Wing and cockpit connection assembly

Abstract

The application relates to the field of aircraft technology and discloses a wing and cabin connecting assembly. The wing and cabin connecting assembly is used for connecting an aircraft wing and a cabin, the wing and the cabin respectively comprise a wing beam and a cabin beam, the wing and cabin connecting assembly comprises a fixing seat used for being connected with the wing beam, and a male part and a female part capable of being connected with each other; the fixing seat comprises a mounting hole, the mounting hole faces the bottom of the aircraft when the fixing seat is connected with the wing beam; the male part and the female part are respectively arranged on the two sides of the mounting hole before being connected, the male part is connected with the female part after penetrating through the cabin beam and the mounting hole, and the wing and the cabin are connected. The embedded connecting technology is adopted to replace the top opening, the installation and fixing positions are arranged at the relatively convenient positions below the wing, the loss of the structural strength of the wing is avoided, the water vapor is prevented from entering the inside of the wing to form water accumulation, and the maintenance personnel can complete the inspection or installation of the connecting joint without climbing to the top of the wing.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to a wing-cockpit connection assembly. Background Technology

[0002] Traditional wing-cockpit connections typically require openings in the upper wing for fixing. This design not only weakens the wing skin's load-bearing capacity, reducing structural strength, but also creates a moisture infiltration channel, allowing rainwater or moisture to enter and accumulate in the wing cavity, potentially leading to internal corrosion or structural damage over time. Furthermore, because the connection point is located at the top of the wing, field maintenance personnel must climb to a higher position for inspection or operation, increasing the difficulty and risk of the work and potentially leading to low maintenance efficiency, especially in inclement weather conditions. Utility Model Content

[0003] The purpose of this application is to provide a wing-cockpit connection component. This application uses embedded connection technology to replace the top opening, and sets the installation and fixing position in a more convenient location under the wing, avoiding the loss of wing structural strength, preventing water vapor from entering the wing and forming water accumulation, and allowing maintenance personnel to complete the inspection or installation of the connection joint without climbing to the top of the wing.

[0004] To address the aforementioned technical problems, this application provides a wing-cockpit connection assembly for connecting an aircraft wing and a cockpit. The wing and cockpit respectively include a wing spars and a cockpit spars. The wing-cockpit connection assembly of this application includes: a mounting base for connecting to the wing spars, and male and female components capable of mating and connecting with each other; the mounting base includes mounting holes, and when the mounting base is connected to the wing spars, the mounting holes face the bottom of the aircraft; the male and female components are respectively placed on both sides of the mounting holes before connection, and the male component passes through the cockpit spars and the mounting holes respectively before connecting to the female component, thereby connecting the wing and the cockpit.

[0005] Optionally, the male component is positioned below the mounting hole before connection, and the female component is positioned above the mounting hole before connection. The male component passes through the cockpit beam and the mounting hole in sequence with its face upward and then connects to the female component.

[0006] Optionally, the mounting base includes a fixing part that is detachably connected to the side of the wing spars.

[0007] Optionally, the mounting base includes a connector that extends toward the cabin.

[0008] Optionally, the connector includes a receiving cavity with an external opening, and the bottom of the receiving cavity communicates with the mounting hole, and the female part is configured to enter and exit the receiving cavity through the external opening.

[0009] Optionally, a sleeve is also provided on the outside of the component, and the sleeve passes through the cockpit beam along with the component.

[0010] Optionally, a removable bushing is also provided in the mounting hole, the bushing extending within the mounting hole.

[0011] Optionally, the female component moves laterally within the accommodating cavity.

[0012] Optionally, the vertical dimension of the accommodating cavity is greater than the height of the parent component.

[0013] Optionally, a stop may be provided at the outer opening of the connector to prevent the female part from sliding out of the receiving cavity.

