the body connection portion.

[0008] Furthermore, the first main body is provided with a supporting arc surface, and the equal stress connecting portion is provided with a connecting arc surface connected to the supporting arc surface.

[0009] Furthermore, a wing positioning groove is provided at the wing connecting portion of the second main body.

[0010] The beneficial effects of the utility model are: an isostress composite wing connection joint, the joint body uses the fuselage connection part and the wing connection part to connect the fuselage and the wing respectively, and a variable width and thickness isostress connection part is designed between the fuselage connection part and the wing connection part to reduce the structural stress level, solve the problems of excessive structural stress and weak continuity of the composite wing and fuselage connection joint, and low material utilization rate, suitable for one-piece molding of composite material molding process, and particularly suitable for small aircraft wing fuselage joint structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] Figure 1 It is a structural schematic diagram of the wing connection joint of the iso-stress composite material;

[0012] Figure 2 It is another structural schematic diagram of the wing connection joint of the iso-stress composite material;

[0013] Figure 3 It is a top view of the connection joint of the wing of the iso-stress composite material;

[0014] Figure 4 It is a side view of the iso-stress composite wing connection joint;

[0015] Description of labels:

[0016] 1. Joint body; 11. First body; 111. Support arc surface; 12. Second body; 121. Wing positioning groove; 2. Fuselage connection part; 21. Installation plane; 22. Fuselage connection groove; 23. Fuselage connection hole; 3. Wing connection part; 4. Equal stress connection part; 41. Connection arc surface. DETAILED DESCRIPTION

[0017] In order to explain the technical content, achieved objectives and effects of the present invention in detail, the following is an explanation in conjunction with the implementation modes and the accompanying drawings.

[0018] The utility model provides an isostress composite material wing connection joint, which is suitable for the connection design of the wing fuselage joint of a small aircraft.

[0019] Please refer to Figures 1 to 4 As shown, an equal stress composite wing connection joint of the utility model includes a joint body 1, one end of the joint body 1 is provided with a fuselage connection part 2, the other end of the joint body 1 is provided with a wing connection part 3, the joint body 1 is provided with an equal stress connection part 4 between the fuselage connection part 2 and the wing connection part 3, and the thickness and width of the equal stress connection part 4 gradually decrease from the end close to the fuselage connection part 2 to the end close to the wing connection part 3.

[0020] From the above description, it can be seen that the beneficial effects of the utility model are: an equal stress composite wing connection joint, the joint body 1 uses the fuselage connection part 2 and the wing connection part 3 to connect the fuselage and the wing respectively, and a variable width and thickness equal stress connection part 4 is designed between the fuselage connection part 2 and the wing connection part 3 to reduce the structural stress level, solve the problems of excessive structural stress and weak continuity of the composite wing and fuselage connection joint, and low material utilization rate, suitable for one-piece molding of composite material molding process, and is particularly suitable for small aircraft wing fuselage joint structure.

[0021] In an optional embodiment, the joint body 1 includes an integrally formed first body 11 and a second body 12, the fuselage connection portion 2 is arranged at an end of the first body 11 away from the second body 12, the equal stress connection portion 4 is arranged at an end of the second body 12 close to the first body 11, and the wing connection portion 3 is arranged at an end of the second body 12 away from the first body 11.

[0022] It can be seen from the above description that the first body 11 and the second body 12 are integrally formed, so that the joint has no obvious stiffness mutation area.

[0023] In an optional embodiment, the first body 11 is provided with a mounting plane 21 at the fuselage connecting portion 2 .

[0024] From the above description, it can be seen that the mounting plane 21 is connected to the fuselage, and the connection is simple and firm.

[0025] In an optional embodiment, the first body 11 is provided with a coaxially arranged body connection groove 22 and a body connection hole 23 at the body connection portion 2 .

[0026] From the above description, it can be seen that the fuselage connecting groove 22 and the fuselage connecting hole 23 are used for docking with the fuselage, the fuselage connecting groove 22 is connected to the small aircraft, the wings can be folded in the non-working state to save space, and the fuselage connecting hole 23 is connected to the rotating shaft of the small aircraft.

[0027] In an optional embodiment, the first body 11 is provided with a supporting arc surface 111 , and the isostress connecting portion 4 is provided with a connecting arc surface 41 connected to the supporting arc surface 111 .

