Connection beam structure, flight frame assembly, and flight vehicle
Patent Information
- Application Number
- CN202521796548.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-21
- Publication Date
- 2026-10-09
- Estimated Expiration
- 2035-08-21
AI Technical Summary
[0004]本申请的主要目的是提出一种连接梁结构，旨在解决现有的用于连接飞行机架与座舱的连接结构往往采用单一构件的形式，在结构性能方面存在不足，难以保证飞行交通工具的飞行平稳性这一技术问题
[0031]本申请方案将单一构件形式的连接结构改为机臂横梁与第一梁板、第二梁板、前盖板、后盖板相互配合的连接梁结构，如此可通过第一梁板、第二梁板的卡接配合而对机臂横梁的上半部分起到限位及支撑作用，可保持机臂横梁的形状及结构的稳定性，避免机臂横梁在后续飞行过程中因载荷作用而发生变形、失效等问题，提高了抗弯和抗扭性能；同时通过前盖板和后盖板将第一梁板、第二梁板连接形成一连续的闭环状围框结构，如此一方面可利用前盖板和后盖板的支撑作用提高第一梁板、第二梁板的位置稳定性和结构稳定性，进而间接增强了第一梁板、第二梁板对机臂横梁的限位支撑效果，另一方面可增大该连接梁结构与飞行机架的接触面积，从而提高了连接稳固性，此外还可增加飞行机架与机臂横梁之间的传力路径，避免了应力集中，有效提高了整个连接梁结构的承载能力和抗疲劳性能。基于上述设置，可提高安全裕度，保证飞行交通工具的飞行平稳性。
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Figure CN224829593U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aircraft technology, and in particular to a connecting 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] Air vehicles typically consist of rotors that provide lift and a cockpit for carrying passengers. For multi-rotor aircraft, multiple rotors usually need to be connected one-to-one to various external ends of a single aircraft frame, which in turn needs to be connected to the cockpit below via corresponding connection structures. Existing connection structures between the aircraft frame and the cockpit often use single-component structures, resulting in insufficient structural and connection strength, poor bending and torsional resistance, and difficulty in ensuring flight stability under long-term use. Utility Model Content
[0004] The main objective of this application is to propose a connecting beam structure that addresses the technical problem that existing connecting structures for connecting aircraft frames and cockpits often use a single component, resulting in insufficient structural performance and difficulty in ensuring the flight stability of aircraft.
[0005] To achieve the above objectives, this application proposes a connecting beam structure, comprising:
[0006] The arm beam is configured as a tubular structure and extends in the left-right direction; the arm beam is used to connect to the flight cockpit below, and the two ends of the arm beam are used to connect to the rotor arms.
[0007] The first beam plate has a first latch with an opening facing downwards, and the first latch is engaged with the boom crossbeam;
[0008] The second beam plate has a downward-facing second latch, which engages with the boom crossbeam; the second beam plate is spaced apart from the first beam plate.
[0009] A front cover plate, which is connected to the front side of the first beam plate and the front side of the second beam plate;
[0010] A rear cover plate, which is connected to the rear side of the first beam plate and the rear side of the second beam plate;
[0011] The upper edges of the first beam plate, the second beam plate, the front cover plate, and the rear cover plate form a frame structure, which is used to connect with the upper flight frame.
[0012] In one embodiment, the connecting beam structure further includes a first reinforcing wall panel, the upper edge of which is connected to the upper edge of the front cover plate, the lower edge of which is connected to the upper side of the boom crossbeam, the left side of which is connected to the first beam plate, and the right side of which is connected to the second beam plate.
[0013] In one embodiment, the connecting beam structure further includes a second reinforcing wall panel, the upper edge of which is connected to the upper edge of the rear cover plate, the lower edge of which is connected to the upper side of the boom crossbeam, the left side of which is connected to the first beam plate, and the right side of which is connected to the second beam plate.
[0014] In one embodiment, the first reinforcing panel is made using an aluminum alloy thermoforming process.
[0015] In one embodiment, the second reinforcing panel is made using an aluminum alloy thermoforming process.
[0016] In one embodiment, the boom crossbeam is configured as a rectangular square tube structure.
[0017] In one embodiment, the boom crossbeam has a first cavity wall and a second cavity wall that are perpendicular to each other; the connecting beam structure further includes a reinforcing angle bracket, the reinforcing angle bracket having a first wing plate and a second wing plate that are perpendicular to each other, the first wing plate being connected to the first cavity wall and the second wing plate being connected to the second cavity wall.
