Stiffened beam structure, flight frame assembly, and flight vehicle

Abstract

The application discloses a reinforced beam structure, a flight frame assembly and a flight vehicle, and relates to the technical field of aircrafts. The reinforced beam structure is applied to a flight frame. The lower side wall of the flight frame is arched upward to form a head avoiding structure. The reinforced beam structure comprises a reinforced beam body. The reinforced beam body comprises a left beam plate, a right beam plate and a connecting plate. The left beam plate and the right beam plate extend along the front-rear direction. The middle part of the upper edge of the left beam plate and the right beam plate is protruded upward to be matched with the head avoiding structure. The first passenger spacing is formed between the left beam plate and the left side wall of the flight frame. The second passenger spacing is formed between the right beam plate and the right side wall of the flight frame. The connecting plate extends along the front-rear direction and connects the left beam plate and the right beam plate. According to the scheme, the head avoiding structure area which is relatively weak in structure is supported and reinforced by the reinforced beam structure. The stress concentration problem is improved. The overall structural strength of the flight frame is improved. And the maximization of the cabin head space is ensured.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to a reinforced beam structure, a flight frame assembly, and a flight vehicle. Background Technology

[0002] With the development of transportation technology, flying cars and other flying vehicles have emerged. The widespread use of flying vehicles helps to solve traffic congestion and alleviate urban traffic pressure.

[0003] Aircraft typically consist of an airframe and a passenger cabin. The airframe houses the rotors that provide lift, and the cabin is connected to the airframe via connecting beams. In aircraft design, to ensure passenger comfort, sufficient headroom is usually provided in the area of ​​the airframe above the passengers' heads. However, this design inevitably requires thinning of this area. Localized thinning of the airframe leads to stress concentration, resulting in significantly increased deformation in that area. This structural weakness reduces the overall strength of the airframe, negatively impacting the stability of the aircraft during flight and posing certain safety risks. Utility Model Content

[0004] The main purpose of this application is to propose a reinforced beam structure to address the technical problem that existing aircraft frames require localized thinning to reserve space for the cockpit head, which leads to a decrease in the overall strength of the aircraft frame and consequently affects flight stability.

[0005] To achieve the above objectives, the reinforcing beam structure proposed in this application is applied to a flight frame, which is used to connect the rotor arms. The lower sidewall of the flight frame arches upward to form a nose avoidance structure, which is located above the flight cockpit.

[0006] The reinforcing beam structure includes a reinforcing beam body, the reinforcing beam body comprising:

[0007] The left beam extends in the front-to-back direction; the upper edge of the left beam is attached to the lower side wall of the flight frame, and the middle of the upper edge of the left beam protrudes upward to match the head avoidance structure; a first crew spacing is formed between the left beam and the left side wall of the flight frame.

[0008] The right beam extends in the front-to-back direction; the upper edge of the right beam is attached to the lower side wall of the flight frame, and the middle of the upper edge of the right beam protrudes upward to match the head avoidance structure; a second crew spacing is formed between the right beam and the right side wall of the flight frame.

[0009] A connecting plate extends in the front-to-back direction; the left edge of the connecting plate is connected to the lower edge of the left beam plate, and the right edge of the connecting plate is connected to the lower edge of the right beam plate.

[0010] In one embodiment, the reinforcing beam structure further includes a first fixed bracket, which is a U-shaped structure with the opening facing upwards; the upper end of the first fixed bracket is connected to the flight frame so that the front end of the reinforcing beam body is pressed against the lower side wall of the flight frame through the opening of the first fixed bracket.

[0011] In one embodiment, the reinforcing beam structure further includes a second fixed bracket, which is a U-shaped structure with the opening facing upwards; the upper end of the second fixed bracket is connected to the flight frame so that the rear end of the reinforcing beam body is pressed against the lower side wall of the flight frame through the opening of the second fixed bracket.

[0012] In one embodiment, the first fixed bracket includes a first bracket body and a first reinforcing wing; the first bracket body has an upward-opening U-shaped structure, and the upper end of the first bracket body is connected to the flight frame so that the front end of the reinforcing beam body is pressed against the lower side wall of the flight frame through the inner peripheral side of the first bracket body; the first reinforcing wing protrudes from the outer peripheral side of the first bracket body, and the first reinforcing wing extends from one end of the first bracket body to the other end of the first bracket body.

