Lightweight high-rigidity aircraft frame

Abstract

The utility model relates to the technical field of aircraft structure design, more specifically, relate to a kind of lightweight high rigidity aircraft frame, including first force truss, second force truss and anti-roll frame, the anti-roll frame is set below first force truss and second force truss;The end of the anti-roll frame is connected with the corner of first force truss and second force truss and its end respectively by support force pipe, the middle part of the anti-roll frame is connected with the corner of first force truss and second force truss respectively by support force pipe;First force truss and second force truss are connected with each other by support force pipe between its adjacent corner respectively.

Description

Technical Field

[0001] This utility model relates to the field of aircraft structural design technology, and more specifically, to a lightweight, high-rigidity aircraft frame. Background Technology

[0002] With the increasing severity of urban traffic congestion and the advancement of aviation technology, low-altitude manned aircraft, as an important carrier of future urban three-dimensional transportation, are receiving widespread attention. These aircraft have extremely stringent requirements for weight, safety, manufacturing cost, and ease of maintenance. Among them, the frame, as the core load-bearing structure of the aircraft, directly determines the aircraft's payload, range, maneuverability, and safety.

[0003] Currently, the frame structure of low-altitude manned aircraft mostly follows the design concepts of traditional aircraft, and mainly adopts the following two forms:

[0004] I. Traditional Truss Structure:

[0005] Such structures are typically constructed from steel or aluminum tubing connected by welding or bolting to form a space truss. Their advantages include simple design, short development cycle, and ease of prototyping. However, they also have significant disadvantages:

[0006] 1. Heavy weight: To meet the requirements of strength and stiffness, the rods usually have large wall thickness and cross-sectional dimensions, resulting in excessive structural weight, which seriously encroaches on the valuable payload and battery space, reducing the aircraft's economy and range.

[0007] 2. Low structural efficiency: The load-bearing path of truss structures is relatively fixed, making it difficult to achieve optimal force flow distribution. Under complex load conditions (especially torsional loads), their torsional stiffness is often insufficient, affecting the control stability and safety of the aircraft.

[0008] 3. Inconvenient maintenance: Stress concentration is significant at the joints, making them prone to fatigue cracks. Once a member is damaged, repair or replacement often requires disassembling a large area of ​​the associated structure, resulting in high maintenance costs and long maintenance cycles.

[0009] II. Semi-monocoque structure:

[0010] This structure primarily relies on the skin for load-bearing, connecting the thin-walled skin to the internal frame, stringers, and other structural elements via riveting or bonding. This is the mainstream structural form for modern passenger aircraft. However, its drawbacks become apparent in the small-scale applications of low-altitude manned aircraft:

[0011] 1. High manufacturing cost: It requires a large number of molds, frames and special tooling, with a large number of parts and complex assembly process, resulting in high production costs and making it difficult to meet the needs of large-scale, low-cost manufacturing in the future.

[0012] 2. High structural complexity: It involves thousands of parts (such as rivets) and complex assembly relationships, requiring extremely high manufacturing precision. Any process defect may become a safety hazard.

[0013] 3. Damage tolerance: Once the skin is damaged, its strength and stiffness decrease significantly, and repair work requires professional equipment and skills, making maintenance in the field or simple sites extremely difficult.

[0014] Furthermore, whether it is a truss structure or a semi-monocoque structure, the existing designs generally have shortcomings in balancing load distribution, torsional stiffness and lightweight. Designers often sacrifice weight to meet stiffness or strength requirements, or weaken the load-bearing capacity of key parts in order to reduce weight. This imbalance results in the overall performance of the aircraft failing to reach its optimal level, making it either "too bulky" or "too fragile," which restricts its commercial application prospects.

[0015] Therefore, it is necessary to propose a lightweight, high-rigidity aircraft frame to solve the above problems. Utility Model Content

[0016] To overcome at least one of the defects (deficiencies) of the prior art, this utility model provides a lightweight, high-rigidity aircraft frame.

[0017] To solve the above-mentioned technical problems, the technical solution of this utility model is as follows: a lightweight and high-rigidity aircraft frame, comprising a first load-bearing truss, a second load-bearing truss, and a roll cage;

[0018] The roll cage is located below the first load-bearing truss and the second load-bearing truss;

[0019] The ends of the roll cage are connected to the corners and ends of the first and second load-bearing trusses respectively via supporting load-bearing tubes, and the middle part of the roll cage is connected to the corners of the first and second load-bearing trusses respectively via supporting load-bearing tubes.