[0014] This application uses embedded connection technology to replace the top opening, setting the installation and fixing position in a more convenient location below the cockpit, avoiding loss of wing structural strength, preventing water vapor from entering the wing and forming water accumulation, and allowing maintenance personnel to complete the inspection or installation of the connection joint without climbing to the top of the wing. Attached Figure Description

[0015] Figure 1 The diagram shown is a structural schematic of the wing-cockpit connection assembly connecting the wing spars and the cockpit spars, as described in an embodiment of this application. Figure 2 The diagram shown is a structural schematic of the wing-cockpit connection assembly according to an embodiment of this application. Figure 3 The diagram shown is a structural schematic of the fixing base according to an embodiment of this application. Figure 4 This is a structural schematic diagram of the fixing base from another perspective of an embodiment of this application; Figure 5 Displayed as Figure 4 Schematic diagram of the A-A' cross-sectional shape of the central accommodating cavity; Figure 6 The diagram shows the cross-sectional shape of the parent component entering the accommodating cavity in an embodiment of this application. Figure 7 The diagram shows the disconnected state of the connecting components in an embodiment of this application. Detailed Implementation

[0016] The following embodiments further illustrate the technical solutions of this application. It should be understood that the specific embodiments described herein are merely for explaining this application. Furthermore, it should be noted that, for ease of description, only the parts relevant to this application are shown in the accompanying drawings, not all of them.

[0017] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0018] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0019] The term "aircraft" is defined as an air transport system of any size having at least one lift propeller as its propulsion source. The term "aircraft" can include both "manned" and "unmanned" air transport systems. A manned aircraft can mean an air transport system carrying one or more human passengers, none of whom have control over the aircraft. A manned aircraft can also mean an air transport system carrying one or more human passengers, some of whom, or one of whom, has partial or full control over the aircraft. An unmanned aircraft can mean an air transport system that does not carry any human passengers and flies autonomously or is remotely controlled by someone at a distance.

[0020] In this specification, "aircraft" includes manned aircraft and any unmanned vehicle, such as unmanned aerial vehicles (UAVs), unmanned aircraft, remote-controlled aircraft, unmanned aircraft systems, any aircraft classified by the International Civil Aviation Organization (ICAO) under cycle 328AN / 190, and so on. As an example, a drone can take the form of a single- or multi-rotor helicopter (such as a quadcopter) or a fixed-wing aircraft. Furthermore, certain portions of this disclosure can be used in conjunction with drones in the form of other types of unmanned vehicles (e.g., wheeled, tracked, and / or watercraft).

[0021] Embodiments of this application are described below with reference to the accompanying drawings, such as Figure 1 and Figure 2As shown, the wing-cockpit connection assembly of this application embodiment is used to connect the upper wing and the lower cockpit of an aircraft. Specifically, the connection assembly is used to connect the wing spars of the wing and the cockpit spars of the cockpit. (Refer to...) Figure 1 The figure exemplarily shows the wing spars 100 and the cockpit beam 200, but it is understood that only a portion of the wing spars 100 and cockpit beam 200 is shown. The wing spars 100 extend laterally along the aircraft and are externally covered by the wing skin structure, and are fixedly connected to the cockpit beam 200 via connecting components. The cockpit beam 200 extends longitudinally along the aircraft. In one embodiment, its main body is a beam-truss structure to provide sufficient bending and torsional stiffness. However, it is understood that there are no particular limitations on the specific structure, and those skilled in the art can reasonably configure it according to the actual situation.

[0022] Specifically, Figure 2 The complete connection assembly is shown, which specifically includes a mounting base 1, and male and female parts 21 and 22 that can be mated and connected to each other. The mounting base 1 is connected to the wing spars 100, and can be connected by rivets or bolts for detachable connection. There are no particular limitations on the specific connection structure, and those skilled in the art can set it reasonably according to the actual situation.

[0023] like Figure 3 As shown, the bottom of the mounting base 1 is provided with a mounting hole 10. When the mounting base 1 is connected to the wing spars 100, the mounting hole 10 faces the cockpit direction.

[0024] Specifically, the mounting base 1 includes a fixing part 11 and a connector part 12 that are connected to each other. The fixing part 11 is provided with a mounting surface that is in close contact with the side of the wing spars 100 so that the fixing part 11 is connected to the side of the wing spars 100.