[0018] In one embodiment, the width and height of the boom beam are equal.
[0019] In one embodiment, the boom beam is made using a carbon fiber integral molding process.
[0020] In one embodiment, the first beam plate is manufactured using an aluminum alloy die forging process.
[0021] In one embodiment, the second beam plate is manufactured using an aluminum alloy die forging process.
[0022] In one embodiment, the front cover is manufactured using a carbon fiber autoclave molding process.
[0023] In one embodiment, the rear cover is manufactured using a carbon fiber autoclave molding process.
[0024] In one embodiment, the connecting beam structure further includes a first reinforcing frame, which is made of aluminum alloy by die forging. The first reinforcing frame is connected to the inner cavity of the first end of the boom beam, and the outer peripheral side of the first reinforcing frame is in contact with the inner peripheral side of the boom beam.
[0025] In one embodiment, the connecting beam structure further includes a second reinforcing frame, which is made of aluminum alloy by die forging. The second reinforcing frame is connected to the inner cavity of the second end of the boom crossbeam, and the outer peripheral side of the second reinforcing frame is in contact with the inner peripheral side of the boom crossbeam.
[0026] In one embodiment, the distance between the first beam plate in the front-to-back direction gradually increases from bottom to top.
[0027] In one embodiment, the distance between the second beam plate in the front-to-back direction gradually increases from bottom to top.
[0028] In one embodiment, the connecting beam structure further includes a plurality of high-strength bolts, which are mounted on the arm crossbeam and are used to connect to the flight cockpit.
[0029] This application also proposes a flight frame assembly, which includes a flight frame and a connecting beam structure as described above.
[0030] This application also proposes an air vehicle comprising a flight cockpit and a flight frame assembly as described above.
[0031] This application proposes a new connection structure that replaces the single-component connection structure with a connecting beam structure that integrates the arm crossbeam with the first beam plate, second beam plate, front cover plate, and rear cover plate. This allows the first and second beam plates to engage and support the upper part of the arm crossbeam, maintaining its shape and structural stability and preventing deformation or failure due to loads during flight. This improves bending and torsional resistance. Furthermore, the front and rear cover plates connect the first and second beam plates to form a continuous closed-loop frame structure. This enhances the positional and structural stability of the first and second beam plates, indirectly strengthening their support and limiting effect on the arm crossbeam. It also increases the contact area between the connecting beam structure and the flight frame, improving connection stability. Additionally, it increases the force transmission path between the flight frame and the arm crossbeam, preventing stress concentration and effectively improving the load-bearing capacity and fatigue resistance of the entire connecting beam structure. Based on the above settings, the safety margin can be improved, ensuring the flight stability of air vehicles. Attached Figure Description
[0032] 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.
[0033] Figure 1 A partial perspective structural diagram of an embodiment of the connecting beam structure provided in this application;
[0034] Figure 2 This is an exploded structural diagram of an embodiment of the connecting beam structure provided in this application;
[0035] Figure 3 A partial structural schematic diagram of an embodiment of the flight vehicle provided in this application;
[0036] Figure 4 This is a schematic diagram of the overall structure of an embodiment of the flight vehicle provided in this application.
[0037] Explanation of icon numbers:
[0038] 100. Connecting beam structure; 200. Flight frame; 300. Rotor arm; 400. Flight cockpit; 500. Enclosure structure;
[0039] 1. Boom crossbeam;
[0040] 2. First beam slab; 21. First bayonet;
[0041] 3. Second beam slab; 31. Second bayonet;
[0042] 4. Front cover plate; 5. Rear cover plate; 6. First reinforcing wall panel; 7. Second reinforcing wall panel; 8. Reinforcing corner bracket; 9. First reinforcing frame; 10. Second reinforcing frame.
[0043] 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
[0044] 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.
[0045] 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.
[0046] 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.
[0047] 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.
[0048] Air vehicles typically consist of rotors that provide lift and a cockpit for carrying passengers. For multi-rotor aircraft, multiple rotors usually need to be connected one-to-one to various external ends of a single aircraft frame, which in turn needs to be connected to the cockpit below via corresponding connection structures. Existing connection structures between the aircraft frame and the cockpit often use single-component structures, resulting in insufficient structural and connection strength, poor bending and torsional resistance, and difficulty in ensuring flight stability under long-term use.
