An aircraft hoist structure mounted to a wing
By designing a combination structure of crossbars, T-plates, and pressure plates on the wing, the aircraft hoisting structure is optimized, solving the problems of increased structural weight and design difficulty at the hoisting points in existing technologies, and achieving a stable and lightweight hoisting effect.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- BEIJING AERONAUTIC SCI & TECH RES INST OF COMAC
- Filing Date
- 2025-07-01
- Publication Date
- 2026-07-07
AI Technical Summary
In the existing technology, the design of aircraft hoisting structures increases the difficulty and weight of structural design, and the design of hoisting points affects the normal flight performance of the aircraft.
Design an aircraft hoisting structure to be installed on the wing, including a first integral structure and a second integral structure. By combining crossbars, T-shaped plates, pressure plates and pressure blocks, the hoisting structure is optimized, the design of hoisting points is reduced, and the load-bearing capacity of the connection structure between the wing and the fuselage is utilized to achieve stable lifting of the aircraft.
It achieves a smaller lifting structure weight, stronger wing shape adaptability, and greater overload capacity, ensuring the stability of the lifting process and reducing the impact of additional weight on flight performance.
Smart Images
Figure CN224466108U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the technical field of loading device design for structural mechanical performance testing and experimentation, specifically relating to an aircraft hoisting structure installed on the wing. Background Technology
[0002] Currently, considering the needs of aircraft positioning, maintenance, measurement, and testing, dedicated lifting points and jacking points are typically designed into the airframe structure. These points bear concentrated loads, increasing both the complexity of the structural design and the overall weight of the aircraft. Therefore, it is possible to reduce the design of lifting points and jacking points in the aircraft structure design, using appropriate lifting or jacking devices to complete maintenance tasks. During normal flight, the aircraft does not need to carry the additional weight of the lifting points, lifting, or jacking devices. The fuselage or wings can be used for lifting the aircraft, ensuring the strength of the lifting location. The wings provide the majority of the lift required for flight and can withstand maneuvering overloads; therefore, the wings themselves and the connection structure between the wings and the fuselage have strong load-bearing capacity. Lifting the entire aircraft by jacking the wings is a method with a high strength margin.
[0003] Existing technology 1 (CN 116675099A) discloses a self-adjusting suspension beam for aircraft rescue. It adopts a suspension beam belt method, with pulley blocks arranged on the suspension beam. The pulley blocks achieve self-adjustment of the load on the belt, thereby achieving stability in lifting the aircraft and making it applicable to more aircraft types.
[0004] The existing technology (CN211470524U) discloses a vertical tail fin lifting device. The vertical tail fin itself is designed with connection points. The main idea is to achieve a fixed connection between the support fixture and the vertical tail fin connection points through fasteners. The main advantage is that it can protect the composite material vertical tail fin from delamination during the lifting process.
[0005] Prior art document three (CN116177359A) discloses a multi-point coordinated aircraft lifting device. Its main purpose is to achieve stable aircraft lifting. The main idea is to connect the lifting device to the nose landing gear and main landing gear, and utilize trusses to avoid interference between the lifting point and the wings and fuselage. A coordinated loading control system is designed to achieve aircraft attitude control. Analysis shows that the existing technology mainly focuses on the uniformity of load on the airframe structure, protection against potential damage to the airframe structure, and the stability of the lifting process. Utility Model Content
[0006] In order to overcome the above-mentioned problems in the prior art, the present invention provides an aircraft hoisting structure installed on the wing to solve the above-mentioned problems in the prior art.
[0007] An aircraft hoisting structure mounted on an aircraft wing, the mechanism comprising: a first integral structure and a second integral structure.
[0008] The first overall structure includes a first upper pressure plate, a second upper pressure plate, a first upper pressure block, a second upper pressure block, crossbars and T-shaped plates. The four crossbars are spaced apart between the first upper pressure plate and the second upper pressure plate. The four T-shaped plates are spaced apart below the two middle crossbars. The first upper pressure block is located at the lower edge of the first upper pressure plate, and the second upper pressure block is located at the lower edge of the second upper pressure plate.
