A fixed-wing aircraft diagonal brace assembly structure

Abstract

The utility model discloses a fixed wing aircraft diagonal bracing assembly structure, including fuselage and the main wing on the fuselage, the bottom of main wing is equipped with landing gear, its characterized in that, the both sides of landing gear are equipped with diagonal bracing mechanism no.

Description

Technical Field

[0001] This utility model relates to the field of fixed-wing aircraft technology, and more specifically, to a fixed-wing aircraft diagonal brace assembly structure. Background Technology

[0002] A fixed-wing aircraft is an aircraft with fixed wings that generate lift to support its flight in the air. It typically consists of a fuselage, fixed wings, elevators, rudders, and a power plant.

[0003] Fixed-wing aircraft are inevitably subject to vibrations during flight due to factors such as flight site, wind speed, and weather conditions. Vibrations are especially likely to occur during takeoff and landing, which can lead to damage to the aircraft.

[0004] No effective solutions have yet been proposed to address the problems in the relevant technologies. Utility Model Content

[0005] In view of the problems in the related technologies, this utility model proposes a fixed-wing aircraft diagonal brace assembly structure to overcome the above-mentioned technical problems existing in the existing related technologies.

[0006] Therefore, the specific technical solution adopted by this utility model is as follows:

[0007] A fixed-wing aircraft strut assembly structure includes a fuselage and a main wing located on the fuselage. The main wing has a landing gear at its bottom end. The structure is characterized in that a strut mechanism one and a strut mechanism two, which are connected to the main wing, are respectively provided on both sides of the landing gear.

[0008] The first set of the diagonal bracing mechanism includes a first diagonal bracing wire located on one side of the landing gear. The bottom end of the first diagonal bracing wire is connected to the landing gear. The top of the first diagonal bracing wire is threaded with a sleeve joint. The top end of the sleeve joint is threaded with a second diagonal bracing wire connected to the main wing. The bottom end of the main wing is provided with a first diagonal bracing bracket connected to the second diagonal bracing wire.

[0009] Preferably, the top of the main wing is provided with a second diagonal brace that is connected to the first diagonal brace. The top of the second diagonal brace is provided with a third diagonal brace that is inclined. The top ends of the two sets of the third diagonal brace are threadedly connected to a diagonal brace seat that is connected to the fuselage. The diagonal brace seat is connected to the fuselage by a first fixing screw.

[0010] Preferably, the second diagonal bracing mechanism includes a fourth diagonal bracing wire located on the other side of the landing gear. The top end of the fourth diagonal bracing wire is connected to the main wing, and the bottom of the main wing is provided with a diagonal bracing fixing seat connected to the fourth diagonal bracing wire.

[0011] Preferably, the two ends of the fourth diagonal bracing wire are semi-circular open structures, the ends of the first diagonal bracing wire and the second diagonal bracing wire that are far apart from each other are semi-circular open structures, and the ends that are close to each other are threaded.

[0012] Preferably, the bottom end of the three diagonal bracing wires is a semi-circular open structure, and the top end is threaded.

[0013] Preferably, the top of the main wing is provided with a fixed bracket for connecting the landing gear, and the landing gear is connected to the fixed bracket by a screw.

[0014] Preferably, the main wing is connected to the fuselage via a second fixed bracket, and the top of the second fixed bracket is provided with a third screw.

[0015] The beneficial effects of this utility model are as follows: the spacing between the first and second diagonal bracing wires can be adjusted by rotating the sleeve joint in either the forward or reverse direction, making it convenient for consumers to adjust the different states of the diagonal bracing length and tension. These three diagonal bracing structures can be interchanged in different positions on the machine body in practice, and can also realize the function of diagonal bracing, forming a stable triangular structure. Each side of the triangle is directly connected to the other two sides, forming a tight mesh structure. This structure enables the triangle to effectively disperse the effect of external forces, thereby maintaining the stability of its shape. Whether affected by pressure, tension or torsion, the triangle can evenly disperse and bear the effect of these forces through its rigid structure. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a cross-sectional view of a fixed-wing aircraft strut assembly structure according to an embodiment of the present utility model;

[0018] Figure 2 This is a structural schematic diagram of a fixed-wing aircraft diagonal brace assembly structure according to an embodiment of the present utility model;

[0019] Figure 3 This is an exploded view of a fixed-wing aircraft diagonal brace assembly structure according to an embodiment of the present utility model.