[0049] To address the aforementioned issues, this application proposes a connecting beam structure, a flight frame assembly, and an air vehicle. The aim is to transform the single-component connecting structure into a combination of an arm crossbeam and a first beam plate, a second beam plate, a front cover plate, and a rear cover plate. This enhances the structural stability of the arm crossbeam through the beam plates and cover plates, while simultaneously achieving a stable connection between the arm crossbeam and the flight frame. This improves the overall structural strength and safety margin of the flight frame assembly, ensuring the flight stability of the air vehicle.
[0050] 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.
[0051] 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.
[0052] Please refer to Figure 3 and Figure 4 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 cockpit 400, which can carry passengers, meaning the aircraft can be configured as a manned aircraft. Above the cockpit 400 is a flight frame assembly, which includes a flight frame 200 and a connecting beam structure 100. The connecting beam structure 100 connects the flight frame 200 to the cockpit 400. The flight frame 200 has multiple extended ends, each of which can be connected to a rotor arm 300. One end of the rotor arm 300 can move relative to the flight frame 200, for example, by means of a rotating connection or a telescopic connection. The other end of the rotor arm 300 is connected to a flight rotor to form a multi-rotor structure. The rotor arm 300 can be extended or retracted relative to the flight frame 200.
[0053] Please see Figure 1 and Figure 2 An embodiment of this application provides a connecting beam structure 100, comprising:
[0054] The arm beam 1 is configured as a tubular structure and extends in the left and right direction; the arm beam 1 is used to connect with the flight cockpit 400 below, and the two ends of the arm beam 1 are used to connect to the rotor arm 300.
[0055] The first beam plate 2 has a first latch 21 with the opening facing downward, and the first latch 21 is latched onto the boom crossbeam 1;
[0056] The second beam plate 3 has a second latch 31 with an opening facing downwards, which is latched onto the boom crossbeam 1; the second beam plate 3 is spaced apart from the first beam plate 2.
[0057] Front cover plate 4, which is connected to the front side of the first beam plate 2 and the front side of the second beam plate 3;
[0058] Rear cover plate 5, which is connected to the rear side of the first beam plate 2 and the rear side of the second beam plate 3;
[0059] The upper edge of the first beam plate 2, the upper edge of the second beam plate 3, the upper edge of the front cover plate 4, and the upper edge of the rear cover plate 5 enclose a frame structure 500, which is used to connect with the upper flight frame 200.
[0060] In this embodiment, the arm beam 1 can be configured as a square tube structure or a tube structure with other cross-sectional shapes, wherein the cavity can be arranged through the left and right directions. The lower part of the arm beam 1 can be connected and fixed to the rear part of the flight cockpit 400 below by means of threaded connection, riveting, or other connecting components. Both the left and right ends of the arm beam 1 can be equipped with connecting lugs to connect the rotor arms 300. The rotor arms 300 connected to the flight frame 200 are the first rotor arms 300, and the rotor arms 300 connected to the arm beam 1 are the second rotor arms 300. Taking an example of four first rotor arms 300 and two second rotor arms 300, the four first rotor arms 300 are located on the left front, right front, left rear, and right rear sides of the aircraft, respectively, and the two second rotor arms 300 are located on the left and right sides of the aircraft, respectively. Each first rotor arm 300 and second rotor arm 300 has a rotor connected to its outward-facing end. This allows the rotors on the arm beam 1 to fill the gaps not covered by the rotors on the flight frame 200, thus forming a configuration such as... Figure 4 The image shows a six-rotor flying vehicle.
[0061] Both the first beam plate 2 and the second beam plate 3 are vertically arranged and spaced apart in the left-right direction. The outline shape of the first latch 21 and the second latch 31 should match the outer outline shape of the boom crossbeam 1. Taking the boom crossbeam 1 as a square tube structure as an example, the first latch 21 and the second latch 31 should be set as square outlines to ensure that the first latch 21 and the second latch 31 can be firmly locked onto the boom crossbeam 1 from top to bottom. Multiple sets of riveting holes are provided at corresponding positions on the boom crossbeam 1. Multiple side walls of the first beam plate 2 and the second beam plate 3 that are in contact with the boom crossbeam 1 (specifically, the folded structures on the multiple sides of the first latch 21 and the second latch 31 that are in contact with the boom crossbeam 1) can be connected and fixed to the boom crossbeam 1 by riveting. Based on the above configuration, while achieving the connection and fixation between the arm beam 1 and the first beam plate 2 and the second beam plate 3, the upper part of the arm beam 1 can be limited and supported by the snap-fit cooperation of the first beam plate 2 and the second beam plate 3. This can maintain the shape and structural stability of the arm beam 1 and prevent the arm beam 1 from deforming or failing due to load during subsequent flight.