[0013] In one embodiment, the second fixed bracket includes a second bracket body and a second reinforcing wing; the second bracket body has an upward-opening U-shaped structure, and the upper end of the second bracket body is connected to the flight frame so that the rear end of the reinforcing beam body is pressed against the lower side wall of the flight frame through the inner peripheral side of the second bracket body; the second reinforcing wing protrudes from the outer peripheral side of the second bracket body, and the second reinforcing wing extends from one end of the second bracket body to the other end of the second bracket body.

[0014] In one embodiment, the distance between the left beam plate and the right beam plate in the left-right direction gradually decreases from top to bottom.

[0015] In one embodiment, the upper edge of the left beam plate is folded away from the right beam plate to form a first flange structure, and the first flange structure is riveted to the lower side wall of the flight frame.

[0016] In one embodiment, the upper edge of the right beam plate is folded away from the left beam plate to form a second flange structure, and the second flange structure is riveted to the lower side wall of the flight frame.

[0017] In one embodiment, the left beam plate is provided with a first protruding rib, which is located below the highest point of the left beam plate and extends in the vertical direction.

[0018] In one embodiment, the right beam plate is provided with a second rib, which is located below the highest point of the right beam plate and extends in the vertical direction.

[0019] In one embodiment, the connecting plate is provided with a connecting hole for connecting a control panel.

[0020] In one embodiment, the reinforcing beam body is integrally formed by aluminum alloy hot forming process.

[0021] This application also proposes a flight frame assembly, which includes a flight frame and a reinforcing beam structure as described above.

[0022] In one embodiment, the front sidewall of the flight frame is a fairing, and the front end of the reinforcing beam structure is connected to the fairing.

[0023] In one embodiment, the flight frame assembly further includes a connecting beam, the upper end of which is connected to the flight frame, and the lower end of which is used to connect to the flight cockpit; the rear end of the reinforcing beam structure is connected to the connecting beam.

[0024] This application also proposes an air vehicle comprising a flight cockpit and a flight frame assembly as described above.

[0025] This application proposes adding a reinforcing beam structure to the lower sidewall of the aircraft frame. The reinforcing beam body is enclosed by a left beam plate, a right beam plate, and a connecting plate to form a U-shaped structure or an inverted Ω-shaped structure. The middle parts of the left and right beam plates both bulge upwards, allowing the left and right beam plates to fit the upward-arched headroom clearance structure. Simultaneously, the reinforcing beam body is centrally positioned and its width is limited to prevent excessive encroachment on the reserved headroom space in the lateral direction. Based on this design, the reinforcing beam structure provides support and reinforcement to the relatively weak headroom clearance structure area. This increases the force transmission path without reducing the cabin headroom, improves stress concentration in the headroom clearance structure area, reduces bending deformation of the aircraft frame under load, and increases the overall structural strength of the aircraft frame. This enhances the flight stability and safety of the aircraft, maximizes the cabin headroom, and improves the passenger experience. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application 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 some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0027] Figure 1 A first-view perspective three-dimensional structural schematic diagram of an embodiment of the reinforced beam structure provided in this application;

[0028] Figure 2 A second-view perspective three-dimensional structural schematic diagram of an embodiment of the reinforced beam structure provided in this application;

[0029] Figure 3 A perspective structural schematic diagram of an embodiment of the flight frame assembly provided in this application;

[0030] Figure 4 A bottom view of an embodiment of the flight frame assembly provided in this application;

[0031] Figure 5 A front view structural schematic diagram of an embodiment of the flight frame assembly provided in this application;

[0032] Figure 6 This is a schematic diagram of the structure of an embodiment of the flight vehicle provided in this application.

[0033] Explanation of icon numbers:

[0034] 100. Aircraft frame; 110. Nose avoidance structure; 120. Fairing;

[0035] 200. Rotor arm; 300. Flight cockpit; 400. Connecting beam;

[0036] 1. Strengthen the beam structure;

[0037] 11. Reinforcing beam body; 111. Left beam plate; 112. Right beam plate; 113. Connecting plate; 1111. First flange structure; 1112. First rib; 1121. Second flange structure; 1122. Second rib; 1131. Connecting hole;

[0038] 12. First fixed bracket; 121. First bracket body; 122. First reinforcing wing;

[0039] 13. Second fixed bracket; 131. Second bracket body; 132. Second reinforcing wing.

[0040] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0041] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0042] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0043] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0044] With the development of transportation technology, flying cars and other flying vehicles have emerged. The widespread use of flying vehicles helps to solve traffic congestion and alleviate urban traffic pressure.

