Switching structure for wing spar and metal joint of aircraft

Abstract

The utility model discloses a switching structure of an airplane spar and a metal joint in the technical field of airplane connecting structures, which comprises a connecting piece, the connecting piece is arranged in a triangle-like shape, a spar connecting area, a middle beam connecting area and a rear beam connecting area are arranged on the connecting piece, a weight reducing groove is arranged between the middle beam connecting area and the rear beam connecting area, and the metal joint is arranged in the weight reducing groove. A lightening hole is formed in the connecting piece, and the spar connector, the middle beam connector and the rear beam connector are integrally distributed in a triangular shape. According to the utility model, by adopting the form of the switching structure, the bimetal joint of the middle beam and the rear beam is combined with the wing spar joint, so that the structure has higher rigidity and strength when bearing bending moment, shearing force and torsion while high-efficiency load transmission is ensured; and secondly, the triangular layout of the middle beam, the rear beam and the wing beam can expand the internal space of the wing and the empennage, so that the arrangement of a fuel system, a pipeline or a cable is facilitated, and the flexibility and functionality of the internal space are improved.

Description

Technical Field

[0001] This utility model relates to the field of aircraft connection structure technology, and in particular to a transition structure for an aircraft wing spars and metal joints. Background Technology

[0002] The wings and tail are important components of an aircraft. The main function of the wings is to generate aerodynamic lift, ensuring the aircraft's flight performance and maneuverability under all flight conditions specified by technical requirements. The tail, located behind the wings, is responsible for ensuring the aircraft's pitch stability and controllability.

[0003] Aircraft wings and tails are generally classified into four structural types: beam-type, single-piece type, multi-wall type, and hybrid type. The wing spars are the primary longitudinal members of the aircraft wing surface that bear bending moments and shear forces, crucial for ensuring the strength and stiffness of the wing structure. They consist of upper and lower edge slats and a web. The upper and lower edge slats bear bending moment loads in tension and compression, respectively, while the web transmits tangential loads in shear. Bending moments are transmitted as couples through the spar edge slats to the joints of the fuselage reinforcing frame, while the web transmits shear forces to the joints of the fuselage reinforcing frame. In wing spar design, the load at the spar joint is the highest, requiring the highest structural strength; the load decreases towards the wingtip.

[0004] Modern aircraft typically employ either web-type or integral wing spars, with at least two spars generally forming the wing structure. These spars are often machined from a single piece of metal, such as aluminum alloy, steel, or titanium alloy, to ensure good structural performance. However, this also increases the overall weight of the aircraft, production costs, and the risk of electrochemical corrosion. Furthermore, some large aircraft subjected to heavy loads require more than two spars. While this multi-spar structure can withstand greater aerodynamic loads, it can lead to excessively high wingtip safety margins, significantly increasing structural weight, manufacturing costs, and reducing the internal volume of the wing and tail. On the other hand, the twin-joint integral wing spar structure is complex, extremely difficult to manufacture, and inconvenient for disassembly and maintenance. Therefore, we propose a transition structure for aircraft wing spars and metal joints. Utility Model Content

[0005] In view of the shortcomings of the existing technology, this utility model provides a transition structure for aircraft wing spars and metal joints.

[0006] The purpose of this utility model is achieved as follows: a transition structure for an aircraft wing spars and metal joints, including a connector, the connector being arranged in a near-triangular shape, the connector having a wing spar connection area, a middle spar connection area and a rear spar connection area, a weight reduction groove being formed between the middle spar connection area and the rear spar connection area, a weight reduction hole being formed on the connector, a wing spar joint being nested on the outer side of the wing spar connection area, a middle spar joint being inserted into the middle spar connection area, and a rear spar joint being inserted into the rear spar connection area, the wing spar joint, the middle spar joint and the rear spar joint being arranged in a triangular shape.

[0007] Optionally, the spar connection area includes a first spar connection plate and a second spar connection plate, the first spar connection plate and the second spar connection plate being arranged in a C-shape, and the spar connection area corresponding to the spar joint.

[0008] Optionally, the wing beam includes a wing beam web and a wing beam flange. The wing beam web is fitted with a first connecting plate of the wing beam, and the wing beam flange is fitted with a second connecting plate of the wing beam. The overlap between the wing beam flange and the second connecting plate of the wing beam is thinned, and the overall thickness of the overlap area is consistent with the joint thickness and the wing beam joint thickness.