[0020] The first and second load-bearing trusses are interconnected at their adjacent corners via supporting tubes. Since the ends of the roll cage are connected to the corners and ends of the first and second load-bearing trusses via supporting tubes, and the middle of the roll cage is connected to the corners of the first and second load-bearing trusses via supporting tubes, the connection strength between the first, second, and roll cages is effectively enhanced. This also results in a more reasonable load distribution and torsional stiffness among the first, second, and roll cages, improving the overall performance and reliability of the aircraft. Furthermore, due to its simple structure, low manufacturing cost, and ease of maintenance, it is suitable for use on various aircraft.

[0021] Furthermore, the first load-bearing truss and the second load-bearing truss are arranged symmetrically to each other, which makes the aircraft frame more aesthetically pleasing and harmonious.

[0022] Furthermore, installation pipe connectors are provided between adjacent supporting load-bearing pipes, and / or between adjacent supporting load-bearing pipes and the first load-bearing truss, and / or between adjacent supporting load-bearing pipes and the second load-bearing truss. The installation pipe connectors facilitate the fixing of airborne equipment such as power systems and control systems.

[0023] Furthermore, it also includes load-bearing connecting pipes;

[0024] The ends and corners of the first load-bearing truss are connected to the ends and corners of the second load-bearing truss via load-bearing connecting pipes, respectively.

[0025] The ends of the roll cage are connected by load-bearing connecting pipes. The connection strength between the first load-bearing truss, the second load-bearing truss and the roll cage is strengthened by the load-bearing connecting pipes, so that the first load-bearing truss, the second load-bearing truss and the roll cage can withstand greater pressure at their ends and corners.

[0026] Furthermore, this also includes strengthening the support pipes;

[0027] The ends of the first load-bearing truss and the corners of the second load-bearing truss, the ends of the second load-bearing truss and the corners of the first load-bearing truss, the roll cages, and the corners of the first and second load-bearing trusses and the roll cages are all connected by reinforcing support tubes. By setting up reinforcing support tubes, the local connection strength between the first load-bearing trusses and the roll cages can be strengthened, thereby improving the overall connection strength of the aircraft frame.

[0028] Furthermore, the first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing tube, the load-bearing connecting tube, and the reinforcing support tube are all connected by welding. By welding the first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing tube, the load-bearing connecting tube, and the reinforcing support tube, the aircraft frame is made into a unified load-bearing and protective whole, which can effectively strengthen the overall load-bearing capacity of the aircraft frame and simultaneously meet the dual requirements of lightweight load-bearing capacity and rollover protection of the aircraft.

[0029] Furthermore, the first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing tube, the load-bearing connecting tube, and the reinforcing support tube are all made of aluminum alloy. In this utility model, the first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing tube, the load-bearing connecting tube, and the reinforcing support tube are all made of aluminum alloy. Therefore, while ensuring the structural strength and rigidity of the aircraft frame, the overall weight of the aircraft frame can be effectively reduced, so that the aircraft frame achieves the optimal balance between strength, rigidity, and weight.

[0030] Furthermore, the diameter of the first load-bearing truss, the second load-bearing truss, and the roll cage is 30-50mm, the diameter of the supporting load-bearing pipe is 20-40mm, the diameter of the load-bearing connecting pipe is 15-35mm, and the diameter of the reinforcing support pipe is 10-30mm. In this invention, using pipes with larger diameters to form the first load-bearing truss, the second load-bearing truss, and the roll cage ensures the strength and rigidity of the aircraft frame. Meanwhile, the smaller diameters of the supporting load-bearing pipe, the load-bearing connecting pipe, and the reinforcing support pipe provide local reinforcement and support for the first load-bearing truss, the second load-bearing truss, and the roll cage effectively achieve both high strength and high rigidity of the aircraft frame, while also realizing a lightweight design for the aircraft frame.

[0031] Furthermore, the wall thickness of the first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing tube, the load-bearing connecting tube, and the reinforcing support tube is 1-3mm. In practical applications, the wall thickness of the first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing tube, the load-bearing connecting tube, and the reinforcing support tube can be set as needed, and these are all alternative solutions that are easy for those skilled in the art to conceive of.