[0025] like Figure 4 As shown, the connector 12 includes a first part 121 and a second part 122. The first part 121 is connected to the fixing part 11 and is enclosed within the wing skin. The second part 122 extends downward from the first part 121 out of the wing skin and extends towards the cockpit beam 200. The second part 122 has a mounting hole 10 at its end furthest from the first part 121 for the male component 21 to pass through, allowing the male component 21 to mate with the female component 22 for quick connection between the wing and the cockpit.

[0026] In one implementation, the axis of the mounting hole 10 extends vertically along the aircraft to ensure a stable connection between the male component 21 and the mounting base 1 when inserted vertically. Specifically, the male component 21 and the female component 22 are positioned on opposite sides of the mounting hole 10 before connection. Preferably, the male component 21 is positioned below the mounting hole 10 before connection, and the female component 22 is positioned above the mounting hole 10 before connection. During connection, the male component 21 is inserted into the mounting hole 10 from bottom to top and threadedly connected to the female component 22 located above, thereby connecting the wing and the cockpit.

[0027] In some other embodiments, the axis of the mounting hole 10 may extend slightly off-center from the vertical direction of the aircraft; no specific limitation is made here. Before connection, the male component 21 may be positioned above the mounting hole 10, and the female component 22 may be positioned below the mounting hole 10. The specific positions during connection can be reasonably set by those skilled in the art based on the actual situation.

[0028] Reference Figure 4 and Figure 5 The second portion 122 of the connector 12 includes a receiving cavity 123 with an external opening 120 on its side, and the bottom of the receiving cavity 123 communicates with the mounting hole 10. For example... Figure 6 As shown, the female component 22 is configured to enter and exit the receiving cavity 123 through the external opening 120. After entering the receiving cavity 123, the female component 22 is confined therein. The size of the external opening 120 allows the female component 22 to be inserted or removed laterally, facilitating assembly and maintenance. When the male component 21 passes through the mounting hole 10 from bottom to top and engages with the female component 22, the second part 122 of the connector 12 uses the internal structure of the receiving cavity 123 to limit the female component 22, preventing it from dislodging as the male component 21 rotates, thereby ensuring a reliable connection.

[0029] Specifically, the external dimensions of the female component 22 can be adapted to the inner wall of the receiving cavity 123, and the female component 22 can be horizontally inserted into and locked into the cavity from the external opening 120. The inner wall of the receiving cavity 123 can form surface contact with the edge of the female component 22, effectively preventing it from rotating during the connection process.

[0030] In one embodiment, such as Figure 6 As shown, the female part 22 is a hexagonal nut, and the cross-sectional shape of the inner wall of the receiving cavity 123 is consistent with the cross-sectional profile of the hexagonal nut. The two inner walls (123a and 123b) of the receiving cavity 123 form guiding slopes, which facilitates the automatic alignment of the female part 22 when it slides into the cavity along the outer opening 120. The inner walls of the receiving cavity 123 together constitute a stable limiting space, ensuring that the female part 22 cannot rotate with the male part 21 during the connection process.

[0031] With the above configuration, the cross-sectional shape of the inner wall of the accommodating cavity 123 matches the side profile of the hexagonal nut, achieving surface contact fit and significantly improving torsional resistance. The entire accommodating cavity structure is compact, meeting the lightweight design requirements of aircraft while ensuring the connection reliability of the connection nodes.

[0032] In addition, continue to refer to Figure 3 A stop 124 can be installed at the external opening 120 to restrict the lateral disengagement of the female component 22. This stop combines rapid assembly with high reliability, making it suitable for drone cockpit connection scenarios involving frequent disassembly and assembly. The stop 124 is fixed to the outer side of the second part 122 of the connector 12 with screws. Its inner protrusion connects to the outer end of the receiving cavity 123 and fits against one side of the female component 22, further suppressing its lateral displacement. Under vibration or impact loads, this structure effectively maintains the positioning stability of the female component 22 and prevents the connection from loosening. The entire connection system can complete the docking without external auxiliary tools, making it suitable for automated assembly processes.