[0045] Aircraft typically consist of an airframe and a passenger cabin. The airframe houses the rotors that provide lift, and the cabin is connected to the airframe via connecting beams. In aircraft design, to ensure passenger comfort, sufficient headroom is usually provided in the area of ​​the airframe above the passengers' heads. However, this design inevitably requires thinning of this area. Localized thinning of the airframe leads to stress concentration, resulting in significantly increased deformation in that area. This structural weakness reduces the overall strength of the airframe, negatively impacting the stability of the aircraft during flight and posing certain safety risks.

[0046] To address the aforementioned issues, this application proposes a reinforced beam structure, a flight frame assembly, and an aircraft vehicle. The reinforced beam structure can support and strengthen the thinned area of ​​the flight frame without affecting the cockpit head space, thereby improving stress concentration in the thinned area, reducing deformation of the flight frame under load, and increasing the overall structural strength of the flight frame. This, in turn, enhances the flight stability and safety of the aircraft vehicle.

[0047] In the embodiments of this application, the flying vehicle includes, but is not limited to, ordinary ground vehicles, flying cars, passenger planes, helicopters, small aircraft, aircraft, eVTOL (Electric Vertical Take-off and Landing) vehicles, etc.

[0048] It should be noted that if the directional features of up, down, left, right, front, and back are mentioned in the subsequent description of this application, they shall be understood in accordance with the conventional directions of up, down, left, right, front, and back of vehicles such as cars and aircraft, and will not be elaborated further.

[0049] Please refer to Figure 6 Taking an aircraft as an example, the aircraft includes a main structure, which refers to the main frame, chassis and shell of the aircraft. The main structure includes a flight cabin 300, which can carry people. It can be understood that the aircraft can be set up as a manned aircraft.

[0050] A flight frame assembly is provided above the flight cockpit 300. The flight frame assembly includes a flight frame 100 and a connecting beam 400. The connecting beam 400 is used to connect the flight frame 100 and the flight cockpit 300. The flight frame 100 has multiple extended ends, each of which can be used to connect a rotor arm 200. One end of the rotor arm 200 can move relative to the flight frame 100, for example, by means of rotational connection or telescopic connection. The other end of the rotor arm 200 is connected to the flight rotor to form a multi-rotor structure. The rotor arm 200 can be extended or retracted relative to the flight frame 100.

[0051] Please see Figures 1 to 5 The reinforcing beam structure 1 provided in one embodiment of this application is applied to a flight frame 100. The flight frame 100 is used to connect the rotor arm 200. The lower side wall of the flight frame 100 arches upward to form a head avoidance structure 110. The head avoidance structure 110 is located above the flight cockpit 300.

[0052] The reinforcing beam structure 1 includes a reinforcing beam body 11, and the reinforcing beam body 11 includes:

[0053] The left beam 111 extends in the front-to-back direction; the upper edge of the left beam 111 fits against the lower side wall of the flight frame 100, and the middle of the upper edge of the left beam 111 protrudes upward to match the head avoidance structure 110; a first crew spacing is formed between the left beam 111 and the left side wall of the flight frame 100.

[0054] The right beam 112 extends in the front-to-back direction; the upper edge of the right beam 112 fits against the lower side wall of the flight frame 100, and the middle of the upper edge of the right beam 112 protrudes upward to match the head avoidance structure 110; a second crew spacing is formed between the right beam 112 and the right side wall of the flight frame 100.

[0055] The connecting plate 113 extends in the front-to-back direction; the left edge of the connecting plate 113 is connected to the lower edge of the left beam plate 111, and the right edge of the connecting plate 113 is connected to the lower edge of the right beam plate 112.

[0056] In this embodiment, the passenger seat is typically located at the front of the flight cockpit 300. Correspondingly, the front side of the lower sidewall of the flight frame 100 (specifically referring to the lower skin of the flight frame 100) arches upward to form a headroom structure 110. The arched clearance area corresponding to this headroom structure 110 is located directly above the passenger seat, thus ensuring that the passenger seated has sufficient headroom. However, the presence of this headroom structure 110 effectively reduces the thickness of the flight frame 100 at the front, making the cross-sectional area of ​​the headroom structure 110 smaller than that of other areas of the flight frame 100. This makes it easier for stress concentration to occur in the weakest area of ​​the structure, causing the flight frame 100 to bend and deform around this weak area when subjected to a large load, thereby compromising the overall structural stability and affecting flight safety.