[0062] The left side of the front cover plate 4 can be connected to the front side of the first beam plate 2 by riveting, and the right side of the front cover plate 4 can be connected to the front side of the second beam plate 3 by riveting. The left side of the rear cover plate 5 can be connected to the rear side of the first beam plate 2 by riveting, and the right side of the rear cover plate 5 can be connected to the rear side of the second beam plate 3 by riveting. The lower side of the front cover plate 4 can also extend to the boom crossbeam 1 and be connected to the boom crossbeam 1 by riveting. The lower side of the rear cover plate 5 can also extend to the boom crossbeam 1 and be connected to the boom crossbeam 1 by riveting. Taking the boom crossbeam 1 as a rectangular tube structure as an example, the lower side of the rear cover plate 5 can be connected to the lower edge of the front side of the boom crossbeam 1, and the lower side of the rear cover plate 5 can be connected to the lower edge of the rear side of the boom crossbeam 1. Thus, based on the first beam plate 2 and the second beam plate 3 installed on the arm crossbeam 1, the first beam plate 2 and the second beam plate 3 are further connected by the front cover plate 4 and the rear cover plate 5 to form a continuous closed-loop frame structure 500. The upper part of this frame structure 500 (i.e., the upper edges of the first beam plate 2, the second beam plate 3, the front cover plate 4, and the rear cover plate 5) can be riveted to the upper flight frame 200. Based on the above configuration, on the one hand, the supporting effect of the front cover plate 4 and the rear cover plate 5 can be used to improve the positional stability and structural stability of the first beam plate 2 and the second beam plate 3, thereby indirectly enhancing the limiting support effect of the first beam plate 2 and the second beam plate 3 on the arm crossbeam 1; on the other hand, the contact area between the connecting beam structure 100 and the flight frame 200 can be increased, so that the flight frame 200 can be connected to the four connecting areas of the connecting beam structure 100 (corresponding to the upper edges of the first beam plate 2, the second beam plate 3, the front cover plate 4, and the rear cover plate 5, respectively). This improves connection stability. Furthermore, with the lower sides of the front cover plate 4 and the rear cover plate 5 connected to the arm beam 1, the load on the flight frame 200 can be transmitted to the lower arm beam 1 through four force transmission paths (corresponding to the first beam plate 2, the second beam plate 3, the front cover plate 4, and the rear cover plate 5, respectively). This disperses the load in multiple directions rather than concentrating it in a certain area of the arm beam 1, thereby optimizing the load distribution, avoiding stress concentration, and effectively improving the load-bearing capacity and fatigue resistance of the entire connecting beam structure 100.
[0063] Therefore, this embodiment changes the single-component connection structure to a connecting beam structure 100 that integrates the arm beam 1 with the first beam plate 2, the second beam plate 3, the front cover plate 4, and the rear cover plate 5. This allows the first beam plate 2 and the second beam plate 3 to engage and limit the upper part of the arm beam 1, maintaining its shape and structural stability. This prevents deformation and failure of the arm beam 1 under load during subsequent flight, improving its bending and torsional resistance. Simultaneously, the front cover plate 4 and the rear cover plate 5 connect the first beam plate 2 and the second beam plate 3 to form… A continuous closed-loop frame structure 500 serves two purposes: firstly, the support provided by the front cover plate 4 and the rear cover plate 5 enhances the positional and structural stability of the first beam plate 2 and the second beam plate 3, indirectly strengthening their restraining and supporting effect on the arm crossbeam 1; secondly, it increases the contact area between the connecting beam structure 100 and the flight frame 200, thereby improving connection stability; and thirdly, it increases the force transmission path between the flight frame 200 and the arm crossbeam 1, avoiding stress concentration and effectively improving the load-bearing capacity and fatigue resistance of the entire connecting beam structure 100. Based on these features, a safety margin is increased, ensuring the flight stability of the aircraft.
[0064] In one embodiment, refer to Figure 1 and Figure 2 The connecting beam structure 100 also includes a first reinforcing wall plate 6. The upper edge of the first reinforcing wall plate 6 is connected to the upper edge of the front cover plate 4, the lower edge of the first reinforcing wall plate 6 is connected to the upper side of the boom crossbeam 1, the left side of the first reinforcing wall plate 6 is connected to the first beam plate 2, and the right side of the first reinforcing wall plate 6 is connected to the second beam plate 3.
