A wing-body-join-wing joint fatigue test piece

Abstract

The application belongs to the field of aircraft structure strength test, and particularly relates to a wing-body connection-wing joint fatigue test piece. The test piece comprises: a first test check part arranged in the middle of a spar, two ends of the first test check part are respectively provided with a first spar connecting part and a second spar connecting part, the first test check part is consistent with a real aircraft structure, and connecting holes are arranged on the first test check part, the first spar connecting part and the second spar connecting part; a second test check part is a wing joint and is consistent with the real aircraft structure, the second test check part is connected with the first test check part through bolts; a load distribution pad is a plate-shaped structure with a joint, and the load distribution pad is connected with the first spar connecting part through bolts; and a support angle box comprises an upper support angle box and a lower support angle box, and the upper support angle box and the lower support angle box are connected with the second spar connecting part through bolts.

Description

Technical Field

[0001] This application belongs to the field of aircraft structural strength testing, and specifically relates to a wing-body connection-wing joint fatigue test piece. Background Technology

[0002] In aircraft structural strength testing, fatigue testing of the wing-fuselage junction area (hereinafter referred to as wing-fuselage junction) is one of the most important tests, as it determines the fatigue life of the entire aircraft.

[0003] Existing wing-body joint fatigue tests typically employ a wing sparsor section and a wing joint, which only assesses the wing joint lugs and fails to adequately evaluate the fatigue-critical components, such as the wing-spar connecting bolts. Therefore, designing a wing-body joint test specimen that can effectively and realistically assess both the wing joint lugs and the wing-spar connecting bolts is crucial to solving this problem.

[0004] Therefore, there is an urgent need for a technical solution to overcome or mitigate at least one of the aforementioned defects in the existing technology. Utility Model Content

[0005] The purpose of this application is to provide a wing-body joint-wing fatigue test specimen to solve at least one problem existing in the prior art.

[0006] The technical solution of this application is:

[0007] A wing-body joint-wing fatigue test specimen includes:

[0008] The wing sparb has a first test and evaluation section in the middle, and a first wing sparb connecting section and a second wing sparb connecting section are respectively provided at both ends of the first test and evaluation section. The first test and evaluation section is consistent with the actual structure of the aircraft. Connection holes are provided on the first test and evaluation section, the first wing sparb connecting section and the second wing sparb connecting section.

[0009] The wing joint is the second test and assessment part, which is consistent with the actual structure of the aircraft. The second test and assessment part is connected to the first test and assessment part by bolts.

[0010] The load-balanced pad is a plate-shaped structure with a joint, and the load-balanced pad is connected to the first wing beam connection part by bolts;

[0011] The support corner box includes an upper support corner box and a lower support corner box, which are connected to the second wing beam connection part by bolts.

[0012] In at least one embodiment of this application, the first test assessment section is a frame structure composed of a first wing beam edge strip and a first wing beam web.

[0013] In at least one embodiment of this application, the first wing beam connecting portion and the second wing beam connecting portion are frame structures composed of a second wing beam flange and a second wing beam web, wherein the thickness of the second wing beam flange is twice that of the first wing beam flange, and the thickness of the second wing beam web is twice that of the first wing beam web.

[0014] In at least one embodiment of this application, the dimensions of the first spar connecting portion and the second spar connecting portion in the spar length direction are 400 mm.

[0015] In at least one embodiment of this application, the thickness of the load pad is the same as the thickness of the web of the first spar.

[0016] In at least one embodiment of this application, the loading pad and the first wing beam connection are connected by three rows of bolts with a diameter of 16mm and a bolt spacing of 64mm.

[0017] In at least one embodiment of this application, the thickness of the supporting corner box is the same as the thickness of the web of the first wing beam.

[0018] In at least one embodiment of this application, the supporting corner box and the second wing beam connection are connected by three rows of bolts with a diameter of 16mm and a bolt spacing of 64mm.

[0019] The utility model has at least the following beneficial technical effects:

[0020] The wing-body connection-wing joint fatigue test specimen of this application can simulate the actual stress state of the wing joint and wing spars. It can effectively test the wing joint lugs and the wing joint and wing spars connecting bolts. The results are consistent with the finite element analysis results, making the wing-body connection-wing joint fatigue test results real and reliable. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of a wing-body connection-wing joint fatigue test specimen according to one embodiment of this application;

[0022] Figure 2 This is a schematic diagram of a wing beam according to one embodiment of this application;

[0023] Figure 3 This is a schematic diagram of a wing joint according to one embodiment of this application;

[0024] Figure 4 This is a schematic diagram of a loading pad according to one embodiment of this application;

[0025] Figure 5 This is a schematic diagram of a support corner box according to one embodiment of this application.

[0026] in:

[0027] 1-Loading pad; 2-Wing spars; 3-Wing joint; 4-Supporting corner box. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0029] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of this application.

[0030] The following is in conjunction with the appendix Figures 1 to 5 This application will be described in further detail.

[0031] This application provides a wing-body connection-wing joint fatigue test specimen, such as Figure 1 As shown, it includes: a loading pad 1, a wing spars 2, a wing joint 3, and a support corner box 3.

[0032] like Figure 2 As shown, a first test and assessment section is provided in the middle of the wing spar 2. A first wing spar connection section and a second wing spar connection section are respectively provided at both ends of the first test and assessment section. The first test and assessment section is consistent with the actual structure of the aircraft. Connection holes are provided on the first test and assessment section, the first wing spar connection section and the second wing spar connection section.