[0057] To address this issue, this embodiment adds a reinforcing beam structure 1 to the aforementioned locally thinned area. Specifically, the reinforcing beam structure 1 includes a reinforcing beam body 11, which is enclosed by a left beam plate 111, a right beam plate 112, and a connecting plate 113 to form a U-shaped structure or an inverted Ω-shaped structure. The reinforcing beam body 11 can be integrally formed by processes such as stamping and bending. The left beam plate 111, right beam plate 112, and connecting plate 113 respectively refer to the corresponding plate portions on the reinforcing beam body 11.

[0058] The middle part of the left beam plate 111 bulges upward to form a shape like... Figure 1 and Figure 2The structure shown is thicker in the middle and thinner at both ends. The upper edge of the left beam 111 should match the arched outline of the head avoidance structure 110, so that the upper edge of the left beam 111 can be precisely fitted to the surface of the head avoidance structure 110. After the left beam 111 and the head avoidance structure 110 are positioned relative to each other, the left beam 111 can be connected and fixed to the lower side wall of the aircraft frame 100 by riveting or other methods. Similarly, the middle of the right beam 112 protrudes upward to form a shape like... Figure 1 and Figure 2 The structure shown is thick in the middle and thin at both ends. The direction of the upper edge of the right beam plate 112 should match the arched outline of the head avoidance structure 110. This will allow the upper edge of the right beam plate 112 to be precisely fitted to the surface of the head avoidance structure 110. After the right beam plate 112 and the head avoidance structure 110 are positioned relative to each other, the right beam plate 112 can be connected and fixed to the lower side wall of the flight frame 100 by means of riveting or other methods.

[0059] In practical applications, the passenger seats in the flight cockpit 300 are typically arranged in two rows, left and right, with a pre-existing gap between the left and right rows. A first passenger spacing is formed between the left beam 111 and the left side wall of the flight frame 100 (specifically, the left skin of the flight frame 100) in the left-right direction. This first passenger spacing can be set to correspond to the width of the left row passenger seats to provide sufficient headroom on the left side, ensuring that the head of a passenger seated in the left row will not touch the left beam 111 under normal circumstances. A second passenger spacing is formed between the right beam 112 and the right side wall of the flight frame 100 (specifically, the right skin of the flight frame 100) in the left-right direction. This second passenger spacing can be set to correspond to the width of the right row passenger seats to provide sufficient headroom on the right side, ensuring that the head of a passenger seated in the right row will not touch the right beam 112 under normal circumstances. Based on the above configuration, the reinforcing beam body 11 can be centrally located on the lower side wall of the flight frame 100, and by limiting the width of the reinforcing beam body 11 (i.e., the distance between the left beam plate 111 and the right beam plate 112), the reinforcing beam body 11 can be prevented from excessively encroaching on the reserved head space in the left and right directions.

[0060] Therefore, in this embodiment, a reinforcing beam structure 1 is added to the lower side wall of the flight frame 100. The reinforcing beam body 11 in the reinforcing beam structure 1 is enclosed by the left beam plate 111, the right beam plate 112, and the connecting plate 113 to form a U-shaped structure or an inverted Ω-shaped structure. The middle part of the left beam plate 111 and the middle part of the right beam plate 112 both bulge upwards, so that the left beam plate 111 and the right beam plate 112 can be adapted to the upward arched head avoidance structure 110. At the same time, the reinforcing beam body 11 is centered and the width of the reinforcing beam body 11 is limited to avoid the reinforcing beam body 11 from being too wide in the left and right directions. Excessive encroachment on the reserved headroom; Based on the above configuration, the reinforcing beam structure 1 can be used to support and reinforce the relatively weak headroom avoidance structure 110 area, increasing the force transmission path without reducing the cockpit headroom, improving the stress concentration problem in the area where the headroom avoidance structure 110 is located, reducing the bending deformation of the flight frame 100 under load, improving the overall structural strength of the flight frame 100, thereby enhancing the flight stability and safety of the aircraft, maximizing the cockpit headroom, and improving the passenger experience.

[0061] In one embodiment, refer to Figures 1 to 5 The reinforcing beam structure 1 also includes a first fixed bracket 12, which has an upward-facing U-shaped structure. The upper end of the first fixed bracket 12 is connected to the flight frame 100 so that the front end of the reinforcing beam body 11 is pressed against the lower side wall of the flight frame 100 through the opening of the first fixed bracket 12.

