Giant airliner structure

Abstract

A giant airliner structure, comprising a fuselage and at least two upper and lower layers of wings arranged on two sides of the fuselage, wherein a rudder (8) is provided between the adjacent upper and lower wings.

Description

A giant passenger aircraft structure Technical Field

[0001] This invention relates to a passenger aircraft, and more particularly to a structure for a giant passenger aircraft. Background Technology

[0002] Most existing passenger aircraft have only a single wing. For example, the A380 is one of the world's largest commercial passenger aircraft and has long held an important position in the global aviation market due to its huge passenger capacity and long range. However, as the aviation industry continues to demand more from environmental protection, economy, safety and comfort, the A380 passenger aircraft has the following defects: (1) Although the A380 has a large wing area and cabin capacity, its fuel consumption per passenger kilometer (PK / L) is high, resulting in high cost and greater carbon emission pressure on the environment; (2) The A380 has a high power-to-passenger ratio (P / E ratio), resulting in a significant increase in manufacturing cost; (3) Although the A380 has a high passenger capacity, its cabin can only be designed with a maximum of two floors, which increases passenger capacity but also reduces passenger comfort; if the design is further enlarged, it will not only affect lift but also increase the load on the fuselage, making it impossible to guarantee safety; (4) The A380 has a long wing, which will greatly increase the area occupied by the airport; (5) The overall structure of the A380 is relatively complex and the manufacturing process is cumbersome, which significantly increases the time and manpower required for production.

[0003] While some aircraft still employ biplane designs, these are typically gliders or military aircraft, rather than large commercial airliners. With technological advancements, biplane designs have gradually been phased out because they generate greater induced drag during flight, resulting in overall aerodynamic performance inferior to monoplanes. However, multiplane designs offer higher lift and lower stall speeds, thus providing greater maneuverability in the air.

[0004] In summary, the present invention aims to design a novel passenger aircraft that can accommodate more passengers while ensuring excellent flight performance and effectively reducing fuel consumption, striving to achieve the ultimate goals of the global aviation industry in terms of carbon reduction, flight safety, and passenger comfort. Summary of the Invention

[0005] The purpose of this invention is to overcome the above-mentioned shortcomings of the prior art and provide a giant passenger aircraft structure that is simple in structure, low in cost, has an extremely low passenger-to-engine ratio, an extremely low passenger-to-weight ratio, low fuel consumption, and is green and environmentally friendly.

[0006] The technical solution of the present invention is: a giant passenger aircraft structure, including a fuselage and at least two layers of wings on both sides of the fuselage; a steering rudder is provided between the upper and lower adjacent wings.

[0007] Furthermore, a support shaft is provided between the adjacent wings, and the steering rudder is connected to the support shaft. The rudder is controlled by a drive mechanism to turn to different directions to realize the aircraft's steering, braking and cruise.

[0008] Furthermore, each wing layer includes an upper core plate, a lower core plate, and a truss between the two.

[0009] Furthermore, the main body of the fuselage shell is composed of several arc-shaped core plates spliced ​​together to form a circular cross-section, and the two ends of the fuselage shell are bullet-shaped.

[0010] Furthermore, the cabin is equipped with a cabin ceiling and at least one cabin floor, both of which are made of core panels; the bottom surface of the cabin floor and / or cabin ceiling is connected to multiple I-beams.

[0011] Furthermore, the cabin is divided into at least two chambers by a cabin bulkhead, which is made of core board; a multi-layer cabin floor is provided between the cabin bulkhead and the cabin interior wall.

[0012] Furthermore, the fuselage shell is connected to two sides with three layers of wings: upper, middle, and lower. The upper wing is longer than the other wings, and the lower wing is tilted towards the middle wing.

[0013] Furthermore, the steering rudder is a streamlined winglet. When the steering rudder is turned to 0°, the aircraft is in cruise mode; when the steering rudder is turned to 90°, the aircraft is in braking mode; when the steering rudder is turned to θ, the aircraft is in turning mode, where 0° < θ < 90°.

[0014] Furthermore, the cross-sectional shape of the wing is trapezoidal; the engine is mounted on the lower wing of the fuselage; flaps and ailerons are provided at the rear end of each wing layer; the maximum wingspan of the wing does not exceed 60m.