[0032] Furthermore, the mounting pipe connector is provided with a pipe fixing hole. The setting of the pipe fixing hole makes it easy to install fixing devices for airborne equipment such as power systems or control systems in the lightweight high-rigidity aircraft frame as needed, which is simple and convenient.

[0033] Compared with the prior art, the beneficial effects of this utility model's technical solution are:

[0034] The lightweight, high-rigidity aircraft frame disclosed in this utility model has the following advantages: the ends of the roll cage are connected to the corners and ends of the first and second load-bearing trusses via supporting tubes, and the middle of the roll cage is connected to the corners of the first and second load-bearing trusses via supporting tubes. Therefore, the connection strength between the first load-bearing truss, the second load-bearing truss, and the roll cage can be effectively enhanced, and the load distribution and torsional stiffness among the first load-bearing truss, the second load-bearing truss, and the roll cage can be made more reasonable, thereby improving the overall performance and reliability of the aircraft. Furthermore, due to its simple structure, low manufacturing cost, and easier maintenance, it is also convenient to use on various aircraft. Attached Figure Description

[0035] Figure 1 This is a structural schematic diagram of the lightweight, high-rigidity aircraft frame in this utility model.

[0036] Figure 2 This is a structural schematic diagram of the lightweight, high-rigidity aircraft frame from another angle in this utility model.

[0037] Figure 3 This is a schematic diagram of the lightweight, high-rigidity aircraft frame after the reinforcing support tubes have been removed.

[0038] Figure 4 This is a schematic diagram of the lightweight, high-rigidity aircraft frame after the reinforcing support tubes and load-bearing connecting tubes have been disassembled.

[0039] In the diagram, 1 is the first load-bearing truss, 2 is the second load-bearing truss, 3 is the roll cage, 4 is the supporting load-bearing pipe, 5 is the corner, 6 is the installation pipe connector, 7 is the load-bearing connecting pipe, 8 is the reinforcing support pipe, and 9 is the pipe fixing hole. Detailed Implementation

[0040] The accompanying drawings are for illustrative purposes only and should not be construed as limiting the scope of this patent. To better illustrate this embodiment, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0041] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can be described as the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances. The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0042] like Figure 1-4 As shown, a lightweight, high-rigidity aircraft frame includes a first load-bearing truss 1, a second load-bearing truss 2, and a roll cage 3. The roll cage 3 is disposed below the first load-bearing truss 1 and the second load-bearing truss 2. The ends of the roll cage 3 are connected to the corners 5 of the first load-bearing truss 1 and the second load-bearing truss 2 and their ends respectively via supporting load-bearing pipes 4. The middle part of the roll cage 3 is connected to the corners 5 of the first load-bearing truss 1 and the second load-bearing truss 2 respectively via supporting load-bearing pipes 4. The first load-bearing truss 1 and the second load-bearing truss 2 are interconnected between their adjacent corners 5 via supporting load-bearing pipes 4. Because the ends of the roll cage 3 are connected to the first load-bearing truss 1 and the second load-bearing truss 2, the roll cage 3 is positioned below the first load-bearing truss 1 and the second load-bearing truss 2. The roll cage 3 is positioned below the first load-bearing truss 1 and the second load-bearing truss 2. The roll cage 3 is positioned below the first load-bearing truss 1 and the second load-bearing truss 2 via supporting load-bearing pipes 4. The roll cage 3 is positioned below the first load-bearing truss 1 and the second load-bearing truss 2 ... The corners 5 of truss 1 and the second load-bearing truss 2 and their ends are connected by support tubes 4. The middle part of the roll cage 3 is connected to the corners 5 of the first load-bearing truss 1 and the second load-bearing truss 2 by support tubes 4. Therefore, the connection strength between the first load-bearing truss 1, the second load-bearing truss 2 and the roll cage 3 can be effectively enhanced, and the load distribution and torsional stiffness between the first load-bearing truss 1, the second load-bearing truss 2 and the roll cage 3 can be made more reasonable, so as to improve the overall performance and reliability of the aircraft. Moreover, since the structure is simple, the manufacturing cost is low and the maintenance is more convenient, it is also convenient to use on various aircraft.