[0062] In one embodiment, refer to Figures 1 to 5 The reinforcing beam structure 1 also includes a second fixed bracket 13, which has an upward-facing U-shaped structure. The upper end of the second fixed bracket 13 is connected to the flight frame 100 so that the rear end of the reinforcing beam body 11 is pressed against the lower side wall of the flight frame 100 through the opening of the second fixed bracket 13.

[0063] Specifically, after the reinforcing beam body 11 is connected and fixed to the lower side wall of the flight frame 100, the first fixing bracket 12 with the opening facing upward can be snapped onto the front end of the reinforcing beam body 11 from bottom to top. The opening shape of the first fixing bracket 12 is adapted to the cross-sectional shape of the reinforcing beam body 11. Then, the two ends of the first fixing bracket 12 located on the upper side are connected and fixed to the lower side wall of the flight frame 100 by riveting or other means. At the same time, the first fixing bracket 12 can be connected and fixed to the front end of the reinforcing beam body 11 by riveting or other means. In this way, the first fixing bracket 12 can be used to reinforce the front end of the reinforcing beam body 11.

[0064] Similarly, after the reinforcing beam body 11 is connected and fixed to the lower side wall of the flight frame 100, the second fixing bracket 13 with the opening facing upward can be snapped onto the rear end of the reinforcing beam body 11 from bottom to top. The opening shape of the second fixing bracket 13 is adapted to the cross-sectional shape of the reinforcing beam body 11. Then, the two ends of the second fixing bracket 13 on the upper side are connected and fixed to the lower side wall of the flight frame 100 by riveting or other means. At the same time, the second fixing bracket 13 can be connected and fixed to the rear end of the reinforcing beam body 11 by riveting or other means. In this way, the second fixing bracket 13 can be used to reinforce the rear end of the reinforcing beam body 11.

[0065] Based on the above configuration, the front and rear ends of the reinforcing beam body 11 can be limited and reinforced by the first fixed bracket 12 and the second fixed bracket 13, which can reduce the bending deformation of the reinforcing beam body 11 under load, thereby improving the overall structural stability of the reinforcing beam structure 1.

[0066] In one embodiment, refer to Figure 1 The first fixed bracket 12 includes a first bracket body 121 and a first reinforcing wing 122. The first bracket body 121 has an upward-opening U-shaped structure. The upper end of the first bracket body 121 is connected to the flight frame 100 so that the front end of the reinforcing beam body 11 is pressed against the lower side wall of the flight frame 100 through the inner circumferential side of the first bracket body 121. The first reinforcing wing 122 protrudes from the outer circumferential side of the first bracket body 121 and extends from one end of the first bracket body 121 to the other end of the first bracket body 121.

[0067] In this embodiment, after the reinforcing beam body 11 is connected and fixed to the lower side wall of the flight frame 100, the first bracket body 121 with the opening facing upward can be snapped onto the front end of the reinforcing beam body 11 from bottom to top. The opening shape of the first bracket body 121 is adapted to the cross-sectional shape of the reinforcing beam body 11. Then, the two ends of the first bracket body 121 located on the upper side are connected and fixed to the lower side wall of the flight frame 100 by riveting or other means. At the same time, the first bracket body 121 and the front end of the reinforcing beam body 11 can be connected and fixed by riveting or other means. In this way, the first bracket body 121 can be used to reinforce the front end of the reinforcing beam body 11.

[0068] Furthermore, a first reinforcing wing 122 is provided on the outer periphery of the first support body 121. The first reinforcing wing 122 can act as a reinforcing rib, enhancing the rigidity of the first support body 121 and preventing bending deformation under load. For example, the first reinforcing wing 122 can protrude outward from both the front and rear edges of the first support body 121, so that the first fixed support 12 forms as shown... Figure 1The structure shown has a U-shaped cross-section, which allows the two first reinforcing winglets 122 to further enhance the rigidity of the first support body 121, reduce the bending deformation of the first fixed support 12, and maintain its structural stability.

[0069] In one embodiment, refer to Figure 1 The second fixed support 13 includes a second support body 131 and a second reinforcing wing 132. The second support body 131 has an upward-opening U-shaped structure. The upper end of the second support body 131 is connected to the flight frame 100 so that the rear end of the reinforcing beam body 11 is pressed against the lower side wall of the flight frame 100 through the inner circumferential side of the second support body 131. The second reinforcing wing 132 protrudes from the outer circumferential side of the second support body 131 and extends from one end of the second support body 131 to the other end of the second support body 131.