[0015] Furthermore, the fuselage has an outer diameter of at least 9 meters, and the wing weight ratio is 3–4.5 meters. 2 / t; the passenger weight ratio is 3-4 passengers / t. Among them, the wing weight ratio refers to the ratio of the total wing area to the takeoff weight; the passenger weight ratio refers to the ratio of the maximum passenger capacity to the takeoff weight.

[0016] The beneficial effects of this invention are:

[0017] Environmental and economic benefits: 1. Core board reduces production labor; 2. Simple structure and low maintenance cost; 3. Extremely low passenger-to-engine ratio, significantly reducing cost; 4. Extremely low passenger-to-weight ratio, resulting in significant fuel savings (fuel consumption per passenger kilometer is reduced by approximately 4-5 times); 5. Short wingspan, wide airport applicability, and increased business opportunities.

[0018] This invention features a giant passenger aircraft with an optimized design of three wings, four cabins, and over 3,000 seats. By using ultra-strong and ultra-light aluminum alloy core panels for the fuselage, wings, and floor slabs, combined with a high-strength structure formed by the three-layer wings, the aircraft's weight is reduced dramatically. This results in a wing area four times larger than the world's largest passenger aircraft, the A380, and a cabin area five times larger, while the overall weight increases by only 30%. The fuel consumption per passenger is only 0.7 liters per 100 kilometers, a fourfold reduction, bringing it closest to the ultimate boundary of carbon reduction, safety, and comfort in the world's aviation industry. Attached Figure Description

[0019] Figure 1 is a three-dimensional structural schematic diagram of the aircraft according to an embodiment of the present invention;

[0020] Figure 2 is a side view of the embodiment shown in Figure 1;

[0021] Figure 3 is a bottom view of the embodiment shown in Figure 1;

[0022] Figure 4 is a cross-sectional view along line AA of the embodiment shown in Figure 3;

[0023] Figure 5 is an enlarged structural diagram of the cabin interior of the embodiment shown in Figure 4;

[0024] Figure 6 is a schematic diagram of the internal structure of the cabin according to an embodiment of the present invention;

[0025] Figure 7 is an enlarged structural schematic diagram of Part I in the embodiment shown in Figure 6;

[0026] Figure 8 is a floor plan of cabin 1F according to an embodiment of the present invention;

[0027] Figure 9 is a floor plan of the passenger cabin 2F according to an embodiment of the present invention;

[0028] Figure 10 is a 3F floor plan of the passenger cabin according to an embodiment of the present invention;

[0029] Figure 11 is a 4F floor plan of the passenger cabin according to an embodiment of the present invention;

[0030] Figure 12 is a schematic diagram of the flip-up structure of the passenger seat in an embodiment of the present invention;

[0031] Figure 13 is a schematic cross-sectional view of the wing structure according to an embodiment of the present invention;

[0032] Figure 14 is an enlarged structural schematic diagram of one side wing of the aircraft in the embodiment shown in Figure 4.

[0033] Explanation of reference numerals in the attached diagram: 1. Fuselage shell; 2. Cabin; 3. Upper wing; 4. Middle wing; 5. Lower wing; 6. Engine; 7. Aircraft wheels; 8. Rudder; 11. First curved core panel; 12. Second curved core panel; 21. Cabin ceiling; 22. Cabin floor; 23. Cabin bulkhead; 24. I-beam; 25. Lower functional compartment; 26. Chamber partition; 27. Seat; 28. Staircase; 29. ​​Elevator; 31. Upper core panel; 32. Lower core panel; 33. Wing truss; 34. Silicone structural adhesive; 35. Flaps; 36. Ailerons; 37. Spoiler; 81. Support shaft; 251. Aluminum luggage rack; 252. Supporting diagonal brace; 311. Sandwich layer; 312. Core reinforcement; 313. Reinforcing strip; 331. Upper chord; 332. Lower chord; 333. Support rod. Detailed Implementation

[0034] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0035] (I) Fuselage Shell Structure:

[0036] As shown in Figures 1, 5, and 6: In this embodiment, the main body of the fuselage shell 1 is formed by splicing several first arc-shaped core plates 11 to create a cylindrical structure with a circular cross-section. The two ends of the fuselage shell 1 are designed as bullet-shaped structures, making the fuselage shell 1 appear as a capsule structure with relatively sharp ends. Preferably, the main body of the fuselage shell 1 is formed by splicing 6 to 10 first arc-shaped core plates 11, more preferably by splicing 7 first arc-shaped core plates 11. Both sides of the first arc-shaped core plate 11 are provided with a frame, and adjacent first arc-shaped core plates 11 are welded together through the frame.