[0020] In the picture:

[0021] 1. Fuselage; 2. Main Wing; 3. Landing Gear; 4. Diagonal Brake Wire 1; 5. Sleeve Joint; 6. Diagonal Brake Wire 2; 7. Diagonal Brake Support 1; 8. Diagonal Brake Support 2; 9. Diagonal Brake Wire 3; 10. Diagonal Brake Seat; 11. Fixing Screw 1; 12. Diagonal Brake Wire 4; 13. Diagonal Brake Fixing Seat; 14. Fixing Brake 1; 15. Screw 2; 16. Fixing Brake 2. Detailed Implementation

[0022] To further illustrate the various embodiments, the present invention provides accompanying drawings, which are part of the disclosure of the present invention. These drawings are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, those skilled in the art should be able to understand other possible implementation methods and the advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are usually used to represent similar components.

[0023] According to an embodiment of the present invention, a fixed-wing aircraft diagonal brace assembly structure is provided.

[0024] Example 1:

[0025] like Figure 1-3 As shown, the fixed-wing aircraft strut assembly structure according to an embodiment of the present utility model includes a fuselage 1 and a main wing 2 located on the fuselage 1. The main wing 2 is provided with a landing gear 3 at its bottom end. The landing gear 3 is characterized in that a strut mechanism one and a strut mechanism two connected to the main wing 2 are respectively provided on both sides of the landing gear 3.

[0026] The first set of the diagonal bracing mechanism includes a first diagonal bracing wire 4 located on one side of the landing gear 3. The bottom end of the first diagonal bracing wire 4 is connected to the landing gear 3. The top of the first diagonal bracing wire 4 is threadedly connected to a sleeve joint 5. The top end of the sleeve joint 5 is threadedly connected to a second diagonal bracing wire 6 connected to the main wing 2. The bottom end of the main wing 2 is provided with a first diagonal bracing bracket 7 connected to the second diagonal bracing wire 6.

[0027] Example 2:

[0028] like Figure 1-3 As shown, the top of the main wing 2 is provided with a second diagonal brace 8 corresponding to the first diagonal brace 7. The top of the second diagonal brace 8 is provided with a third diagonal brace 9 inclined. The top ends of the two sets of third diagonal brace 9 are threadedly connected to a diagonal brace seat 10 connected to the fuselage 1. The diagonal brace seat 10 is connected to the fuselage 1 by a first fixing screw 11.

[0029] Example 3:

[0030] like Figure 1-3As shown, the second diagonal bracing mechanism includes a fourth diagonal bracing wire 12 located on the other side of the landing gear 3. The top of the fourth diagonal bracing wire 12 is connected to the main wing 2, and the bottom of the main wing 2 is provided with a diagonal bracing fixing seat 13 connected to the fourth diagonal bracing wire 12. Both ends of the fourth diagonal bracing wire 12 are semi-circular open structures. The ends of the first diagonal bracing wire 4 and the second diagonal bracing wire 6 that are far apart from each other are semi-circular open structures, and the ends that are close to each other are threaded. The bottom end of the third diagonal bracing wire 9 is a semi-circular open structure, and its top end is threaded. The top of the main wing 2 is provided with a first fixing bracket 14 for connecting the landing gear 3. The landing gear 3 is connected to the first fixing bracket 14 by a second screw 15. The main wing 2 is connected to the fuselage 1 by a second fixing bracket 16. The top of the second fixing bracket 16 is provided with a third screw.

[0031] To facilitate understanding of the above-mentioned technical solutions of this utility model, the working principle or operation method of this utility model in actual process will be described in detail below.