[0033] According to the test requirements, the wing-spar connection area is designated as the test evaluation section, namely the first test evaluation section of wing sparb 2 and wing joint 3. Based on the actual aircraft structure, the first test evaluation section is a frame structure composed of the first wing sparb flange and the first wing sparb web. The first wing sparb connection section and the second wing sparb connection section are frame structures composed of the second wing sparb flange and the second wing sparb web, with the thickness of the second wing sparb flange being twice that of the first wing sparb flange, and the thickness of the second wing sparb web being twice that of the first wing sparb web. The dimensions of the first wing sparb connection section and the second wing sparb connection section in the wing sparb length direction are 400 mm.

[0034] In this embodiment, the web of the wing beam of the first test and evaluation part is provided with two rows of connecting holes, the web of the wing beam of the first wing beam connecting part is provided with three rows of connecting holes, and the upper and lower wing beam flanges and the web of the wing beam of the second wing beam connecting part are provided with three rows of connecting holes.

[0035] like Figure 3 As shown, wing joint 3 is the second test and evaluation section, consistent with the actual aircraft structure. The second test and evaluation section is connected to the first test and evaluation section via bolts. In this embodiment, wing joint 3 and wing spars 2 are connected by two rows of 16mm diameter bolts with a bolt spacing of 64mm. Based on the actual aircraft structure, wing joint 3 is equipped with multiple reinforcing ribs.

[0036] like Figure 4 As shown, the load pad 1 is a plate-shaped structure with a joint, and the load pad 1 is connected to the first wing beam connection part by bolts. In this embodiment, the thickness of the load pad 1 is the same as the thickness of the web of the first wing beam, and the load pad 1 and the first wing beam connection part are connected by three rows of bolts with a diameter of 16mm and a bolt spacing of 64mm.

[0037] like Figure 5 As shown, to avoid forced assembly stress, the support corner box 4 adopts a split structure, including an upper support corner box and a lower support corner box, which are connected to the second wing beam connecting part by bolts. The upper support corner box consists of an upper support corner box web, an upper edge plate, and an upper support corner box side edge plate, with connecting holes formed in the upper support corner box web and upper edge plate. The lower support corner box consists of a lower support corner box web, a lower edge plate, and a lower support corner box side edge plate, with connecting holes formed in the lower support corner box web and lower edge plate. In this embodiment, the thickness of the support corner box 4 is the same as the thickness of the first wing beam web. The support corner box 4 and the second wing beam connecting part are connected by three rows of 16mm diameter bolts with a bolt spacing of 64mm.

[0038] The wing-body connection-wing joint fatigue test specimen of this application is designed for fatigue testing of the wing joint structure of the wing-body connection. The core features are four points: 1. In addition to the wing joint lugs, the test area includes the connecting bolts between the wing joint and the wing spars, making the test more comprehensive; 2. The vertical load difference between the outer wing and the center wing is calculated and used as the applied load for the load pad, so that the load transfer of the wing joint of the test specimen is consistent with actual flight; 3. The structure in the non-test area is reinforced to ensure that the stress level is lower than that of the test area; 4. The support corner box adopts a segmented design to avoid assembly stress.

[0039] Existing technology for test specimen design can only assess the wing joint lugs, and cannot effectively assess the connection bolts between the wing joint and the wing spars. The test specimen designed in this application applies a load to one side of the outer wing using a load pad 1, a wing-body connection load to the wing joint 2, and fixed support at the support corner box 4. This realistically simulates the load state of the wing joint and wing spars. The test results show that the stress on the wing joint lugs matches the design stress, the bolt test load matches the design load, and the results are consistent with the finite element analysis. The test results are reliable and demonstrate the feasibility of the test specimen in this application.

[0040] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A wing-body connection-wing joint fatigue test specimen, characterized in that, include: Wing spars (2), the middle part of the wing spars (2) is provided with a first test and assessment part, the two ends of the first test and assessment part are respectively provided with a first wing spars connecting part and a second wing spars connecting part, the first test and assessment part is consistent with the actual structure of the aircraft, and the first test and assessment part, the first wing spars connecting part and the second wing spars connecting part are all provided with connecting holes. Wing connector (3), the wing connector (3) is the second test and assessment part, which is consistent with the actual structure of the aircraft. The second test and assessment part is connected to the first test and assessment part by bolts; Loading pad (1), the loading pad (1) is a plate structure with a joint, and the loading pad (1) is connected to the first wing beam connection part by bolts; The support corner box (4) includes an upper support corner box and a lower support corner box, which are connected to the second wing beam connection part by bolts.

2. The wing-body connection-wing joint fatigue test specimen according to claim 1, characterized in that, The first test and assessment section is a frame structure composed of the first wing beam edge strip and the first wing beam web.

3. The wing-body connection-wing joint fatigue test specimen according to claim 2, characterized in that, The first wing beam connecting part and the second wing beam connecting part are frame structures composed of a second wing beam edge strip and a second wing beam web, and the thickness of the second wing beam edge strip is twice that of the first wing beam edge strip, and the thickness of the second wing beam web is twice that of the first wing beam web.

4. The wing-body connection-wing joint fatigue test specimen according to claim 3, characterized in that, The dimensions of the first wing beam connection and the second wing beam connection in the wing beam length direction are 400mm.

5. The wing-body connection-wing joint fatigue test specimen according to claim 4, characterized in that, The thickness of the load pad (1) is the same as the thickness of the web of the first wing beam.

6. The wing-body connection-wing joint fatigue test specimen according to claim 5, characterized in that, The load pad (1) is connected to the first wing beam by three rows of bolts with a diameter of 16mm and a bolt spacing of 64mm.

7. The wing-body connection-wing joint fatigue test specimen according to claim 6, characterized in that, The thickness of the supporting corner box (4) is the same as the thickness of the web of the first wing beam.

8. The wing-body connection-wing joint fatigue test specimen according to claim 7, characterized in that, The supporting corner box (4) and the second wing beam are connected by three rows of bolts with a diameter of 16mm and a bolt spacing of 64mm.

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