[0043] In this invention, the first load-bearing truss 1 and the second load-bearing truss 2 are symmetrically arranged. This symmetrical arrangement makes the aircraft frame more aesthetically pleasing and harmonious. Installation pipe connectors 6 are provided between adjacent support pipes 4, and / or between adjacent support pipes 4 and the first load-bearing truss 1, and / or between adjacent support pipes 4 and the second load-bearing truss 2. The installation pipe connectors 6 facilitate the connection of airborne equipment such as the power system and control system. In addition to fixing, it also includes load-bearing connecting pipes 7; the ends and corners 5 of the first load-bearing truss 1 are connected to the ends and corners 5 of the second load-bearing truss 2 through load-bearing connecting pipes 7 respectively; the ends of the roll cage 3 are connected to each other through load-bearing connecting pipes 7. By setting load-bearing connecting pipes 7, the connection strength of the first load-bearing truss 1, the second load-bearing truss 2 and the roll cage 3 can be strengthened, so that the first load-bearing truss 1, the second load-bearing truss 2 and the roll cage 3 can withstand greater pressure at their ends and corners 5.

[0044] This invention also includes a reinforcing support pipe 8. The ends of the first load-bearing truss 1 and the corners 5 of the second load-bearing truss 2, the ends of the second load-bearing truss 2 and the corners 5 of the first load-bearing truss 1, the roll cages 3, and the corners 5 of the first and second load-bearing trusses 2 and the roll cages 3 are all connected by the reinforcing support pipe 8. By providing the reinforcing support pipe 8, the local connection strength between the first load-bearing trusses 1 and between the roll cages 3 can be strengthened, thereby improving the overall connection strength of the aircraft frame. The first load-bearing truss 1, the second load-bearing truss 2, the roll cage 3, the supporting support pipe 4, the load-bearing connecting pipe 7, and the reinforcing support pipe 8 are all connected by welding. 4. The load-bearing connecting pipe 7 and the reinforcing support pipe 8 are welded together to form a unified load-bearing and protective whole for the aircraft frame. This effectively strengthens the overall load-bearing capacity of the aircraft frame and simultaneously meets the dual requirements of lightweight load-bearing capacity and roll protection for the aircraft. In this utility model, the first load-bearing truss 1, the second load-bearing truss 2, the roll cage 3, the supporting load-bearing pipe 4, the load-bearing connecting pipe 7, and the reinforcing support pipe 8 are all made of aluminum alloy. Therefore, while ensuring the structural strength and rigidity of the aircraft frame, the overall weight of the aircraft frame can be effectively reduced, achieving an optimal balance between strength, rigidity, and weight.

[0045] In this invention, the diameters of the first load-bearing truss 1, the second load-bearing truss 2, and the roll cage 3 are 30-50 mm; the diameter of the supporting load-bearing pipe 4 is 20-40 mm; the diameter of the load-bearing connecting pipe 7 is 15-35 mm; and the diameter of the reinforcing support pipe 8 is 10-30 mm. By using larger diameter pipes to form the first load-bearing truss 1, the second load-bearing truss 2, and the roll cage 3, the strength and rigidity of the aircraft frame can be guaranteed. Meanwhile, the smaller diameters of the supporting load-bearing pipe 4, the load-bearing connecting pipe 7, and the reinforcing support pipe 8 are used to provide localized reinforcement and support for the first load-bearing truss 1, the second load-bearing truss 2, and the roll cage 3, thus effectively achieving high strength for the aircraft frame. While achieving high rigidity and strength, the design also achieves lightweight design of the aircraft frame. The wall thickness of the first load-bearing truss 1, the second load-bearing truss 2, the roll cage 3, the support load-bearing tube 4, the load-bearing connecting tube 7, and the reinforcing support tube 8 is 1-3mm. In practical applications, the wall thickness of the first load-bearing truss 1, the second load-bearing truss 2, the roll cage 3, the support load-bearing tube 4, the load-bearing connecting tube 7, and the reinforcing support tube 8 can be set as needed. These are all alternative solutions that are easy for those skilled in the art to think of. The mounting tube connector 6 is provided with a tube body fixing hole 9. The setting of the tube body fixing hole 9 makes it easy to install fixing devices for airborne equipment such as power systems or control systems in the lightweight high rigidity aircraft frame as needed, which is simple and convenient.