[0033] In one embodiment, the female component 22 can move laterally left and right within the receiving cavity 123, and can be finely adjusted according to the position of the male component 21 to ensure smooth engagement with the male component 21 inserted from bottom to top. The movable design of the female component 22 effectively compensates for positional deviations during assembly, further improving the fault tolerance of the connection. Under vibration or impact loads, the surface contact structure between the receiving cavity 123 and the female component 22 suppresses the tendency to loosen and maintains stable preload.

[0034] Furthermore, the vertical dimension of the receiving cavity 123 is slightly larger than the height of the female part 22, providing it with the necessary floating space to facilitate assembly alignment. As the male part 21 continues to screw in, the female part 22 gradually moves upward under the force of the thread until it abuts the top of the receiving cavity 123, forming an axial preload and further enhancing the connection rigidity. This design effectively compensates for manufacturing tolerances between parts, reduces assembly stress, and maintains the overall structural stability, making it suitable for aircraft wing connection scenarios in high-frequency vibration environments.

[0035] The embodiments of this application set the installation and fixing position in a convenient location under the wing and cockpit, so that field maintenance personnel can complete the inspection or operation of the connection joint without climbing to the top of the wing, which significantly improves maintenance efficiency and reduces operational risks. Moreover, the entire connection process does not require additional tools and can be quickly disassembled and assembled.

[0036] Male component 21 and female component 22 are fastened together by threaded connection, forming an integral load-bearing structure that effectively transmits bending moment and shear force between the wing and the cockpit. The fixed seat 1 and the wing spars 100 can be connected by co-curing or high-strength riveting processes to ensure the reliability of the connection interface under dynamic loads.

[0037] Exemplarily, in one embodiment, such as Figure 7As shown, a sleeve 210 is fitted over the male component 21, and the sleeve 210 passes through the cockpit beam 200 along with the male component 22. The sleeve 210 provides radial support during the screwing of the male component 21 into the female component 22, reducing stress concentration at the orifice of the cockpit beam 200 and improving the fatigue life of the connection area. Its outer surface can be provided with annular anti-slip textures to prevent slippage during rotational assembly. Both ends of the sleeve 210 can extend to the inner and outer surfaces of the cockpit beam 200, forming a centering guide structure to ensure that the male component 21 and the female component 22 are aligned. After assembly, the sleeve 210 fits tightly against the cockpit beam 200, enhancing overall rigidity and isolating the threaded connection from external environmental corrosion.

[0038] Further reference Figure 3 A removable bushing 13 is also provided inside the mounting hole 10, extending within the mounting hole 10. The bushing 13 has an interference fit with the mounting hole 10, and its inner surface is coated with a wear-resistant coating to reduce wear on the hole wall caused by repeated disassembly and assembly of the male part 21. Its axial length is slightly greater than the axial depth of the mounting hole 10, and limiting steps can be provided at both ends to prevent misalignment during installation. The bushing 13 is made of high-strength titanium alloy material, combining lightweight and corrosion resistance, and is suitable for high and low temperature alternating environments. In the disassembled state, the bushing 13 can be replaced individually, reducing the overall maintenance cost of the machine.

[0039] Different diameter bushings 13 can be replaced within the mounting hole 10 to accommodate male parts 21 of varying sizes, improving the versatility of the connection structure. By replacing the bushing 13 with the appropriate size, the same mounting hole 10 can accommodate combinations of sleeves 210 and male parts 21 with various diameters, meeting the rapid assembly / disassembly requirements of multi-configuration aircraft. The inner diameter of the bushing 13 precisely matches the outer diameter of the sleeve 210, ensuring alignment accuracy and avoiding fretting wear caused by clearance fits. Replacement of the bushing 13 requires no special tooling; rapid disassembly and assembly can be achieved through the axial ejection structure, further improving maintenance efficiency. In multi-environment exposure tests, this connection system exhibited excellent vibration resistance and thermal deformation resistance, adapting to temperature cycles from -55℃ to 125℃ without losing preload.