[0065] In one embodiment, refer to Figure 1 and Figure 2 The connecting beam structure 100 also includes a second reinforcing wall plate 7. The upper edge of the second reinforcing wall plate 7 is connected to the upper edge of the rear cover plate 5, the lower edge of the second reinforcing wall plate 7 is connected to the upper side of the boom crossbeam 1, the left side of the second reinforcing wall plate 7 is connected to the first beam plate 2, and the right side of the second reinforcing wall plate 7 is connected to the second beam plate 3.
[0066] Specifically, the first reinforcing panel 6 is inclined, with its upper edge located in front of the lower edge. The upper edge of the first reinforcing panel 6 can be riveted to the upper edge of the front cover plate 4, and the lower edge of the first reinforcing panel 6 can be riveted to the upper side of the arm beam 1. Taking the arm beam 1 as a rectangular tube structure as an example, the lower edge of the first reinforcing panel 6 can be connected to the upper edge of the front side of the arm beam 1. By setting the first reinforcing panel 6, the force transmission path between the flight frame 200 and the arm beam 1 can be increased, allowing the load on the flight frame 200 to be transferred to the lower arm beam 1 through the first reinforcing panel 6. This further disperses the load, thereby optimizing the load distribution, avoiding stress concentration, and further improving the load-bearing capacity and fatigue resistance of the entire connecting beam structure 100. The additional support provided by the first reinforcing panel 6 also improves the structural stability of the connecting beam structure 100.
[0067] Similarly, the second reinforcing panel 7 is inclined, with its upper edge located behind the lower edge. The upper edge of the second reinforcing panel 7 can be riveted to the upper edge of the rear cover plate 5, and the lower edge of the second reinforcing panel 7 can be riveted to the upper side of the arm beam 1. Taking the arm beam 1 as a rectangular tube structure as an example, the lower edge of the second reinforcing panel 7 can be connected to the upper edge of the rear side of the arm beam 1. By setting the second reinforcing panel 7, the force transmission path between the flight frame 200 and the arm beam 1 can be increased, allowing the load on the flight frame 200 to be transferred to the lower arm beam 1 through the second reinforcing panel 7. This further disperses the load, thereby optimizing the load distribution, avoiding stress concentration, and further improving the load-bearing capacity and fatigue resistance of the entire connecting beam structure 100. The additional support provided by the second reinforcing panel 7 also improves the structural stability of the connecting beam structure 100.
[0068] In the specific implementation process, only the first reinforcing wall panel 6 or the second reinforcing wall panel 7 can be set, or both the first reinforcing wall panel 6 and the second reinforcing wall panel 7 can be set at the same time; when both the first reinforcing wall panel 6 and the second reinforcing wall panel 7 are set at the same time, the balance of the connecting beam structure 100 can be guaranteed.
[0069] In one embodiment, refer to Figure 1 and Figure 2 The boom crossbeam 1 is designed as a rectangular square tube structure.
[0070] Specifically, when the boom beam 1 is configured as a rectangular square tube structure, the outer contour of the boom beam 1 has four planes, which makes it easier to use the planes to connect and fix the boom beam 1 to other components. In this case, the first latch 21 of the first beam plate 2 and the second latch 31 of the second beam plate 3 should be configured as square contours that match the outer contour of the rectangular square tube, which can ensure the stability of the latch and prevent the first beam plate 2 and the second beam plate 3 from deflecting relative to the boom beam 1.
[0071] In one embodiment, refer to Figure 1 and Figure 2 The arm beam 1 has a first cavity wall (not shown in the figure) and a second cavity wall (not shown in the figure) that are perpendicular to each other; the connecting beam structure 100 also includes a reinforcing bracket 8, which has a first wing plate (not shown in the figure) and a second wing plate (not shown in the figure) that are perpendicular to each other. The first wing plate is connected to the first cavity wall, and the second wing plate is connected to the second cavity wall.
[0072] Specifically, the reinforcing angle bracket 8 is installed in the inner cavity of the boom crossbeam 1. The first and second flanges of the reinforcing angle bracket 8 can be connected to the first and second cavity walls of the boom crossbeam 1 by means of threaded connection, riveting, etc. Through the limiting and fixing function of the reinforcing angle bracket 8, the structural strength and stability of the boom crossbeam 1 can be improved, and the boom crossbeam 1 can be prevented from deforming under load.