[0046] Example

[0047] In this embodiment, the first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing tube, the load-bearing connecting tube, and the reinforcing support tube are constructed into a single lightweight, high-rigidity aircraft frame using fully welded aluminum alloy tubing. This allows the aircraft to simultaneously meet the dual requirements of lightweight load-bearing and crew cabin rollover protection. In this embodiment, the wall thickness of the first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing tube, the load-bearing connecting tube, and the reinforcing support tube is 2mm. The diameter of the first load-bearing truss, the second load-bearing truss, and the roll cage is 40mm, the diameter of the supporting load-bearing tube is 30mm, the diameter of the load-bearing connecting tube is 25mm, and the reinforcing support tube... The pipe diameter is 20mm. Since the ends of the roll cage are connected to the corners and ends of the first and second load-bearing trusses and the roll cage through supporting load-bearing pipes, and the middle of the roll cage is connected to the corners of the first and second load-bearing trusses through supporting load-bearing pipes, the connection strength between the first load-bearing truss, the second load-bearing truss and the roll cage can be effectively enhanced. This also makes the load distribution and torsional stiffness between the first load-bearing truss, the second load-bearing truss and the roll cage more reasonable, thereby improving the overall performance and reliability of the aircraft. Moreover, since the structure is simple, the manufacturing cost is low and the maintenance is more convenient, it is also convenient to use on various aircraft.

[0048] The positional relationships described in the figures are for illustrative purposes only and should not be construed as limiting this patent. Clearly, the above embodiments of this utility model are merely examples to clearly illustrate the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the scope of protection of the claims of this utility model.

Claims

1. A lightweight, high-rigidity aircraft frame, comprising a first load-bearing truss, a second load-bearing truss, and a roll cage, characterized in that: The roll cage is located below the first load-bearing truss and the second load-bearing truss; The ends of the roll cage are connected to the corners and ends of the first and second load-bearing trusses respectively via supporting load-bearing tubes, and the middle part of the roll cage is connected to the corners of the first and second load-bearing trusses respectively via supporting load-bearing tubes. The first load-bearing truss and the second load-bearing truss are connected to each other at their adjacent corners by supporting load-bearing tubes.

2. The lightweight, high-rigidity aircraft frame according to claim 1, characterized in that: The first load-bearing truss and the second load-bearing truss are arranged symmetrically to each other.

3. The lightweight, high-rigidity aircraft frame according to claim 1, characterized in that: An installation pipe connector is provided between adjacent supporting load-bearing pipes, and / or between adjacent supporting load-bearing pipes and the first load-bearing truss, and / or between adjacent supporting load-bearing pipes and the second load-bearing truss.

4. The lightweight, high-rigidity aircraft frame according to claim 1, characterized in that: It also includes load-bearing connecting pipes; The ends and corners of the first load-bearing truss are connected to the ends and corners of the second load-bearing truss via load-bearing connecting pipes, respectively. The ends of the roll cage are connected by load-bearing connecting pipes.

5. The lightweight, high-rigidity aircraft frame according to claim 4, characterized in that: It also includes reinforced support pipes; The ends of the first load-bearing truss and the corners of the second load-bearing truss, the ends of the second load-bearing truss and the corners of the first load-bearing truss, the roll cages, and the corners of the first and second load-bearing trusses and the roll cage are all connected by reinforcing support pipes.

6. The lightweight, high-rigidity aircraft frame according to claim 5, characterized in that: The first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing pipe, the load-bearing connecting pipe, and the reinforcing support pipe are all connected by welding.

7. The lightweight, high-rigidity aircraft frame according to claim 1, characterized in that: The first load-bearing truss, the second load-bearing truss, the roll cage, the support load-bearing tube, the load-bearing connecting tube, and the reinforcing support tube are all made of aluminum alloy.

8. The lightweight, high-rigidity aircraft frame according to claim 5, characterized in that: The diameter of the first load-bearing truss, the second load-bearing truss, and the roll cage is 30-50mm, the diameter of the supporting load-bearing pipe is 20-40mm, the diameter of the load-bearing connecting pipe is 15-35mm, and the diameter of the reinforcing support pipe is 10-30mm.

9. The lightweight, high-rigidity aircraft frame according to claim 5, characterized in that: The wall thickness of the first load-bearing truss, the second load-bearing truss, the roll cage, the supporting load-bearing pipe, the load-bearing connecting pipe, and the reinforcing support pipe is 1-3mm.

10. The lightweight, high-rigidity aircraft frame according to claim 3, characterized in that: The mounting pipe connector is provided with a pipe fixing hole.

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