[0009] Optionally, the wing beam flange is flush with the end of the second connecting plate of the wing beam, and a glass cloth gap and an assembly gap are provided between the connecting surfaces.

[0010] Optionally, the middle beam connection area includes a first middle beam connection plate and a second middle beam connection plate, and the middle beam joint includes a middle beam web and a middle beam flange, with the middle beam joint corresponding to the middle beam connection area.

[0011] Optionally, the rear beam connection area includes a first rear beam connection plate and a second rear beam connection plate, and the rear beam joint is provided corresponding to the rear beam connection area.

[0012] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0013] 1. By adopting a transition structure, the bimetallic joints of the middle beam and rear beam are combined with a wing beam joint 600, ensuring efficient load transfer while ensuring higher stiffness and strength of the structure when subjected to bending moment, shear force and torsion. Secondly, the overall weight is reduced by weight reduction grooves and weight reduction holes, and the stress distribution is optimized by using a nested structure and gradual chamfering to avoid local stress concentration and improve fatigue resistance. In addition, the triangular layout of the middle beam, rear beam and wing beam can expand the internal space of the wing and tail, which is convenient for the layout of fuel system, pipeline or cable, and improves the flexibility and functionality of the internal space.

[0014] 2. By combining the "C"-shaped wing beam with the "C"-shaped joint, the processing technology is simplified, the length can be adjusted in time as needed, and the installation, assembly and subsequent maintenance are more convenient, with higher flexibility and efficiency. At the same time, the "C"-shaped nested structure can avoid the use of more additional metal structures for the transition, reduce the number of standard parts such as bolts or rivets, the number of parts produced and the assembly process, and improve the service life and load transfer effect. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the overall structure provided by this utility model.

[0017] Figure 2 This is a schematic diagram of the connector provided by this utility model.

[0018] Figure 3 This is a schematic diagram of the wing beam joint structure provided by this utility model.

[0019] Figure 4 This is a schematic diagram of the center beam joint provided by this utility model.

[0020] In the diagram: 1. Connector; 100. Wing beam connection area; 200. Middle beam connection area; 300. Rear beam connection area; 400. Weight reduction groove; 500. Weight reduction hole; 600. Wing beam joint; 700. Middle beam joint; 800. Rear beam joint; 101. First connecting plate of wing beam; 102. Second connecting plate of wing beam; 201. First connecting plate of middle beam; 202. Second connecting plate of middle beam; 301. First connecting plate of rear beam; 302. Second connecting plate of rear beam; 601. Wing beam web; 602. Wing beam flange; 701. Middle beam web; 702. Middle beam flange. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0022] like Figures 1 to 4The diagram shows a transition structure for an aircraft wing spars and metal joints, including a connector 1. The connector 1 is arranged in a triangular shape and has a wing spars connection area 100, a middle spar connection area 200, and a rear spar connection area 300. A weight-reducing groove 400 is formed between the middle spar connection area 200 and the rear spar connection area 300. A weight-reducing hole 500 is formed on the connector 1. A wing spars joint 600 is nested on the outside of the wing spars connection area 100. A middle spar joint 700 is inserted into the middle spar connection area 200, and a rear spar joint 800 is inserted into the rear spar connection area 300.

[0023] Specifically, the middle beam connection area 200 includes a middle beam first connection plate 201 and a middle beam second connection plate 202, the middle beam joint 700 includes a middle beam web 701 and a middle beam flange 702, and the middle beam joint 700 is correspondingly provided with the middle beam connection area 200; the rear beam connection area 300 includes a rear beam first connection plate 301 and a rear beam second connection plate 302, and the rear beam joint 800 is correspondingly provided with the rear beam connection area 300.

[0024] It should be noted that, firstly, connector 1, middle beam joint 700 and rear beam joint 800 are all machined from 7050 aluminum alloy, which gives the connection structure extremely high strength and resistance to exfoliation corrosion, stress corrosion cracking, fracture toughness and fatigue. At the same time, two layers of TB06-9 primer need to be applied to its surface to form a protective film to prevent corrosion. In addition, the middle beam joint 700 and the rear beam joint 800 have the same structural features.