[0037] It is understood that a reinforcing structure can be provided at the joint of adjacent first arc-shaped core plates. This reinforcing structure may involve designing the side frame of the first arc-shaped core plate as a bent structure; or the reinforcing structure may include additional reinforcing members. After adjacent first arc-shaped core plates are welded together at the frame, the reinforcing members extending along the length of the joint are provided at the joint. In this embodiment, it is preferable to design the frame as a bent structure for reinforcement, which will not affect the aerodynamic performance of the aircraft.

[0038] In addition, the bullet-shaped structures at both ends of the main body are made of second arc-shaped core plates 12. The number of second arc-shaped core plates used in each bullet-shaped structure is 3 to 10, or can correspond to the number of core plates in the main body of the fuselage. Adjacent second arc-shaped core plates 12 are welded together by a frame. Since the end of the bullet is relatively sharp, a supplementary plate can be set at this position to form a tip. The curvature of the second arc-shaped core plate 12 at the end connected to the first arc-shaped core plate 11 is the same as the curvature of the first arc-shaped core plate 11, so it can be directly welded together by a frame.

[0039] Understandably, the fuselage 1 has a door and several windows.

[0040] In this embodiment, the outer diameter of the entire main body of the fuselage shell 1 is greater than 10m, preferably 12-14m, which allows the cabin to accommodate more passengers, with a maximum capacity of 4,300 people. The entire fuselage shell 1 is made of core board, which reduces production labor, greatly reduces the weight of the aircraft, and ensures structural strength.

[0041] (II) Cabin Structure:

[0042] As shown in Figures 5 to 12: The cabin 2 is provided with a cabin ceiling 21 and a multi-layer cabin floor 22, and the cabin 2 is divided into at least two chambers on the left and right by a cabin bulkhead 23. The multi-layer cabin floor 22 is located between the cabin bulkhead 23 and the cabin inner wall. The bottom surface of the cabin floor 22 and the cabin ceiling 21 is provided with multiple I-beams 24.

[0043] Specifically, in this embodiment, the cabin 2 is preferably divided into four passenger cabins, 1F to 4F. The cabin partition 23 is a longitudinal partition, dividing the cabin 2 into two symmetrical chambers. Four cabin floors 22, spaced vertically apart, are provided between the cabin partition 23 and the inner walls of the cabin on both sides. A cabin ceiling 21 is also provided between the upper part of the cabin partition 23 and the upper part of the inner walls of the cabin on both sides. Thus, the cabin 2 is divided into four passenger cabins, 1F to 4F. The space between the bottom cabin floor 22 and the bottom inner wall of the cabin 2 forms a first space, which can serve as the bottom functional compartment 25 for storing checked baggage and control systems. For example, multiple aluminum luggage racks 251 are installed in the bottom functional compartment for storing checked baggage. In addition, several spaced-apart support braces 252 are provided between the bottom cabin floor 22 and the inner walls of the cabin to improve the support strength of the bottom functional compartment 25.

[0044] It is understandable that the inner cavity formed by the main body of the fuselage shell 1 and the bullet-shaped structures at both ends is the cabin 2. The cabin bulkhead 23 in the main body of the fuselage shell 1 has a different shape than the cabin bulkhead in the bullet-shaped structures at both ends of the fuselage shell. The cabin bulkhead 23 only needs to be able to divide the cabin into left and right chambers. The number of cabin bulkheads can be flexibly designed according to the requirements.