[0009] The second integral structure includes a first lower pressure plate, a second lower pressure plate, a first lower pressure block, and a second lower pressure block. The first lower pressure plate is connected to the first upper pressure plate, and the second lower pressure plate is connected to the second upper pressure plate. The first lower pressure block is located on the upper edge of the first lower pressure plate, and the second lower pressure block is located on the upper edge of the second lower pressure plate.
[0010] In addition to the aspects described above and any possible implementations, a further implementation is provided in which the structure further includes two front lifting plates and two rear lifting plates, wherein the first front lifting plate is connected to the front side of the first upper pressure plate and the first lower pressure plate, the first rear lifting plate is connected to the rear side of the first upper pressure plate and the first lower pressure plate, the second front lifting plate is connected to the front side of the second upper pressure plate and the second lower pressure plate, and the second rear lifting plate is connected to the rear side of the second upper pressure plate and the second lower pressure plate.
[0011] In addition to the aspects and any possible implementations described above, a further implementation is provided in which lifting lugs are provided on two front lifting plates and two rear lifting plates respectively.
[0012] In addition to the aspects and any possible implementations described above, a further implementation is provided in which the T-shaped plate includes an upper opening and a lower U-shaped groove, the T-shaped plate being fixed to the crossbar through the upper opening, and the lower U-shaped groove engaging with the connection point between the wing and the fuselage.
[0013] In addition to the aspects and any possible implementations described above, a further implementation is provided in which the first upper pressure plate and the second upper pressure plate have the same structure, both including a panel that cooperates with the crossbar, a lower edge that cooperates with the upper pressure block, and a base plate that cooperates with the lower pressure plate.
[0014] In addition to the aspects and any possible implementations described above, a further implementation is provided in which the first upper pressure block and the second upper pressure block have the same structure, both including an upper surface and a lower surface, wherein the upper surface mates with the corresponding upper pressure plate and the lower surface mates with the upper skin of the wing.
[0015] In addition to the aspects and any possible implementations described above, a further implementation is provided in which the front lifting plate includes two vertical plates arranged side by side, each vertical plate having three openings, wherein the lower two openings mate with openings on the front panel of the lower pressure plate, and the upper opening is used to connect with the front panel of the upper pressure plate and the lifting lug.
[0016] In addition to the aspects and any possible implementations described above, a further implementation is provided in which the hoisting plate is rectangular, C-shaped, or L-shaped.
[0017] In addition to the aspects and any possible implementations described above, a further implementation is provided in which the upper edge of the lower pressure plate and the lower surface of the lower pressure block can be connected by a fixed connection, a hinge, or a contact method for load transfer.
[0018] In addition to the aspects and any possible implementations described above, a further implementation is provided in which the panel is provided with a front opening and a rear opening, which are respectively connected to the front mounting plate and the rear mounting plate, and the base plate is provided with openings distributed on both sides of the panel.
[0019] Beneficial effects of this utility model
[0020] The present invention relates to an aircraft hoisting structure mounted on an aircraft wing, the mechanism comprising: a first integral structure and a second integral structure.