[0040] This application uses embedded connection technology to replace the top opening, setting the installation and fixing position in a more convenient location below the cockpit, avoiding loss of wing structural strength, and allowing maintenance personnel to complete the inspection or installation of the connection joint without having to climb to the top of the wing.

[0041] It should be noted that the connection components in this application embodiment are not only applicable to the connection between the wing and the cockpit, but also to the connection between the wing and the arm, and can be further extended to the connection between the wing and key load-bearing components such as the mounting devices and landing gear sections. Through modular design, this component improves assembly efficiency while ensuring structural integrity, adapts to the rapid iteration requirements of various configurations, and maintains high reliability and long service life under complex operating conditions.

[0042] The connection components of this application are installed and fixed in a convenient location under the aircraft, eliminating the need for a top opening design. This makes the connection operation safer and more efficient, effectively preventing the risk of water vapor entering the wing and forming water accumulation, while also improving the structural sealing and durability.

[0043] The design of the installation interface in this application takes into account the need for installation using a standard socket ratchet wrench, thus avoiding the need for special custom tools.

[0044] Furthermore, the nut's detachable design allows for direct observation and operation after the arm is removed, reducing the likelihood of needing to replace the entire metal connector due to damage to the internal threads. Additionally, the threaded mating surfaces of this connection assembly utilize a combination of anti-corrosion coating and precision machining to ensure stable preload during long-term use and prevent loosening due to fretting corrosion.

[0045] The above embodiments are merely illustrative of the principles and effects of this application. Any person skilled in the art can modify or alter the above embodiments without departing from the purpose of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the purpose disclosed in this application should still be covered by the claims of this application.

Claims

1. A wing-cockpit connection assembly for connecting an aircraft wing and a cockpit, wherein the wing and cockpit respectively include a wing spars (100) and a cockpit spars (200), characterized in that, The connecting assembly includes: a mounting base (1) for connecting to the wing spars (100), and a male component (21) and a female component (22) that can be mated and connected to each other; the mounting base (1) includes a mounting hole (10), and when the mounting base (1) is connected to the wing spars (100), the mounting hole (10) faces the bottom of the aircraft; the male component (21) and the female component (22) are respectively placed on both sides of the mounting hole (10) before connection, and the male component (21) passes through the cockpit beam (200) and the mounting hole (10) respectively and then connects to the female component (22), thereby connecting the wing and the cockpit.

2. The wing-cockpit connection assembly according to claim 1, characterized in that, Before connection, the male component (21) is below the mounting hole (10), and the female component (22) is above the mounting hole (10). The male component (21) passes through the cockpit beam (200) and the mounting hole (10) in sequence and then connects with the female component (22).

3. The wing-cockpit connection assembly according to claim 1, characterized in that, The mounting base (1) includes a fixing part (11) which is detachably connected to the side of the wing spars (100).

4. The wing-cockpit connection assembly according to claim 1, characterized in that, The mounting base (1) includes a connector (12) that extends toward the cabin.

5. The wing-cockpit connection assembly according to claim 4, characterized in that, The connector (12) includes a receiving cavity (123) with an external opening (120), and the bottom of the receiving cavity (123) communicates with the mounting hole (10). The female part (22) is configured to enter and exit the receiving cavity (123) through the external opening (120).

6. The wing-cockpit connection assembly according to claim 1, characterized in that, The component (21) is also fitted with a sleeve (210), which passes through the cabin beam (200) along with the component (21).

7. The wing-cockpit connection assembly according to claim 1, characterized in that, A removable bushing (13) is also provided inside the mounting hole (10), and the bushing (13) extends inside the mounting hole (10).

8. The wing-cockpit connection assembly according to claim 5, characterized in that, The mother component (22) moves laterally within the accommodating cavity (123).

9. The wing-cockpit connection assembly according to claim 5, characterized in that, The vertical dimension of the accommodating cavity (123) is greater than the height of the mother piece (22).

10. The wing-cockpit connection assembly according to claim 5, characterized in that, The outer opening (120) of the connector (12) may be provided with a stop (124) to prevent the mother piece (22) from sliding out of the receiving cavity (123).

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