[0045] In this embodiment, the cabin bulkhead 23, cabin floor 22, and cabin ceiling 21 are all made of core panels, and all core panels are flat core panels. By designing the above structures as core panels, the weight of the aircraft can be further reduced, and the noise of the aircraft engine can be effectively reduced, improving the comfort of the cabin. By combining the fuselage shell made of core panels, the aircraft size can be made larger, and the passenger capacity can be increased, thereby greatly improving fuel efficiency, range, and passenger capacity. Moreover, the core panels can provide sufficient strength and rigidity to ensure structural stability. Specifically, the side frame of the core panel of the cabin floor 22 is welded to the core panel panel of the cabin bulkhead 23 as a whole; similarly, the side frame of the core panel of the cabin ceiling 21 is welded to the core panel panel of the cabin bulkhead 23 as a whole.

[0046] In this embodiment, for the two chambers separated by the cabin bulkhead 23 in the four-story passenger cabin 1F to 4F, each chamber can be further divided into multiple sections by multiple chamber bulkheads 26. For example, the passenger cabin 2F is divided into two chambers, left and right, by the cabin bulkhead 23. Each chamber is further divided into 6 sections by multiple chamber bulkheads 26. Doors are provided on the chamber bulkheads 26 of adjacent sections. Of the 6 sections, 4 sections are located in the main body of the fuselage shell 1, and the remaining 2 sections are located in the bullet-shaped structures at both ends of the fuselage shell 1.

[0047] In this embodiment, a plurality of I-beams 24 are arranged at intervals on the bottom surface of each cabin floor 22 and cabin ceiling 21. The I-beams 24 extend along the width direction of the cabin floor 22 or cabin ceiling 21, and the interval between adjacent I-beams 24 is preferably 3 meters. The functions of the I-beams 24 are: ① to provide structural support and load-bearing capacity to ensure that the floor and ceiling in the cabin can withstand the load weight without excessive bending or deformation, thus maintaining the stability of the structure; ② to ensure the flatness of the cabin floor and ceiling and prevent excessive bending or instability during use; ③ to improve the vibration characteristics of the cabin floor and ceiling, and even reduce the transmission of vibration and noise from the fuselage into the cabin; ④ to have a plurality of weight-reducing holes on the I-beams to reduce the weight of the fuselage; ⑤ to facilitate the hanging or fixing of storage boxes through the I-beams, thereby facilitating the storage of passengers' carry-on luggage.

[0048] In this embodiment, each of the four cabin levels (1F to 4F) is divided into two chambers by a cabin bulkhead 23. Cabin 1F, serving as economy class, has 886 seats; the maximum reclining angle of the passenger seats 27 is 125°. Cabin 2F, also serving as economy class, has 1284 seats, with the maximum reclining angle of the passenger seats 27 also being 125°. Cabin 3F, serving as premium economy class, has 894 seats, with the maximum reclining angle of the passenger seats 27 being 150°. Cabin 4F, serving as first class, has 54 seats, with the maximum reclining angle of the passenger seats 27 being 180°, allowing for a fully reclined position and significantly improving passenger comfort. The above seat numbers represent the preferred embodiment, demonstrating the large passenger capacity of the four-level cabin system of this invention. Furthermore, dining areas can be located in the middle and / or end areas of each cabin level; and storage lockers can also be installed at the end areas of cabin 4F, thus fully utilizing the limited space of the bullet-shell structures at both ends of the fuselage and improving space utilization.

[0049] In this embodiment, a staircase 28 and an elevator 29 can be installed in the middle area of ​​each floor of the cabin, which can lead from the bottom functional cabin 25 to the passenger cabin 4F.

[0050] It is understood that this embodiment may also include at least one runway around the perimeter of the cabin on the 3F and 4F sides of the passenger cabin.

[0051] (III) Wing Structure:

[0052] As shown in Figures 1-4 and 13-14, the three-layer wing includes an upper wing 3, a middle wing 4, and a lower wing 5. The upper wing 3 is connected to the top two sides of the main body of the fuselage shell 1; the middle wing 4 is connected to the upper middle two sides of the main body of the fuselage shell 1; and the lower wing 5 is connected to the lower middle two sides of the main body of the fuselage shell 1. Each wing layer includes an upper core plate 31, a lower core plate 32, and a wing truss 33 located between them. This embodiment, by setting a double-layer core plate combined with a truss structure, ensures the strength and rigidity of the wing while reducing its self-weight and production labor.