[0025] Secondly, the wing spars are made of T700 grade carbon fiber composite material, which has the characteristics of being lightweight, high-strength, high-rigidity, high specific strength, high specific modulus, excellent heat resistance, and corrosion resistance, which can significantly reduce the weight of the wing spars structure.

[0026] Specifically, the spar connection area 100 includes a first spar connection plate 101 and a second spar connection plate 102, which are arranged in a C-shape. The spar connection area 100 corresponds to the spar joint 600.

[0027] Furthermore, firstly, the C-shaped opening structure forms a natural semi-enclosed force transmission path, allowing the load to be evenly distributed and transmitted through the second connecting plates 102 on both sides of the wing beam, which can improve the bending stiffness compared to the flat plate connection method.

[0028] Secondly, the C-shaped configuration maintains a compact structure while providing assembly operation space through the open side, making operation simple and improving the nesting installation efficiency of the wing beam joint 600 and the connector 1;

[0029] Furthermore, the inherent torsional resistance of the C-section can effectively suppress local deformation in the joint area, thus improving torsional stiffness compared to the L-shaped connection.

[0030] In addition, the C-shaped configuration allows for the installation of weight-reducing holes 500 on the non-load-bearing side without affecting the main force transmission path, ensuring load-bearing strength while achieving a lightweight effect;

[0031] Finally, the symmetrical characteristics of the C-shaped structure can adaptively compensate for assembly tolerances. Combined with the reserved 0.1mm glass cloth gap, it can not only ensure corrosion protection and isolation but also avoid stress concentration and extend fatigue life.

[0032] Specifically, the wing beam includes a web plate 601 and a flange 602. The web plate 601 is attached to the first connecting plate 101 of the wing beam, and the flange 602 is attached to the second connecting plate 102 of the wing beam. The overlap between the flange 602 and the second connecting plate 102 of the wing beam is thinned, and the overall thickness of the overlap area is consistent with the joint thickness and the thickness of the wing beam joint 600.

[0033] It should be noted that at the transition from the thick to the thin area of ​​the overlapping region after the thinning treatment, the chamfer gradually increases from small to large.

[0034] Furthermore, a thinning process is carried out, and a continuous stiffness gradient is formed in the overlapping area by gradually changing the thickness (such as a gradual transition from small to large chamfers). This avoids stress concentration caused by abrupt changes in thickness, reduces local stress peaks, and improves fatigue life. At the same time, maintaining a consistent overall thickness ensures that the cross-sectional modulus of the force transmission path remains constant, preventing abrupt changes in overall stiffness caused by local weakening.

[0035] Furthermore, the overlap area and the overall thickness are consistent, which can ensure that there will be no stepped misalignment when multi-layer structures are stacked, avoid assembly stress, make the bolt preload distribution more uniform, and prevent local crushing of the connection surface due to thickness difference.

[0036] Specifically, the end of the wing beam flange 602 is flush with the end of the second connecting plate 102 of the wing beam, and a glass cloth gap and an assembly gap are provided between the connecting surfaces.

[0037] Furthermore, firstly, flush ends can ensure the continuity of the load transmission path and avoid eccentric force caused by misalignment;

[0038] Secondly, the gaps in the glass cloth, acting as an insulating layer, effectively block direct contact between the carbon fiber composite material and the metal joint, reducing the galvanic corrosion rate and improving structural durability.

[0039] Furthermore, the assembly gap provides compensation space for temperature deformation and manufacturing tolerances. Thermal cycling tests have proven that this design can absorb ±0.15mm of thermal deformation and prevent thermal stress accumulation.

[0040] In addition, this clearance fit design improves assembly efficiency while ensuring uniform distribution of bolt preload and extending the fatigue life of the connection.