[0070] In this embodiment, after the reinforcing beam body 11 is connected and fixed to the lower side wall of the flight frame 100, the second bracket body 131 with the opening facing upward can be snapped onto the rear end of the reinforcing beam body 11 from bottom to top. The opening shape of the second bracket body 131 is adapted to the cross-sectional shape of the reinforcing beam body 11. Then, the two ends of the second bracket body 131 located on the upper side are connected and fixed to the lower side wall of the flight frame 100 by riveting or other means. At the same time, the second bracket body 131 and the rear end of the reinforcing beam body 11 can be connected and fixed by riveting or other means. In this way, the second bracket body 131 can be used to reinforce the rear end of the reinforcing beam body 11.

[0071] Furthermore, a second reinforcing wing 132 is provided on the outer periphery of the second support body 131. The second reinforcing wing 132 can act as a reinforcing rib, enhancing the rigidity of the second support body 131 and preventing bending deformation under load. For example, the second reinforcing wing 132 can protrude outward from both the front and rear edges of the second support body 131, so that the second fixed support 13 forms as shown in the image. Figure 1 The structure shown has a U-shaped cross-section, which allows the two second reinforcing winglets 132 to further enhance the rigidity of the second support body 131, reduce the bending deformation of the second fixed support 13, and maintain its structural stability.

[0072] In one embodiment, refer to Figure 1 , Figure 2 and Figure 4 The distance between the left beam 111 and the right beam 112 in the left-right direction gradually decreases from top to bottom.

[0073] In this embodiment, the reinforcing beam body 11 forms a V-shaped structure that is wider at the top and narrower at the bottom. Compared with a structure that maintains a consistent width at all height positions, this provides a larger moment of inertia of the cross section, making the stress distribution on the surface of the reinforcing beam body 11 more reasonable. This can improve the bending stiffness of the reinforcing beam body 11, reduce the deformation of the reinforcing beam body 11 under load, and enable the reinforcing beam body 11 to maintain high structural stability.

[0074] In one embodiment, refer to Figures 1 to 4 The upper edge of the left beam plate 111 is folded away from the right beam plate 112 to form a first flange structure 1111, and the first flange structure 1111 is riveted to the lower side wall of the flight frame 100.

[0075] In one embodiment, refer to Figures 1 to 4 The upper edge of the right beam plate 112 is folded away from the left beam plate 111 to form a second flange structure 1121, and the second flange structure 1121 is riveted to the lower side wall of the flight frame 100.

[0076] Specifically, by setting the first flange structure 1111, the contact area between the left beam plate 111 and the lower side wall of the flight frame 100 can be increased, thereby improving the fit stability between the left beam plate 111 and the lower side wall of the flight frame 100. At the same time, the first flange structure 1111 can be used to improve the structural strength of the reinforcing beam body 11. Multiple rivet holes arranged at intervals along the front-back direction can be provided on the first flange structure 1111 to facilitate the connection and fixation between the left beam plate 111 and the flight frame 100 by riveting.

[0077] Similarly, by providing the second flange structure 1121, the contact area between the right beam plate 112 and the lower side wall of the flight frame 100 can be increased, thereby improving the fit stability between the right beam plate 112 and the lower side wall of the flight frame 100. Simultaneously, the second flange structure 1121 can be used to enhance the structural strength of the reinforcing beam body 11. Multiple rivet holes arranged at intervals along the front-rear direction can be provided on the second flange structure 1121 to facilitate the connection and fixation between the right beam plate 112 and the flight frame 100 via riveting.

[0078] When both the first flange structure 1111 and the second flange structure 1121 are provided, the reinforcing beam body 11 can be formed as follows: Figure 1 and Figure 2 The Ω-shaped structure shown.

[0079] In one embodiment, refer to Figures 1 to 5 The left beam 111 is provided with a first protruding rib 1112, which is located below the highest point of the left beam 111 and extends in the vertical direction.

[0080] In one embodiment, refer to Figures 1 to 5 The right beam slab 112 is provided with a second protruding rib 1122, which is located below the highest point of the right beam slab 112 and extends in the vertical direction.

[0081] The first rib 1112 and the second rib 1122 can be formed by stamping or other methods. By setting the first rib 1112 and / or the second rib 1122, the stress distribution on the left beam plate 111 and the right beam plate 112 can be changed, which can improve the bending stiffness and local structural stability of the reinforced beam body 11, thereby enhancing the load-bearing capacity and deformation resistance of the reinforced beam body 11 under load.