[0053] Preferably, the lower core plate 32 of each wing layer is a planar core plate, and the upper core plate 31 is an arc-shaped core plate, so that the wing forms a streamlined structure. The planar core plate and the arc-shaped core plate enclose a cavity, and the wing truss 33 is arranged inside the cavity. Among them, one end of the planar core plate and the arc-shaped core plate are connected to form the leading edge, and the other end is connected to form the trailing edge.

[0054] At the rear edge, the connection between the upper core board 31 and the lower core board 32 forms a pointed tip. This pointed tip is formed by cutting off a portion of the lower panel of the upper core board 31 and a portion of the upper panel of the lower panel, so that the upper panel of the upper core board 31 and the lower panel of the lower core board extend outwards, forming an acute angle of no more than 20° between them, and the core layer 311 is removed within the acute angle range. The cut-off portion of the upper panel of the lower core board 32 connects directly to the lower panel of the upper core board 31, so that the lower panel of the lower core board 32 and the lower panel of the upper core board 31 form an acute-angled cavity. Several core ribs 312 are provided in the cavity to replace the core layer 311 in the core board. The bottom surface of the core ribs 312 is flat so as to weld them together with the lower panel of the lower core board 32. An inclined reinforcing strip 313 extends from the upper side of the core rib 312 so as to be glued together with the inclined lower panel of the upper core board 31. Preferably, the core rib 312 has an outwardly protruding reinforcing structure on its main body to improve the supporting strength of the core rib.

[0055] At the leading edge, the connection between the upper core plate 31 and the lower core plate 32 also forms a pointed tip, with the same formation method as at the trailing edge, but with a smaller sharpness. That is, the acute angle formed between the upper panel of the upper core plate 31 and the lower panel of the lower core plate 32 after they extend outwards is greater than the acute angle at the trailing edge. Furthermore, the upper panel of the upper core plate 31 forms a bent structure at the leading edge, and this bent section is fixed to the lower panel of the upper panel by adhesive bonding. Multiple core ribs 312 are provided within this acute angle section. The core ribs 312 are inclined, and the top surface of the core ribs 312 is a flat or curved surface. They are welded to the upper panel of the upper core plate 31, and a reinforcing strip 313 extends from the lower side of the core rib 312, which is then glued to the lower panel of the lower core plate 32 to form a single unit. Furthermore, the lower panel of the lower core plate 32 and the lower panel of the upper core plate 31 also form an acute-angled cavity. A vertically placed core rib 312 is provided within the cavity. The bottom surface of the core rib 312 is flat and is welded integrally with the lower panel of the lower core plate 32. An inclined reinforcing strip 313 extends from the upper side of the core rib 312 and is glued integrally with the inclined lower panel of the upper core plate 31. Moreover, the angle between the upper core plate 31 and the lower core plate 32 at the leading edge is further fixed by adhesive bonding, and a reinforcing structure can be provided at the angle. Preferably, all the above adhesive bonding uses silicone structural adhesive 34.

[0056] The aforementioned connection structure at the leading and trailing edges of this embodiment ensures the connection and support strength between the upper core plate 31 and the lower core plate 32. Specifically, the core rib 312 replaces the core plate's own sandwich layer 311 in the narrower cavity, improving support strength. Adhesive bonding and welding further guarantee the connection strength. Furthermore, cutting the upper core plate 31 and the lower core plate 32 to achieve a fitting connection and create a sharp point not only facilitates production but also allows for precise control of the shape and size of the connection, ensuring a tight fit between the upper and lower core plates, improving connection stability and reliability, and creating a uniform stress distribution at the connection point, reducing stress concentration.