[0041] For example, such as Figure 1 As shown, the metal middle beam joint 700, metal rear beam joint 800, wing beam joint 600, and the overlapping joints of the transition structure all adopt a "C"-shaped structure. This structure can reduce stress concentration, improve the strength and toughness of the parts, and facilitate production and processing. The wing beam connecting area 100 is nested inside the wing beam joint 600. The first connecting plate 101 of the wing beam is attached to the web plate 601 of the wing beam, with a 0.1mm glass cloth gap reserved to prevent electrochemical corrosion. The second connecting plate 102 of the wing beam is attached to the flange strip 602 of the wing beam, with the ends of the flange strips of both being flush, and a 0.1mm glass cloth gap is also reserved. The gaps in the glass cloth and the 0.2mm assembly gap, the gap treatment of the middle beam joint 700 and the middle beam connection area 200, and the gap treatment of the rear beam joint 800 and the rear beam connection area 300 are all adopted. The structure at the overlap of the flange strip is thinned. At the transition from the thick area to the thin area of ​​the overlap structure, the chamfer is gradually increased. The overall thickness of the overlap area is consistent with the thickness of the joint and the thickness of the wing beam. The overlap area is fixed by bolt connection. Then, a layer of structural adhesive is applied. After the middle beam joint 700, the rear beam joint 800, the wing beam joint 600 and the transition structure are connected and fixed, other parts are assembled.

[0042] Specifically, the wing beam joint 600, the middle beam joint 700, and the rear beam joint 800 are arranged in a triangular pattern.

[0043] Furthermore, firstly, the triangle is the most stable load-bearing structure in geometry. Its inherent high stiffness allows for a reduction in the number of traditional stiffeners and auxiliary support structures. Compared to parallel beams or single beam structures, the triangular layout can reduce the space occupied by internal structural components of the aircraft under the same strength, freeing up more effective volume for systems such as fuel tanks and hydraulic pipelines.

[0044] Secondly, by forming a triangular force system with the middle beam joint 700 and the rear beam joint 800 and the wing beam joint 600, a three-dimensional balanced transmission of bending moment, shear force, and torque is achieved. The integrated force transmission path eliminates redundant transition structures (such as additional diaphragms or reinforcing ribs) used in traditional designs to distribute loads, reducing structural weight while increasing the usable internal space depth.

[0045] The above description of the embodiments is only for the purpose of helping to understand the method and core idea of ​​this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principle of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. An adapter structure for an aircraft spar and metal joint, comprising a connecting piece (1), characterized in that: The connecting piece (1) is triangular, the connecting piece (1) is provided with a wing spar connecting area (100), a middle spar connecting area (200) and a rear spar connecting area (300), a weight reduction groove (400) is arranged between the middle spar connecting area (200) and the rear spar connecting area (300), a weight reduction hole (500) is arranged on the connecting piece (1), the wing spar connecting area (100) is nested with a wing spar joint (600), the middle spar connecting area (200) is inserted with a middle spar joint (700), the rear spar connecting area (300) is inserted with a rear spar joint (800), and the wing spar joint (600), the middle spar joint (700) and the rear spar joint (800) are triangularly distributed.

2. An adapter structure for an aircraft spar and metal joint according to claim 1, characterized in that: The wing spar connecting area (100) comprises a wing spar first connecting plate (101) and a wing spar second connecting plate (102), the wing spar first connecting plate (101) and the wing spar second connecting plate (102) are arranged in a C shape, and the wing spar connecting area (100) is arranged in correspondence with the wing spar joint (600).

3. An adapter structure for an aircraft spar and metal joint according to claim 1, wherein: The wing spar comprises a wing spar web (601) and a wing spar edge strip (602), the wing spar web (601) is attached to the wing spar first connecting plate (101), the wing spar edge strip (602) is attached to the wing spar second connecting plate (102), the wing spar edge strip (602) and the wing spar second connecting plate (102) are overlapped and subjected to thinning treatment, and the total thickness of the overlapping area is consistent with the thickness of the joint and the thickness of the wing spar joint (600).

4. An aircraft spar and metal joint adapter structure as defined in claim 3 wherein: The wing spar edge strip (602) is flush with the end of the wing spar second connecting plate (102), and a glass cloth gap and an assembly gap are arranged between the connecting surfaces.

5. The adapter structure for an aircraft spar and metal joint of claim 1, wherein: The middle spar connecting area (200) comprises a middle spar first connecting plate (201) and a middle spar second connecting plate (202), the middle spar joint (700) comprises a middle spar web (701) and a middle spar edge strip (702), and the middle spar joint (700) is arranged in correspondence with the middle spar connecting area (200).

6. An adapter structure for an aircraft spar and metal joint according to claim 1, wherein: The rear spar connecting area (300) comprises a rear spar first connecting plate (301) and a rear spar second connecting plate (302), and the rear spar joint (800) is arranged in correspondence with the rear spar connecting area (300).

Images