[0073] When the boom crossbeam 1 is set as a rectangular square tube structure, such as Figure 2 As shown, the first slot 21 of the first beam plate 2 and the second slot 31 of the second beam plate 3 are in contact with the front side, rear side and upper side of the boom crossbeam 1. At this time, the structural stability of the upper part of the boom crossbeam 1 can be ensured by the limiting support of the first beam plate 2 and the second beam plate 3. Based on this, preferably, the first cavity wall can refer to the front inner cavity wall or the rear inner cavity wall of the boom crossbeam 1, and the second cavity wall can refer to the lower inner cavity wall of the boom crossbeam 1. The first wing plate of the reinforcing angle bracket 8 can be set vertically, and the second wing plate can be set horizontally. The reinforcing angle bracket 8 can be divided into two groups. The first wing plate of the first group of reinforcing angle bracket 8 is connected to the front inner cavity wall of the boom crossbeam 1, and the second wing plate of the first group of reinforcing angle bracket 8 is connected to the lower inner cavity wall of the boom crossbeam 1. The first wing plate of the second group of reinforcing angle bracket 8 is connected to the rear inner cavity wall of the boom crossbeam 1, and the second wing plate of the second group of reinforcing angle bracket 8 is connected to the lower inner cavity wall of the boom crossbeam 1. In this way, the structural stability of the lower half of the boom crossbeam 1 can be further guaranteed by the limiting and fixing effect of the reinforcing angle bracket 8, thereby improving the overall structural strength of the boom crossbeam 1.
[0074] In one embodiment, refer to Figure 1 and Figure 2 The width and height of the boom crossbeam 1 are equal.
[0075] When the width and height of the boom beam 1 are equal, the cross-sectional shape of the boom beam 1 is square. The square closed-loop structure can evenly bear the load in all directions, which can better avoid stress concentration. In addition, the square closed-loop structure increases the moment of inertia of the cross section, thereby improving the stiffness and stability of the overall structure.
[0076] In one embodiment, refer to Figure 1 and Figure 2 The crossbeam 1 of the boom is made of carbon fiber using a one-piece molding process.
[0077] In one embodiment, refer to Figure 1 and Figure 2 The first beam plate 2 is made of aluminum alloy by die forging.
[0078] In one embodiment, refer to Figure 1 and Figure 2 The second beam plate 3 is made of aluminum alloy by die forging.
[0079] In one embodiment, refer to Figure 1 and Figure 2 The front cover plate 4 is made using a carbon fiber autoclave molding process.
[0080] In one embodiment, refer to Figure 1 and Figure 2 The rear cover plate 5 is made using a carbon fiber autoclave molding process.
[0081] In one embodiment, refer to Figure 1 and Figure 2 The first reinforcing wall panel 6 is made of aluminum alloy using a hot forming process.
[0082] In one embodiment, refer to Figure 1 and Figure 2 The second reinforcing wall panel 7 is made of aluminum alloy using a hot forming process.
[0083] Specifically, compared to using carbon fiber for all components of the connecting beam structure 100, this embodiment selectively uses aluminum alloy for the first beam plate 2, the second beam plate 3, the first reinforcing wall plate 6, and the second reinforcing wall plate 7, which bear larger loads. By organically combining the high-strength, high-fatigue-resistance aluminum alloy with the lightweight carbon fiber, the material configuration of the connecting beam structure 100 can be optimized. While achieving lightweight design, structural strength is guaranteed, and material and processing costs can be saved by replacing some carbon fiber with aluminum alloy.
[0084] Preferably, the first beam plate 2 and the second beam plate 3 can be made of high-strength 7-series aluminum alloy forgings, and the first reinforcing wall plate 6 and the second reinforcing wall plate 7 can be made of 7-series aluminum alloy hot-formed parts.
[0085] In one embodiment, refer to Figure 1 and Figure 2 The connecting beam structure 100 also includes a first reinforcing frame 9, which is made of aluminum alloy by die forging. The first reinforcing frame 9 is connected to the inner cavity of the first end of the boom beam 1, and the outer periphery of the first reinforcing frame 9 is in contact with the inner periphery of the boom beam 1.
[0086] In one embodiment, refer to Figure 1 and Figure 2 The connecting beam structure 100 also includes a second reinforcing frame 10, which is made of aluminum alloy by die forging. The second reinforcing frame 10 is connected to the inner cavity of the second end of the boom beam 1, and the outer periphery of the second reinforcing frame 10 is in contact with the inner periphery of the boom beam 1.