[0057] In this embodiment, the wing truss 33 is arranged along the cavity of the entire wing, specifically extending from the wing root to the wingtip, with no truss arranged in the narrow space at the wingtip. The wing truss 33 is preferably designed as a multi-segment structure, with adjacent truss segments connected by welding or flanges, preferably by welding, to reduce wing weight. Each truss segment includes an upper chord 331, a lower chord 332, and several support rods 333 located between them. The support rods include vertical members and diagonal members. The vertical members and diagonal members are preferably hollow tubes, while the chord members have a channel-shaped structure. To further reduce the wing's weight, the outer diameter of the rods in each truss segment decreases sequentially from the wing root to the wingtip; for example, the outer diameter of the chord and support rods in the preceding segment is larger than that in the following segment. For example: The wing truss 33 on each side of the upper wing 3 is divided into four segments along the length of the wing on that side, with the dimensions of each segment decreasing sequentially. The upper / lower chord of the first segment has dimensions of C50x5 / C70x7; the upper / lower chord of the second segment has dimensions of C40x4 / C50x5; the upper / lower chord of the third segment has dimensions of C30x3 / C50x5; and the upper / lower chord of the fourth segment has dimensions of C20x2 / C20x2. Similarly, the wing truss 33 on each side of the middle wing 4 is divided into two segments along the length of the wing on that side, with the dimensions of each segment decreasing sequentially. The upper / lower chord of the first segment has dimensions of C50x5 / C70x7; and the upper / lower chord of the second segment has dimensions of C40x4 / C50x5. The wing truss 33 on each side of the lower wing 5 is divided into three sections along the length of the wing on that side, with the dimensions of each section decreasing sequentially. Specifically, the upper / lower chord of the first section has dimensions of C50x5 / C100x10; the upper / lower chord of the second section has dimensions of C50x5 / C80x8; and the upper / lower chord of the third section has dimensions of C40x4 / C60x8. The aforementioned "C" indicates that the chord is a channel-shaped structure, equivalent to a C-shape. More preferably, the wing truss 33 of each wing layer is made of aluminum.

[0058] In this embodiment, the upper wing 3 has the longest length, with a maximum wingspan of less than 60m. Preferably, the wingspan of the upper wing 3 is 55-60m, and more preferably 56m. The wingspan of the middle wing 4 is less than 55m, preferably 48-52m, and more preferably 50m. The wingspan of the lower wing 5 is preferably the same as that of the middle wing 4. In this embodiment, each wing layer is a relatively short wide-body wing. For example, the root width of the upper wing 3 is 40-48m, preferably 45m; the wingtip width is 20-25m, preferably 21m. The middle wing 4 and lower wing 5 have the same width, with a root width of 25-30m, preferably 27m, and a wingtip width of 15-18m, preferably 16m. By setting these parameters, the wing area can be greatly increased. In this embodiment, the wing area is preferably 3400-3500m². 2 A larger wing area can provide more lift, thereby reducing fuel consumption; a larger wing area helps to reduce the pressure difference per unit area, thereby reducing induced drag; a larger wing area can enhance the longitudinal stability of the aircraft, making the aircraft more stable during flight, especially when encountering changes in airflow, and can provide better wind resistance and control.

[0059] In this embodiment, the lower wing 5 is tilted towards the middle wing 4 at an angle of 15-25° to prevent it from touching the ground upon landing. Furthermore, the engine 6 and aircraft wheels 7 are located at the bottom of the lower wing 5 to further prevent them from touching the ground just before landing. Additionally, the distance between the upper wing 3 and the middle wing 4 is such that the distance at the wing root is less than the distance at the wingtip; while the distance between the middle wing 4 and the lower wing 5 is such that the distance at the wing root is greater than the distance at the wingtip, to optimize the aircraft's aerodynamic performance.

[0060] In this embodiment, the cross-sectional shape of each wing layer is trapezoidal, which has good lift and drag characteristics.

[0061] In this embodiment, four engines 6 are provided at the bottom of the lower wing 5, that is, two engines 6 are mounted on each side of the lower wing, and the engines 6 on both sides of the lower wing are symmetrically arranged. The engines 6 are installed on the leading edge side of the lower wing 5. The trailing edge side of the three-layer wing is provided with flaps 35 and ailerons 36, and a spoiler 37 can also be provided on the front side of the flaps 35.

[0062] In summary, for the core panels involved in the fuselage shell 1, cabin bulkhead 23, cabin floor 22, cabin ceiling 21, and wings, the core layer can be a hollow tube array, corrugated layer, etc. This embodiment preferably uses a hollow tube array, comprising several spaced hollow tubes with flanges at both ends, which are brazed to the upper and lower panels of the core panel. All the above core panels are made of ultra-strong and ultra-light aluminum alloy or aluminum material, referred to as aluminum core panels. The relevant parameters of the aluminum core panels are shown in Table 1.