[0021] The first integral structure includes a first upper pressure plate, a second upper pressure plate, a first upper pressure block, a second upper pressure block, crossbars, and T-shaped plates. Four crossbars are spaced apart between the first and second upper pressure plates, and four T-shaped plates are spaced apart below the two middle crossbars. The first upper pressure block is located at the lower edge of the first upper pressure plate, and the second upper pressure block is located at the lower edge of the second upper pressure plate. The second integral structure includes a first lower pressure plate, a second lower pressure plate, a first lower pressure block, and a second lower pressure block. The first lower pressure plate is connected to the first upper pressure plate, and the second lower pressure plate is connected to the second upper pressure plate. The first lower pressure block is located at the upper edge of the first lower pressure plate, and the second lower pressure block is located at the upper edge of the second lower pressure plate. This invention, through optimized design of the hoisting structure, achieves a smaller hoisting structure weight, stronger adaptability to wing shape, and greater overload capacity, ensuring stability during the hoisting process. Attached Figure Description
[0022] Figure 1 This is a schematic diagram of the hoisting structure of this utility model;
[0023] Figure 2 This is a schematic diagram of the upper pressure plate of this utility model;
[0024] Figure 3 This is a schematic diagram of the upper pressure block of this utility model;
[0025] Figure 4 This is a schematic diagram of the structure of the four horizontal bars of this utility model;
[0026] Figure 5 This is a schematic diagram of the structure of the T-shaped plate of this utility model;
[0027] Figure 6 This is a schematic diagram of the structure of the lower pressure plate of this utility model;
[0028] Figure 7 This is a schematic diagram of the structure of the lower pressure block of this utility model;
[0029] Figure 8 This is a structural schematic diagram of the front lifting plate of this utility model;
[0030] Figure 9 This is a structural schematic diagram of the rear lifting plate of this utility model;
[0031] Figure 10 This is a schematic diagram illustrating the stress analysis of the hoisting structure of this utility model;
[0032] Figure 11 This is a structural diagram of the pressure plate and pressure block contact and load transfer form of the panel of this utility model.
[0033] Figure 12 This is a schematic diagram of the structure of the pressure plate and pressure block of this utility model, which are fixedly connected by bolts;
[0034] Figure 13 This is a structural diagram of the pressure plate and pressure block in the middle of the panel of this utility model, which are in contact and transfer loads.
[0035] Figure 14 This is a schematic diagram of the shape and structure of the hoisting plate of this utility model;
[0036] Figure 15 This is a schematic diagram of the hoisting process of this utility model. Detailed Implementation
[0037] To better understand the technical solution of this utility model, the content of this utility model includes, but is not limited to, the specific embodiments described below. Similar technologies and methods should be considered within the scope of protection of this utility model. To make the technical problem to be solved, the technical solution, and the advantages of this utility model clearer, a detailed description will be provided below in conjunction with the accompanying drawings and specific embodiments.
[0038] It should be understood that the embodiments described in this utility model are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.
[0039] The terminology used in the embodiments of this utility model is for the purpose of describing particular embodiments only and is not intended to be limiting of the utility model. The singular forms “a,” “the,” and “the” used in the embodiments of this utility model and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.
[0040] This utility model provides an aircraft hoisting structure for mounting on an aircraft wing, the mechanism comprising: a first integral structure and a second integral structure.
[0041] The first overall structure includes a first upper pressure plate, a second upper pressure plate, a first upper pressure block, a second upper pressure block, crossbars, and T-shaped plates or T-shaped plates. Four crossbars are spaced apart between the first upper pressure plate and the second upper pressure plate. Four T-shaped plates are spaced apart below the two middle crossbars. The first upper pressure block is located at the lower edge of the first upper pressure plate, and the second upper pressure block is located at the lower edge of the second upper pressure plate.
[0042] The second integral structure includes a first lower pressure plate, a second lower pressure plate, a first lower pressure block, and a second lower pressure block. The first lower pressure plate is connected to the first upper pressure plate, and the second lower pressure plate is connected to the second upper pressure plate. The first lower pressure block is located on the upper edge of the first lower pressure plate, and the second lower pressure block is located on the upper edge of the second lower pressure plate.
[0043] Furthermore, the structure also includes two front lifting plates and two rear lifting plates, wherein the first front lifting plate is connected to the front side of the first upper pressure plate and the first lower pressure plate, the first rear lifting plate is connected to the rear side of the first upper pressure plate and the first lower pressure plate, the second front lifting plate is connected to the front side of the second upper pressure plate and the second lower pressure plate, and the second rear lifting plate is connected to the rear side of the second upper pressure plate and the second lower pressure plate.