[0087] When the boom beam 1 is made of carbon fiber, the left and right ends of the boom beam 1 are limited and reinforced by the first reinforcing frame 9 and the second reinforcing frame 10 made of aluminum alloy. The high strength and high fatigue resistance of aluminum alloy can prevent the ends of the boom beam 1 from deforming under load, thereby maintaining the structural stability of the boom beam 1. The first reinforcing frame 9 and the second reinforcing frame 10 can also form a barrier and protection effect on the ends of the boom beam 1. After the first reinforcing frame 9 and the second reinforcing frame 10 are respectively fitted onto the left and right ends of the boom beam 1, they can be connected and fixed to the boom beam 1 by riveting, threaded connection or other methods.
[0088] Preferably, the first reinforcing frame 9 and the second reinforcing frame 10 can be made of high-strength 7-series aluminum alloy forgings.
[0089] In one embodiment, refer to Figure 1 and Figure 2 The distance between the first beam plate 2 in the front-to-back direction gradually increases from bottom to top.
[0090] In one embodiment, refer to Figure 1 and Figure 2 The distance between the second beam plate 3 and the front-back direction gradually increases from bottom to top.
[0091] Specifically, the first beam slab 2 and the second beam slab 3 are in the form of Figure 1 The V-shaped structure shown, which is wider at the top and narrower at the bottom, ensures a large contact area between the upper side of the first beam plate 2 and the upper side of the second beam plate 3 and the flight frame 200, thereby ensuring connection stability. At the same time, by folding the lower parts of the first beam plate 2 and the lower parts of the second beam plate 3 inward, unnecessary occupation of external space is avoided, thus maintaining the overall structural simplicity and leaving room for the placement of other components or structures.
[0092] In one embodiment, refer to Figure 2 The connecting beam structure 100 also includes multiple high-strength bolts (not shown in the figure), which are installed on the arm crossbeam 1 and are used to connect to the flight cockpit 400.
[0093] In this embodiment, the boom beam 1 and the flight cockpit 400 are fastened together using high-strength bolts. Through the preload and interference fit of the high-strength bolts, a mechanical interface with high tensile and shear strength can be formed. Its single-point load-bearing capacity is superior to that of ordinary bolts of the same specification. It can maintain connection strength while reducing the number of fasteners and significantly reduce structural weight. In addition, the high-strength bolts have small head size and a broken groove design at the tail, which can realize quick installation on one side and self-locking and anti-loosening, thereby improving assembly efficiency and meeting maintainability requirements.
[0094] Preferably, the arm beam 1 is fastened to the flight cockpit 400 by eight high-strength bolts.
[0095] Please see Figure 2 and Figures 1 to 4 This application also provides a flight frame assembly, which includes a flight frame 200 and a connecting beam structure 100 in any of the above embodiments.
[0096] In this embodiment, the connecting beam structure 100 is used to connect the flight frame 200 to the flight cockpit 400 below; the flight frame 200 has multiple extended ends, each of which can be used to connect a rotor arm 300. One end of the rotor arm 300 can move relative to the flight frame 200, for example, by means of rotational connection, telescopic connection, etc.; the other end of the rotor arm 300 is connected to the flight rotor to form a multi-rotor structure; wherein, the rotor arm 300 can be extended or retracted relative to the flight frame 200.
[0097] For the specific structure of the connecting beam structure 100, 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 possesses at least all the beneficial effects brought about by the technical solutions of the above embodiments. That is, the single-component connecting structure is changed to a connecting beam structure 100 in which the arm beam 1 cooperates with the first beam plate 2, the second beam plate 3, the front cover plate 4, and the rear cover plate 5. Thus, the upper part of the arm beam 1 can be limited and supported by the snap-fit cooperation of the first beam plate 2 and the second beam plate 3, maintaining the shape and structural stability of the arm beam 1, avoiding deformation and failure of the arm beam 1 due to load during subsequent flight, and improving bending and torsional resistance; simultaneously... The first beam plate 2 and the second beam plate 3 are connected by the front cover plate 4 and the rear cover plate 5 to form a continuous closed-loop frame structure 500. This design improves the positional and structural stability of the first beam plate 2 and the second beam plate 3 through the support of the front cover plate 4 and the rear cover plate 5, indirectly enhancing their limiting and supporting effect on the arm crossbeam 1. Furthermore, it increases the contact area between the connecting beam structure 100 and the flight frame 200, thereby improving connection stability. Additionally, it increases the force transmission path between the flight frame 200 and the arm crossbeam 1, avoiding stress concentration and effectively improving the load-bearing capacity and fatigue resistance of the entire connecting beam structure 100. Based on these features, a safety margin is increased, ensuring the flight stability of the aircraft.