[0063] Table 1 Parameters of Aluminum Core Board

[0064] In addition, the aluminum material of the entire fuselage mainly includes the core plate, the I-beam crossbeam 24 and the wing truss 33 of each layer of wings. Preferably, the total weight of the aluminum core plate is 235t, the total weight of the I-beam crossbeam 24 is 4.8t, and the total weight of the wing truss 33 is 9.9t.

[0065] (iv) Steering rudder structure:

[0066] As shown in Figures 1 and 14: there are steering rudders 8 between the upper wing 3 and the middle wing 4, and between the middle wing 4 and the lower wing 5. There are two steering rudders 8 between the upper and lower wings on each side. The steering rudders 8 are arranged at intervals along the width of the wings, and the steering rudders 8 are located near the wingtips of the upper and lower wings.

[0067] Specifically, a support shaft 81 is provided between adjacent wings, and the rudder 8 is connected to the support shaft. On the one hand, the support shaft 81 is used to connect with a motor to drive the rudder 8 to rotate; on the other hand, the support shaft 81 is located between the upper and lower wings, providing support and increasing the strength of the wings. Bearings are connected to both ends of the support shaft 81. The motor is located within the cavity enclosed by the upper and lower core plates of the wing and can be further connected to the wing truss to greatly improve the connection strength. One end of the support shaft 81 extends through a bearing into the inner cavity of the wing to connect with the motor. The bearing can be entirely located inside the wing or partially extend out of the wing. A small motor is used to reduce the weight of the wing. The motor drives the support shaft to rotate the rudder 5 in different directions, achieving the aircraft's steering, braking, and cruise. Preferably, the rudder is a streamlined winglet with a teardrop or leaf-shaped cross-section.

[0068] The control method for the steering rudder 8 is as follows: the control system controls the motor to drive the steering rudder to rotate according to the received instructions. When the steering rudder 8 rotates to 0°, the passenger aircraft is in cruise mode; when the steering rudder 8 rotates to 90°, the passenger aircraft is in braking mode; when the steering rudder 8 rotates to θ, the passenger aircraft is in turning mode, where 0° < θ < 90°. It is preferable to control the steering rudder 8 to rotate to 45° to make the passenger aircraft turn.

[0069] This embodiment, by setting a steering rudder, can support the upper and lower wings on the one hand, and enable the aircraft to turn, brake and cruise on the other hand, while reducing the induced drag caused by the multi-layered wings.

[0070] (V) Comparison with the A380 aircraft:

[0071] Table 2 shows a comparison of relevant parameters between the giant passenger aircraft of this embodiment and the existing A380 passenger aircraft.

[0072] Table 2 Parameter Comparison

[0073] The relevant aircraft parameters in Table 2 for this embodiment are optimal parameters. By comparing them with the A380, it can be found that: on the one hand, the wing area of ​​this embodiment is about 4 times larger than that of the A380, currently the world's largest passenger aircraft, and the cabin area is about 5 times larger, while the overall weight only increases by about 30%; the fuel consumption per passenger per 100 kilometers is only about 0.7 liters, a 4-fold decrease, which is closest to the ultimate boundary of carbon reduction and safety and comfort in the world's aviation industry; on the other hand, the fuselage outer diameter and fuselage length of this invention are larger than those of the A380, the wingspan is smaller than that of the A380, the cruising speed is close to that of the A380, the maximum passenger capacity is 4 to 5 times that of the A380, the cargo / fuel weight is smaller than that of the A380, the wing-to-weight ratio is 2 to 3 times that of the A380, and the passenger-to-weight ratio is about 4 times that of the A380.

[0074] The wing and fuselage design represents a groundbreaking innovation in aerospace engineering. First, despite having a significantly larger wing area and cabin area than the A380, the overall weight has only increased by about 30%, resulting in a substantial improvement in fuel efficiency. This design significantly reduces aviation carbon emissions, marking a crucial step towards achieving the aviation industry's carbon reduction goals. Second, while the fuselage diameter and length are greater than the A380, the wingspan is smaller, allowing for a passenger capacity five times that of the A380, accommodating more passengers, while maintaining a low cargo / fuel weight ratio. This optimizes the space-weight ratio and significantly reduces airport footprint. Furthermore, the wing-to-weight ratio is not significantly different from the A380, typically less than three times, allowing the aircraft to improve payload capacity and flight performance while maintaining near-A380 cruising speeds. The higher passenger-to-weight ratio of this invention greatly enhances carrying capacity, thereby improving economic efficiency. In conclusion, this invention's cutting-edge breakthroughs in safety, environmental protection, and efficiency make it an ideal choice for the future of aviation.