[0044] Furthermore, lifting lugs are provided on the two front lifting plates and the two rear lifting plates respectively.
[0045] Furthermore, the T-shaped plate includes an upper opening and a lower U-shaped groove. The T-shaped plate is fixed to the crossbar through the upper opening, and the lower U-shaped groove cooperates with the connection point between the wing and the fuselage.
[0046] Furthermore, the first upper pressure plate and the second upper pressure plate have the same structure, both including a panel that cooperates with the crossbar, a lower edge that cooperates with the upper pressure block, and a base plate that cooperates with the lower pressure plate; the panel is also provided with a front opening and a rear opening, which are respectively connected to the front lifting plate 51 and the rear lifting plate, and the base plate is provided with openings distributed on both sides of the panel.
[0047] Furthermore, the first and second upper pressure blocks have the same structure, both including an upper surface and a lower surface, wherein the upper surface mates with the corresponding upper pressure plate, and the lower surface mates with the upper skin of the wing.
[0048] Furthermore, the front lifting plate includes two vertical plates arranged side by side, each vertical plate having three openings, wherein the lower two openings mate with the openings on the front panel of the lower pressure plate, and the upper opening is used to connect with the front panel of the upper pressure plate and the lifting lug.
[0049] Furthermore, the hoisting plate is rectangular, C-shaped, or L-shaped.
[0050] Furthermore, the upper edge of the lower pressure plate and the lower surface of the lower pressure block can be connected by a fixed connection, hinge, or contact method for load transfer.
[0051] Specifically, such as Figures 1-15 As shown in the diagram, the aircraft hoisting structure is as follows: Figure 1 As shown, it has a symmetrical structure, with the plane of symmetry being the plane of symmetry of the aircraft. It includes a pair of upper pressure plates 11 and 12, upper pressure blocks 13 and 14, four crossbars 21, 22, 23, and 24, four T-shaped plates 31, 32, 33, and 34, a pair of lower pressure plates 41 and 42, lower pressure blocks 43 and 44, front lifting plates 51 and 53, and rear lifting plates 52 and 54. Lifting lugs are arranged at four positions on the front and rear lifting plates to achieve aircraft lifting.
[0052] Upper pressure plate 11 Figure 2 As shown, it includes a panel that mates with a crossbar, a lower edge that mates with an upper pressure block, and a base plate that mates with a lower pressure plate. The panel has a front opening and a rear opening, which mate with a front lifting plate 51 and a rear lifting plate 53, respectively. The base plate has openings distributed on both sides of the panel.
[0053] Upper pressure block 13 Figure 3 As shown, its upper surface mates with the upper pressure plate 11, and its lower surface mates with the upper skin of the wing.
[0054] Four horizontal bars, as Figure 4 As shown, its end faces mate with the upper pressure plate panel, and some crossbars have bolt holes for mating with the T-shaped plate. The crossbars are staggered in the height direction, which improves the overall bending stiffness in the X direction. The X direction is the aircraft's heading (i.e., the direction the aircraft is moving).
[0055] T-shaped board, such as Figure 5 As shown, it includes an upper opening and a lower U-shaped groove. The upper opening and the crossbar are fitted together, and the lower U-shaped groove is fitted together with the connection point between the wing and the fuselage.
[0056] Lower pressure plate 41 Figure 6 As shown, it includes a front panel and a bottom plate. The front panel has two front openings and two rear openings, which cooperate with the front mounting plate 51 and the rear mounting plate 53 respectively. The upper edge of the panel also cooperates with the lower pressure block. The bottom plate has openings distributed on both sides of the panel.
[0057] Pressing block 43 Figure 7 As shown, its lower surface mates with the lower pressure plate 41, and its upper surface mates with the lower skin of the wing.
[0058] Front mounting plate 51 Figure 8 As shown, it consists of two parts, left and right, each with three openings. The two lower openings match the openings on the front panel of the lower pressure plate, and the upper opening matches the opening on the front panel of the upper pressure plate. The upper opening also matches the front lifting lug.