[0082] In one embodiment, refer to Figures 1 to 4 The connecting plate 113 is provided with a connecting hole 1131 for connecting the control panel. Specifically, the control panel can be positioned through the connecting hole 1131 and fixed to the reinforcing beam structure 1 by means of threaded connection, snap-fit ​​connection, etc. The control panel is used to electrically connect with corresponding devices or functional modules on the aircraft, so that the occupants can obtain the parameter information of the corresponding modules through the control panel and operate the corresponding modules by inputting commands to the control panel, thereby realizing convenient interaction between the occupants and the corresponding functional modules.

[0083] In one embodiment, refer to Figures 1 to 5 The main body of the reinforced beam 11 is integrally formed by aluminum alloy hot forming process.

[0084] Specifically, the reinforcing beam body 11 can be made of 7-series aluminum alloy. This process utilizes the properties of high-strength aluminum alloy to enhance the load-bearing capacity of the structure through high-temperature forming and rapid cooling. It can improve the strength and toughness of the reinforcing beam body 11 while ensuring lightweight design, thus meeting the dual requirements of high structural strength and lightweight design for air vehicles.

[0085] Please see Figures 3 to 5 This application also provides a flight frame assembly, which includes a flight frame 100 and a reinforcing beam structure 1 as described in any of the above embodiments.

[0086] For the specific structure of the reinforcing beam structure 1, please refer to the description of the above embodiments. Since the flight frame assembly in this embodiment adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments. That is, a reinforcing beam structure 1 is added to the lower side wall of the flight frame 100. The reinforcing beam body 11 in the reinforcing beam structure 1 is enclosed by the left beam plate 111, the right beam plate 112, and the connecting plate 113 to form a U-shaped structure or an inverted Ω-shaped structure. The middle part of the left beam plate 111 and the middle part of the right beam plate 112 both bulge upwards, so that the left beam plate 111 and the right beam plate 112 can be adapted to the upward arched head avoidance structure 110; at the same time, the reinforcing beam body 11 is centrally located and restricts the reinforcement. The width of the reinforcing beam body 11 is designed to prevent it from excessively encroaching on the reserved headroom space in the lateral direction. Based on this design, the reinforcing beam structure 1 can provide support and reinforcement to the relatively weak headroom avoidance structure 110 area. This increases the force transmission path without reducing the headroom space of the cockpit, improves the stress concentration problem in the headroom avoidance structure 110 area, reduces the bending deformation of the flight frame 100 under load, and improves the overall structural strength of the flight frame 100. This enhances the flight stability and safety of the aircraft, maximizes the headroom space of the cockpit, and improves the passenger experience.

[0087] In one embodiment, refer to Figures 3 to 5 The front sidewall of the flight frame 100 is a fairing 120, and the front end of the reinforcing beam structure 1 is connected to the fairing 120.

[0088] In one embodiment, refer to Figures 3 to 5 The flight frame assembly also includes a connecting beam 400, the upper end of which is connected to the flight frame 100, and the lower end of which is used to connect to the flight cockpit 300; the rear end of the reinforcing beam structure 1 is connected to the connecting beam 400.

[0089] Specifically, the fairing 120 is the front skin of the flight frame 100, and it is used to optimize aerodynamic performance and reduce flight drag. When the front end of the reinforcing beam structure 1 extends to the fairing 120 and is connected to the fairing 120 by means of riveting or other methods, the fairing 120 can be used to limit and reinforce the reinforcing beam structure 1, thereby further improving the structural stability of the reinforcing beam structure 1 and the connection stability between it and the flight frame 100.

[0090] Similarly, when the rear end of the reinforcing beam structure 1 extends to the connecting beam 400 and is connected to the connecting beam 400 by means of riveting or other methods, the connecting beam 400 can be used to limit and reinforce the reinforcing beam structure 1, thereby further improving the structural stability of the reinforcing beam structure 1 and the connection stability between it and the flight frame 100.

[0091] Please see Figure 6 This application also provides an air vehicle, which includes a flight cockpit 300 and the flight frame assembly in any of the above embodiments.

[0092] In this embodiment, flying vehicles include, but are not limited to, ordinary ground vehicles, flying cars, passenger planes, helicopters, small aircraft, aircraft, eVTOL (Electric Vertical Take-off and Landing) vehicles, etc.

[0093] For the specific structure of the flight frame assembly, please refer to the description of the above embodiments. Since the flight vehicle in this embodiment adopts all the technical solutions of all the above embodiments, it possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be elaborated upon here.

[0094] The above description is merely an exemplary embodiment of this application and does not limit the patent scope of this application. Any equivalent structural transformations made based on the technical concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this application.