[0075] In summary, the present invention has the following main advantages:

[0076] (1) By setting up multi-layer wings, it can provide higher lift and lower stall speed. By setting up rudders between the upper and lower wings, it can reduce the induced drag caused by multi-layer wings. On the other hand, it can realize the steering, braking and cruise functions of the passenger aircraft.

[0077] (2) By designing the wing as a structure of upper and lower core plates plus trusses, on the one hand, this design can effectively distribute the load of the wing, making the wing more stable and safer when subjected to different flight forces; the upper and lower core plates provide strong bending and shear resistance, while the truss structure increases the overall structural strength through the reasonable distribution of support points and reduces material waste; on the other hand, this design can effectively reduce the weight of the wing, optimize the overall performance of the passenger aircraft, and improve fuel efficiency and flight range; in addition, the flexibility of the truss structure allows the wing to meet higher flight requirements and greater load requirements without adding too much weight.

[0078] (3) By using core panels for the fuselage shell, cabin bulkhead, cabin floor, cabin ceiling and wings, the weight can be reduced and the production labor can be reduced.

[0079] (4) Due to the use of core panel structure, the outer diameter of the fuselage shell can be designed to be larger, so that the cabin can adopt a multi-layer design, especially a layout of 3 to 5 layers, which significantly increases the passenger capacity and improves the comfort of passengers.

[0080] (5) By designing the wings to be short and wide, it not only helps to reduce the airport footprint, but also improves maneuverability and optimizes takeoff and landing performance.

[0081] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A giant passenger aircraft structure, characterized in that, It includes the fuselage and at least two layers of wings located on both sides of the fuselage; a steering rudder is provided between adjacent upper and lower wings.

2. The giant passenger aircraft structure according to claim 1, characterized in that, A support shaft is provided between the adjacent wings, and the steering rudder is connected to the support shaft. The rudder is controlled by a drive mechanism to turn to different directions to realize the aircraft's steering, braking and cruise.

3. The giant passenger aircraft structure according to claim 1, characterized in that, Each wing layer consists of an upper core plate, a lower core plate, and a truss between the two.

4. The giant passenger aircraft structure according to claim 1, characterized in that, The main body of the fuselage shell is composed of several arc-shaped core plates spliced ​​together to form a circular cross-section, and the two ends of the fuselage shell are bullet-shaped.

5. The giant passenger aircraft structure according to claim 1, characterized in that, The cabin is equipped with a cabin ceiling and at least one cabin floor, both of which are made of core panels; the bottom surface of the cabin floor and / or cabin ceiling is connected to multiple I-beams.

6. The giant passenger aircraft structure according to claim 1, characterized in that, The cabin is divided into at least two chambers by a cabin bulkhead, which is made of core board; a multi-layer cabin floor is provided between the cabin bulkhead and the cabin interior wall.

7. The giant passenger aircraft structure according to claim 1, characterized in that, The fuselage has three wings on both sides: upper, middle, and lower. The upper wing is longer than the other wings, and the lower wing is tilted toward the middle wing.

8. The giant passenger aircraft structure according to claim 2, characterized in that, The rudder is a streamlined winglet. When the rudder is turned to 0°, the aircraft is in cruise mode; when the rudder is turned to 90°, the aircraft is in braking mode; when the rudder is turned to θ, the aircraft is in turning mode, where 0° < θ < 90°.

9. The giant passenger aircraft structure according to claim 1, characterized in that, The wing has a trapezoidal cross-sectional shape; the engine is mounted on the lower wing of the fuselage; each wing layer has flaps and ailerons at its rear end; the maximum wingspan of the wing does not exceed 60m.

10. The giant passenger aircraft structure according to claim 1, characterized in that, The fuselage has an outer diameter of at least 9 meters, and the wings have a wing-to-weight ratio of 3 to 4.5 meters. 2 / t; the passenger weight ratio is 3-4 passengers / t.

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