[0059] Rear hoisting plate 53 Figure 9 As shown, it consists of two parts, left and right, each with three openings. The two lower openings match the openings on the rear panel of the lower pressure plate, and the upper opening matches the opening on the rear panel of the upper pressure plate. The upper opening also matches the rear lifting lug.
[0060] The two upper pressure plates 11 and 12 on the left and right sides are fixedly connected to the four crossbars 21, 22, 23 and 24 to form an integrated structure.
[0061] The horizontal bar and T-shaped plates 31, 32, 33, and 34 are fixedly connected through the openings.
[0062] The U-shaped grooves of T-shaped plates 31, 32, 33, and 34 are oriented axially between the wing spars and the fuselage frame, and laterally positioned at the connection points between the wing spars and the fuselage frame.
[0063] The lower edges of the upper pressure plates 11 and 12 can be connected to the upper surfaces of the corresponding upper pressure blocks 13 and 14 by means of fixed connection, hinge or contact to transfer load.
[0064] The lower surface shape of the upper pressure blocks 13 and 14 matches the shape of the upper skin of the wing at the corresponding position and is in contact with the upper skin.
[0065] The upper pressure plates 11 and 12 and the lower pressure plates 41 and 42 are connected by bolts at corresponding positions.
[0066] The upper pressure plates 11 and 12 are in contact with the front lifting plate 51 and the rear lifting plate 53, and can transfer out-of-plane loads through contact. The diameters of the front and rear openings are larger than the diameters of the upper openings on the lifting plates and the diameters of the lifting lug pins, but they are not in contact with the lifting lug pins.
[0067] The upper edges of the lower pressure plates 41 and 42 and the lower surfaces of the lower pressure blocks 43 and 44 can be connected by a fixed connection, hinge, or contact method to transfer load.
[0068] The upper surface shape of the pressure blocks 43 and 44 matches the shape of the lower wing skin at the corresponding position and contacts the lower skin.
[0069] The lower pressure plates 41 and 42 are fixedly connected to the front mounting plate 51 and the rear mounting plate 53 at their respective openings using bolts or other fasteners.
[0070] As an embodiment of this utility model, this utility model also provides a method for hoisting an aircraft hoisting structure installed on an aircraft wing, wherein the structure described in the method is implemented, including the following steps:
[0071] S1. Assemble the first upper pressure plate with the first upper pressure block, assemble the second upper pressure plate with the second upper pressure block, and connect the crossbar with the first upper pressure plate and the second upper pressure plate to form the first integral structure of the upper pressure block, the upper pressure plate and the crossbar.
[0072] S2. After the first integral structure is lifted, it is placed on the upper surface of the wing. The first and second upper pressure plates are basically symmetrical about the plane of symmetry of the aircraft in the lateral direction, and the two crossbars in the middle are aligned with the mating surface of the wing spars-fuselage frame in the yaw direction.
[0073] S3. Install the T-shaped plate, make minor adjustments to the first overall structure, and achieve a fixed connection between the upper part of the T-shaped plate and the crossbar, as well as the positioning of the U-shaped groove and the connection point between the wing spars and the fuselage frame;
[0074] S4. Install the first lower pressure plate and the first lower pressure block, and install the second lower pressure plate and the second lower pressure block to form a second integral structure. The second integral structure contacts the lower skin of the wing and is fixedly connected to the first integral structure to clamp the wing.
[0075] S5. Install the front and rear lifting plates and lifting lugs.