[0028] From the above description, it can be seen that the first main body 11 and the second main body 12 adopt an arc surface butt joint structure, and cooperate with the equal stress connection part 4 with variable width and variable thickness design, which can withstand the huge bending moment transmitted from the wing. The bending moment of the part away from the fuselage connection part 2 is reduced, and the span and thickness of the cross-section are reduced accordingly, so that equal stress design can be achieved and the material utilization rate is high.

[0029] In an optional embodiment, the second body 12 is provided with a wing positioning groove 121 at the wing connecting portion 3 .

[0030] From the above description, it can be known that the function of the wing positioning groove 121 is to prevent the carbon fiber from being pulled off from the joint when the composite material wing spar and the connecting joint are integrally formed.

[0031] Please refer to Figures 1 to 4 As shown, embodiment 1 of the utility model is: an equal stress composite material wing connection joint, comprising a joint body 1, a fuselage connection part 2 is provided at one end of the joint body 1, a wing connection part 3 is provided at the other end of the joint body 1, an equal stress connection part 4 is provided between the fuselage connection part 2 and the wing connection part 3, the thickness and width of the equal stress connection part 4 gradually decrease from one end close to the fuselage connection part 2 to the end close to the wing connection part 3, the thickness of the equal stress connection part 4 gradually decreases from 10 mm to 5 mm toward the other end, and the width of the equal stress connection part 4 gradually decreases from 25 mm to 10 mm toward the other end.

[0032] The joint body 1 includes an integrally formed first body 11 and a second body 12, the fuselage connection part 2 is arranged at one end of the first body 11 away from the second body 12, the equal stress connection part 4 is arranged at one end of the second body 12 close to the first body 11, and the wing connection part 3 is arranged at one end of the second body 12 away from the first body 11. The first body 11 is provided with a mounting plane 21 at the fuselage connection part 2. The first body 11 is provided with a coaxially arranged fuselage connection groove 22 and a fuselage connection hole 23 at the fuselage connection part 2. The first body 11 is provided with a supporting arc surface 111, and the equal stress connection part 4 is provided with a connecting arc surface 41 connected to the supporting arc surface 111. The second body 12 is provided with a wing positioning groove 121 at the wing connection part 3. The groove depth of the wing positioning groove 121 is 1mm to 2mm, and the groove width is 1cm to 2cm.

[0033] To sum up, in the isostress composite wing connection joint of the utility model, the joint body respectively utilizes the fuselage connection part and the wing connection part to connect the fuselage and the wing, and designs an isostress connection part with variable width and thickness between the fuselage connection part and the wing connection part to reduce the structural stress level, thereby solving the problems of excessive structural stress and weak continuity of the composite wing and fuselage connection joint and low material utilization rate. The joint is suitable for one-piece molding of composite material molding process, and is particularly suitable for the wing-fuselage joint structure of small aircraft.

[0034] The above description is only an embodiment of the present invention, and does not limit the patent scope of the present invention. Any equivalent transformations made using the contents of the specification and drawings of the present invention, or directly or indirectly applied in the relevant technical field, are also included in the patent protection scope of the present invention.

Claims

1. An isostress composite wing connection joint, characterized in that: The invention comprises a joint body, one end of which is provided with a fuselage connection part, the other end of which is provided with a wing connection part, and the joint body is provided with an equal stress connection part between the fuselage connection part and the wing connection part, wherein the thickness and width of the equal stress connection part gradually decrease from the end close to the fuselage connection part to the end close to the wing connection part.

2. The iso-stress composite wing connection joint according to claim 1, characterized in that: The joint body includes an integrally formed first body and a second body, the fuselage connection part is arranged at an end of the first body away from the second body, the equal stress connection part is arranged at an end of the second body close to the first body, and the wing connection part is arranged at an end of the second body away from the first body.

3. The iso-stress composite wing connection joint according to claim 2, characterized in that: The first main body is provided with a mounting plane at the connection part of the fuselage.

4. The iso-stress composite wing connection joint according to claim 2, characterized in that: The first main body is provided with a coaxially arranged fuselage connection groove and a fuselage connection hole at the fuselage connection part.

5. The iso-stress composite wing connection joint according to claim 2, characterized in that: The first main body is provided with a supporting arc surface, and the equal stress connecting portion is provided with a connecting arc surface connected with the supporting arc surface.

6. The iso-stress composite wing connection joint according to claim 2, characterized in that: The second main body is provided with a wing positioning groove at the wing connecting portion.

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