[0032] In practical applications, one end of the diagonal brace wires 4, 6, and 9 is semi-open, while the other end is threaded. The open end of diagonal brace wire 4 is secured to the landing gear 3, and the other end has a screw that locks onto the "double-ended adjustment joint." The open end of the other wire is secured to the column of the main wing diagonal brace support, and the other end is threaded and connected to the sleeve joint 5. The threads on diagonal brace wires 4 and 6 have opposite rotational speeds: one is counterclockwise, and the other is clockwise. Rotating the sleeve joint 5 in either the forward or reverse direction adjusts the speed of diagonal brace wire 4. The spacing between the diagonal brace and the second diagonal brace wire allows consumers to adjust the length and tension of the diagonal brace. These three types of diagonal brace structures can be interchanged in different positions on the machine body in practice, and can also achieve the function of diagonal brace, forming a stable triangular structure. Each side of the triangle is directly connected to the other two sides, forming a tight mesh structure. This structure allows the triangle to effectively disperse the effect of external forces, thereby maintaining the stability of its shape. Whether affected by pressure, tension or torsion, the triangle can evenly distribute and bear the effect of these forces through its rigid structure.

[0033] In summary, with the help of the above-mentioned technical solution of this utility model, the distance between the first and second inclined bracing wires 4 and 6 can be adjusted by rotating the sleeve joint 5 in either the forward or reverse direction. This allows consumers to easily adjust the different states of the inclined bracing length and tension. These three structural forms of inclined bracing can be used interchangeably in different positions on the machine body in practice, and can also realize the function of inclined bracing, forming a stable triangular structure. Each side of the triangle is directly connected to the other two sides, forming a tight mesh structure. This structure allows the triangle to effectively disperse the effect of external forces, thereby maintaining the stability of its shape. Whether affected by pressure, tension or torsion, the triangle can evenly disperse and bear the effect of these forces through its rigid structure.

[0034] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A fixed-wing aircraft strut assembly structure, comprising a fuselage (1) and a main wing (2) located on the fuselage (1), wherein the bottom end of the main wing (2) is provided with landing gear (3), characterized in that, The landing gear (3) is provided with a first diagonal bracing mechanism and a second diagonal bracing mechanism on both sides, which are connected to the main wing (2); The first set of the diagonal bracing mechanism includes a first diagonal bracing wire (4) located on one side of the landing gear (3). The bottom end of the first diagonal bracing wire (4) is connected to the landing gear (3). The top of the first diagonal bracing wire (4) is threaded with a sleeve joint (5). The top end of the sleeve joint (5) is threaded with a second diagonal bracing wire (6) connected to the main wing (2). The bottom end of the main wing (2) is provided with a first diagonal bracing bracket (7) connected to the second diagonal bracing wire (6).

2. The fixed-wing aircraft diagonal brace assembly structure according to claim 1, characterized in that, The top of the main wing (2) is provided with a second diagonal brace (8) corresponding to the first diagonal brace (7). The top of the second diagonal brace (8) is provided with a third diagonal brace (9) set at an incline. The top ends of the two sets of the third diagonal brace (9) are threadedly connected to a diagonal brace seat (10) connected to the fuselage (1). The diagonal brace seat (10) is connected to the fuselage (1) by a first fixing screw (11).

3. The fixed-wing aircraft diagonal brace assembly structure according to claim 2, characterized in that, The second diagonal bracing mechanism includes a fourth diagonal bracing wire (12) located on the other side of the landing gear (3). The top of the fourth diagonal bracing wire (12) is connected to the main wing (2), and the bottom of the main wing (2) is provided with a diagonal bracing fixing seat (13) connected to the fourth diagonal bracing wire (12).

4. The fixed-wing aircraft diagonal brace assembly structure according to claim 3, characterized in that, The two ends of the diagonal bracing wire four (12) are semi-circular open structures. The ends of the diagonal bracing wire one (4) and the diagonal bracing wire two (6) that are far apart from each other are semi-circular open structures, and the ends that are close to each other are threaded.

5. The fixed-wing aircraft diagonal brace assembly structure according to claim 4, characterized in that, The bottom end of the three (9) diagonal bracing wires is a semi-circular open structure, and the top end is threaded.

6. The fixed-wing aircraft diagonal brace assembly structure according to claim 5, characterized in that, The top of the main wing (2) is provided with a fixed bracket (14) for connecting the landing gear (3), and the landing gear (3) is connected to the fixed bracket (14) by screw (15).

7. The fixed-wing aircraft diagonal brace assembly structure according to claim 1, characterized in that, The main wing (2) is connected to the fuselage (1) via a fixed bracket (2, 16), and the top of the fixed bracket (2, 16) is provided with a screw (3).

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