[0076] Specifically, during aircraft hoisting, firstly, the upper pressure plate and upper pressure block are assembled to form an integral structure A consisting of the upper pressure block, upper pressure plate, and crossbars. Secondly, integral structure A is hoisted and placed on the upper surface of the wing, with the two upper pressure plates being approximately symmetrical about the aircraft's symmetry plane laterally, and the two middle crossbars being roughly aligned with the wing spars-fuselage frame mating surfaces directionally. Next, a T-shaped plate is installed, and the position of integral structure A is fine-tuned to achieve a fixed connection between the upper part of the T-shaped plate and the crossbars, as well as the positioning of the U-shaped groove at the connection points with the wing spars and fuselage frame. Next, the lower pressure plate and lower pressure block are installed to form integral structure B. Integral structure B contacts the lower wing skin and is fixedly connected to the base plate of integral structure A at the base plate using bolts. Bolt preload is applied to clamp the upper and lower pressure blocks onto the wing. Finally, the front and rear hoisting plates are installed, fixed to the lower pressure plate with bolts, and lifting lugs are installed on the upper pressure plate, with the lug pins having the same diameter as the openings in the hoisting plates. During aircraft hoisting, because the opening at the upper pressure plate is relatively large, the vertical load of the lifting lug pin is not directly transmitted to the upper pressure plate, but to the lower pressure plate.
[0077] Stress analysis of the hoisting structure as follows Figure 10As shown, at a single lifting lug, there are loads in three directions: Fx, Fy, and Fz. The vertical load Fz is transferred to the front and rear ends of the lower pressure plate through the lifting plate, balancing the load transferred to the lower pressure block by the overload of the machine structure's gravity.
[0078] The yaw load Fx is mainly transferred to two openings at the end of the lower pressure plate through the lifting plate. The two openings bear yaw forces in opposite directions to resist the bending moment My formed by Fx on the lower pressure plate, and the resultant force of the two is the same as that of Fx. The yaw forces borne at the openings at the front and rear ends of the lower pressure plate are balanced by the yaw load transfer mechanism of the lower pressure plate panel.
[0079] The lateral load Fy is mainly transmitted to the end of the upper pressure plate through contact by the lifting plate, and the end loads on the left and right sides are self-balanced by the crossbars.
[0080] The following are some specific examples of connections:
[0081] Implementation method 1:
[0082] like Figure 11 As shown, the pressure plate and pressure block transfer load through contact. Taking the upper pressure plate and upper pressure block as an example, the upper pressure plate panel is a flat structure with an opening in the middle. The lower edge of the upper pressure plate contacts and engages with the upper surface of the upper pressure block to transfer pressure on the wing skin. The upper pressure block has a double-ear structure in the middle, with a long slotted opening that engages with the opening in the pressure plate panel. The directional positioning of the upper pressure plate and upper pressure block is achieved using pins or bolts, without restricting their vertical position.
[0083] Implementation Method 2:
[0084] like Figure 12 As shown, the pressure plate and pressure block are fixedly connected by bolts to transmit load. Taking the upper pressure plate and upper pressure block as an example, the middle part of the upper pressure plate adopts an I-shaped section to improve its bending resistance. There are four openings at the joint between the lower edge strip and the upper surface of the pressure plate, which are connected to the upper pressure block by bolts, and at the same time realize the directional positioning. There are four threaded blind holes on the upper part of the upper pressure block, which are fastened to the upper pressure block by bolts.
[0085] Implementation Method 3:
[0086] like Figure 13 As shown, the pressure plate and pressure block transfer loads through contact. Taking the upper pressure plate and upper pressure block as an example, the middle part of the upper pressure plate has an I-shaped cross-section, and there are two openings in the middle of the panel. The upper pressure block is divided into front and rear parts, with dovetail grooves and lug structures with vertical slotted openings. The lug structure achieves directional positioning of the upper pressure plate and upper pressure block through pins. The lower surface of the lower edge strip of the I-shaped cross-section of the upper pressure plate contacts the dovetail groove of the upper pressure block to transfer the pressure load on the wing skin.
[0087] Implementation Method 4:
[0088] like Figure 14 As shown, in addition to the more regular rectangular shape, the lifting plate can also adopt other shapes, such as C-shape and L-shape, and the openings arranged on it can have different diameters, and there are no clear restrictions on their relative positions.