[0098] Please see Figure 3 and Figure 4 Figure 3 Figure 4 This application also provides an air vehicle, which includes a flight cockpit 400 and the flight frame assembly in any of the above embodiments.
[0099] 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.
[0100] 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 has at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be elaborated here.
[0101] 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 connecting beam structure, characterized in that, The connecting beam structure includes: The arm beam is configured as a tubular structure and extends in the left-right direction; the arm beam is used to connect to the flight cockpit below, and the two ends of the arm beam are used to connect to the rotor arms. The first beam plate has a first latch with an opening facing downwards, and the first latch is engaged with the boom crossbeam; The second beam plate has a downward-facing second latch, which engages with the boom crossbeam; the second beam plate is spaced apart from the first beam plate. A front cover plate, which is connected to the front side of the first beam plate and the front side of the second beam plate; A rear cover plate, which is connected to the rear side of the first beam plate and the rear side of the second beam plate; The upper edges of the first beam plate, the second beam plate, the front cover plate, and the rear cover plate form a frame structure, which is used to connect with the upper flight frame.
2. The connecting beam structure according to claim 1, characterized in that, The connecting beam structure also includes a first reinforcing wall panel, the upper edge of which is connected to the upper edge of the front cover plate, the lower edge of which is connected to the upper side of the boom crossbeam, the left side of which is connected to the first beam plate, and the right side of which is connected to the second beam plate. And / or, the connecting beam structure further includes a second reinforcing wall panel, the upper edge of which is connected to the upper edge of the rear cover plate, the lower edge of which is connected to the upper side of the boom crossbeam, the left side of which is connected to the first beam plate, and the right side of which is connected to the second beam plate.
3. The connecting beam structure according to claim 2, characterized in that, The first reinforcing panel is made of aluminum alloy using a hot forming process; And / or, the second reinforcing panel is made of aluminum alloy using a thermoforming process.
4. The connecting beam structure according to claim 1, characterized in that, The boom crossbeam is designed as a rectangular square tube structure.
5. The connecting beam structure according to claim 4, characterized in that, The boom crossbeam has a first cavity wall and a second cavity wall that are perpendicular to each other; the connecting beam structure also includes a reinforcing angle bracket, which has a first wing plate and a second wing plate that are perpendicular to each other, the first wing plate being connected to the first cavity wall and the second wing plate being connected to the second cavity wall. And / or, the width and height of the boom beam are equal.
6. The connecting beam structure according to claim 1, characterized in that, The boom crossbeam is made of carbon fiber integral molding process; And / or, the first beam plate is made of aluminum alloy by die forging process; And / or, the second beam plate is made of aluminum alloy by die forging process; And / or, the front cover is made using a carbon fiber autoclave molding process; And / or, the rear cover plate is made using a carbon fiber autoclave molding process.
7. The connecting beam structure according to claim 6, characterized in that, The connecting beam structure also includes a first reinforcing frame, which is made of aluminum alloy by die forging. The first reinforcing frame is connected to the inner cavity of the first end of the boom crossbeam, and the outer periphery of the first reinforcing frame is in contact with the inner periphery of the boom crossbeam. And / or, the connecting beam structure further includes a second reinforcing frame, which is made of aluminum alloy by die forging; the second reinforcing frame is connected to the inner cavity of the second end of the boom crossbeam, and the outer peripheral side of the second reinforcing frame is in contact with the inner peripheral side of the boom crossbeam.
8. The connecting beam structure according to any one of claims 1 to 7, characterized in that, The distance between the first beam and the plate in the front-to-back direction gradually increases from bottom to top; And / or, the distance between the second beam and the plate in the front-rear direction gradually increases from bottom to top; And / or, the connecting beam structure further includes a plurality of high-strength bolts, which are installed on the arm crossbeam and are used to connect to the flight cockpit.
9. A flight frame assembly, characterized in that, The flight frame assembly includes a flight frame and a connecting beam structure as described in any one of claims 1 to 8.
10. An air transport vehicle, characterized in that, The flight vehicle includes a flight cockpit and a flight frame assembly as described in claim 9.