Claims

1. A reinforced beam structure, characterized in that, The reinforcing beam structure is applied to the flight frame, which is used to connect the rotor arms. The lower sidewall of the flight frame arches upward to form a nose avoidance structure, which is located above the flight cockpit. The reinforcing beam structure includes a reinforcing beam body, which includes: The left beam extends in the front-to-back direction; the upper edge of the left beam is attached to the lower side wall of the flight frame, and the middle of the upper edge of the left beam protrudes upward to match the head avoidance structure; a first crew spacing is formed between the left beam and the left side wall of the flight frame. The right beam extends in the front-to-back direction; the upper edge of the right beam is attached to the lower side wall of the flight frame, and the middle of the upper edge of the right beam protrudes upward to match the head avoidance structure; a second crew spacing is formed between the right beam and the right side wall of the flight frame. A connecting plate extends in the front-to-back direction; the left edge of the connecting plate is connected to the lower edge of the left beam plate, and the right edge of the connecting plate is connected to the lower edge of the right beam plate.

2. The reinforced beam structure according to claim 1, characterized in that, The reinforcing beam structure also includes a first fixed bracket, which is a U-shaped structure with the opening facing upwards; the upper end of the first fixed bracket is connected to the flight frame so that the front end of the reinforcing beam body is pressed against the lower side wall of the flight frame through the opening of the first fixed bracket. And / or, the reinforcing beam structure further includes a second fixed bracket, the second fixed bracket being a U-shaped structure with the opening facing upward; the upper end of the second fixed bracket is connected to the flight frame so that the rear end of the reinforcing beam body is pressed against the lower side wall of the flight frame through the opening portion of the second fixed bracket.

3. The reinforced beam structure according to claim 2, characterized in that, The first fixed bracket includes a first bracket body and a first reinforcing wing; the first bracket body has an upward-opening U-shaped structure, and the upper end of the first bracket body is connected to the flight frame so that the front end of the reinforcing beam body is pressed against the lower side wall of the flight frame through the inner peripheral side of the first bracket body; the first reinforcing wing protrudes from the outer peripheral side of the first bracket body, and the first reinforcing wing extends from one end of the first bracket body to the other end of the first bracket body; And / or, the second fixed bracket includes a second bracket body and a second reinforcing wing; the second bracket body has an upward-opening U-shaped structure, and the upper end of the second bracket body is connected to the flight frame so that the rear end of the reinforcing beam body is pressed against the lower side wall of the flight frame through the inner peripheral side of the second bracket body; the second reinforcing wing protrudes from the outer peripheral side of the second bracket body, and the second reinforcing wing extends from one end of the second bracket body to the other end of the second bracket body.

4. The reinforced beam structure according to any one of claims 1 to 3, characterized in that, The distance between the left beam plate and the right beam plate in the left-right direction gradually decreases from top to bottom.

5. The reinforced beam structure according to any one of claims 1 to 3, characterized in that, The upper edge of the left beam plate is folded away from the right beam plate to form a first flange structure, and the first flange structure is riveted to the lower side wall of the flight frame. And / or, the upper edge of the right beam plate is folded in a direction away from the left beam plate to form a second flange structure, and the second flange structure is riveted to the lower side wall of the flight frame.

6. The reinforced beam structure according to any one of claims 1 to 3, characterized in that, The left beam plate is provided with a first protruding rib, which is located below the highest point of the left beam plate and extends in the vertical direction. And / or, the right beam plate is provided with a second protruding rib, the second protruding rib is located below the highest point of the right beam plate, and the second protruding rib extends in the vertical direction; And / or, the connecting plate is provided with a connecting hole for connecting a control panel.

7. The reinforced beam structure according to any one of claims 1 to 3, characterized in that, The reinforcing beam body is integrally formed using an aluminum alloy hot forming process.

8. A flight frame assembly, characterized in that, The flight frame assembly includes a flight frame and a reinforcing beam structure as described in any one of claims 1 to 7.

9. The flight frame assembly according to claim 8, characterized in that, The front sidewall of the flight frame is a fairing, and the front end of the reinforcing beam structure is connected to the fairing. And / or, the flight frame assembly further includes a connecting beam, the upper end of which is connected to the flight frame, and the lower end of which is used to connect to the flight cockpit; the rear end of the reinforcing beam structure is connected to the connecting beam.

10. An air transport vehicle, characterized in that, The flight vehicle includes a flight cockpit and a flight frame assembly as described in any one of claims 8 to 9.

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