[0089] like Figure 15 As shown, the two horizontal sections are the front and rear spars of the wing, which are covered by wing skin, though this skin is not shown here. The two semi-circular lines are the two frames of the fuselage, which are connected to the wing spars by bolts. The bolts are aligned with the x-direction in the diagram. There are gaps between the frames and the spars, allowing the grooves of the U-shaped plates to fit into these gaps and secure the bolts.
[0090] The foregoing description illustrates and describes several preferred embodiments of the present invention. However, as previously stated, it should be understood that the present invention is not limited to the forms disclosed herein and should not be construed as excluding other embodiments. It can be used in various other combinations, modifications, and environments, and can be altered within the scope of the inventive concept described herein through the foregoing teachings or related technical or knowledge. Any modifications and variations made by those skilled in the art that do not depart from the spirit and scope of the present invention should be protected within the scope of the appended claims.
Claims
1. An aircraft hoisting structure mounted on an aircraft wing, characterized in that, The structure includes: a first integral structure and a second integral structure. The first overall structure includes a first upper pressure plate, a second upper pressure plate, a first upper pressure block, a second upper pressure block, crossbars and T-shaped plates. The four crossbars are spaced apart between the first upper pressure plate and the second upper pressure plate. The four T-shaped plates are spaced apart below the two middle crossbars. The first upper pressure block is located at the lower edge of the first upper pressure plate, and the second upper pressure block is located at the lower edge of the second upper pressure plate. The second integral structure includes a first lower pressure plate, a second lower pressure plate, a first lower pressure block, and a second lower pressure block. The first lower pressure plate is connected to the first upper pressure plate, and the second lower pressure plate is connected to the second upper pressure plate. The first lower pressure block is located on the upper edge of the first lower pressure plate, and the second lower pressure block is located on the upper edge of the second lower pressure plate.
2. The structure according to claim 1, characterized in that, The structure also includes two front lifting plates and two rear lifting plates, wherein the first front lifting plate is connected to the front side of the first upper pressure plate and the first lower pressure plate, the first rear lifting plate is connected to the rear side of the first upper pressure plate and the first lower pressure plate, the second front lifting plate is connected to the front side of the second upper pressure plate and the second lower pressure plate, and the second rear lifting plate is connected to the rear side of the second upper pressure plate and the second lower pressure plate.
3. The structure according to claim 2, characterized in that, Lifting lugs are installed on the two front lifting plates and the two rear lifting plates.
4. The structure according to claim 1, characterized in that, The T-shaped plate includes an upper opening and a lower U-shaped groove. The T-shaped plate is fixed to the crossbar through the upper opening, and the lower U-shaped groove mates with the connection point between the wing and the fuselage.
5. The structure according to claim 2, characterized in that, The first and second upper pressure plates have the same structure, both including a panel that cooperates with the crossbar, a lower edge that cooperates with the upper pressure block, and a base plate that cooperates with the lower pressure plate.
6. The structure according to claim 4, characterized in that, The first and second upper pressure blocks have the same structure, both including an upper surface and a lower surface, wherein the upper surface mates with the corresponding upper pressure plate, and the lower surface mates with the upper skin of the wing.
7. The structure according to claim 2, characterized in that, The front lifting plate includes two vertical plates arranged side by side. Each vertical plate has three openings. The two lower openings are matched with the openings on the front panel of the lower pressure plate, and the upper opening is used to connect with the front panel of the upper pressure plate and the lifting lug.
8. The structure according to claim 2, characterized in that, The hoisting plate is rectangular, C-shaped, or L-shaped.
9. The structure according to claim 1, characterized in that, The upper edge of the lower pressure plate is connected to the lower surface of the lower pressure block by a fixed connection, hinge, or contact method for load transfer.
10. The structure according to claim 5, characterized in that, The panel is also provided with a front opening and a rear opening, which are respectively connected to the front mounting plate and the rear mounting plate. The base plate is provided with openings distributed on both sides of the panel.