CN110920860A

CN110920860A - composite wing

Info

Publication number: CN110920860A
Application number: CN201911291262.7A
Authority: CN
Inventors: 华文忠; 翁晨涛; 张元卿; 杨学蕊; 何瑞; 崔素春
Original assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Current assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Priority date: 2019-12-16
Filing date: 2019-12-16
Publication date: 2020-03-27

Abstract

The invention provides a composite wing, which comprises an outer wing and a central wing, the outer wing is connected to the fuselage through the No. 1 rib area on the side of the fuselage, and the central wing is inside the fuselage. The center wing includes a center wing frame and a center wing skin, the center wing frame includes a center wing frame body and a center wing stringer and has a fuselage midplane. The outer wing includes an outer wing frame and an outer wing skin, the outer wing frame includes an outer wing frame main body and an outer wing girder, the outer wing skin is supported on the outer wing girder, and the outer wing frame main body is arranged in the No. 1 rib area and the center. The main body of the wing frame is butted. The outer wing skins extend beyond the 1st rib area toward the fuselage midplane, but not beyond the fuselage midplane, and dock with the center wing skin; the outer wing girder extends toward the fuselage midplane beyond the 1st rib area, But no more than the midplane of the fuselage, docking with the central wing stringer. As a result, the load transfer characteristics at the No. 1 rib are improved, the manufacturability of the wing body assembly is improved, and the wing assembly accuracy is improved, thereby improving the overall performance of the aircraft and reducing the structural weight.

Description

Composite material wing

Technical Field

The invention relates to a composite material wing, in particular to a connecting technology between an outer wing and a central wing in the composite material wing.

Background

The wings generate lift force in the flying process of the airplane, and the airplane can fly fundamentally. The wing box is the main force-bearing part of the wing and bears all the loads generated on the wing. Therefore, the structural design of the box section plays a crucial role in influencing the wings and even the whole airplane. The good structural design can not only ensure that the wings generate normal aerodynamic lift and normal operation of systems in the wings, but also give full play to the performance advantages of materials and reduce the structural weight.

The wing box is used as the most main bearing part in the outer wing structure and has important influence on the whole wing. The front end of the wing box is connected with a fixed leading edge and a leading edge slat, the rear end is connected with an aileron, a flap and a spoiler, and the lower end is connected with an engine hanger and an undercarriage. Loads under all operating conditions during operation of the aircraft are transmitted to the wing box.

Regarding the structural design of the wing box, the wing box is composed of a front beam, a rear beam, an internal rib frame, an upper wall plate and a lower wall plate, and the structural design is converted into the design of a wing beam and a rib frame.

The problem that wing box section structural design solved first is the structural layout problem. Firstly, the problem of the transfer path of the main loads, i.e. whether the majority of the wing bending moments should be borne by the spar or by the airfoil skin panel; the second problem is the orientation of the conventional wing rib, namely whether the wing rib is arranged along the downstream direction or the direction vertical to the rear beam of the wing.

The wings comprise outer wings on the sides of the fuselage and a central wing inside the fuselage. The intersection of the outer wing and the body of the civil aircraft is generally defined as a No. 1 rib and is positioned in a sweepback turning area of the wing, the transmission load at the intersection is large, the butt joint relation between the outer wing and the central wing is complex, and the assembly difficulty is high.

Therefore, in the civil aircraft market, the load transfer characteristic of the No. 1 rib is improved, the wing body assembly manufacturability is improved, and the wing assembly precision is improved, so that the overall performance of the aircraft is improved, the structural weight is reduced, and the method becomes a research topic of the industry.

Disclosure of Invention

In order to solve the technical problem, the invention provides a composite wing which comprises an outer wing and a central wing which are connected with each other, wherein the outer wing is connected to a fuselage through a No. 1 rib area on the side surface of the fuselage, and the central wing is arranged in the fuselage. The center wing includes a center wing frame including a center wing frame body and a center wing stringer and having a fuselage-to-center face and a center wing skin. The outer wing comprises an outer wing frame and an outer wing skin, the outer wing frame comprises an outer wing frame main body and an outer wing stringer, the outer wing skin is supported on the outer wing stringer, and the outer wing frame main body is arranged to be in butt joint with the central wing frame main body in a No. 1 rib area. The outer wing skin extends to the middle surface of the fuselage and exceeds the No. 1 rib area, but does not exceed the middle surface of the fuselage, and is in butt joint with the central wing skin; the outer wing stringers extend towards the fuselage median plane beyond the rib region No. 1, but not beyond the fuselage median plane, and are butted against the central wing stringers.

Preferably, on the basis of the above technical solution, the length of the outer wing skin extension is different from the length of the outer wing stringer extension.

The length over which the outer wing skin extends is also preferably chosen to be the same as the length over which the outer wing stringers extend.

Further, the outer wing frame body comprises an outer wing front beam and an outer wing rear beam; the center wing frame body includes a center wing front spar and a center wing rear spar. The outer wing front beam and the outer wing rear beam are respectively butted with the central wing front beam and the central wing rear beam in a No. 1 rib area.

Based on the above technical solution, preferably, the outer wing skin is butted with the central wing skin between the No. 1 rib region and the fuselage butt surface, and the outer wing stringer is butted with the central wing stringer between the No. 1 rib region and the fuselage butt surface. Or preferably, the outer wing skin interfaces with the central wing skin at the fuselage-in-plane and the outer wing stringers interface with the central wing stringers at the fuselage-in-plane. Or preferably, one of the outer wing skin and the outer wing stringer interfaces with a corresponding one of the central wing skin and the central wing stringer at the fuselage bisecting plane, and the other of the outer wing skin and the outer wing stringer interfaces with the corresponding other of the central wing skin and the central wing stringer between the No. 1 rib region and the fuselage bisecting plane.

In order to further improve the load transmission characteristic, the outer wing skin is made by a wire laying process, main laid wires of the outer wing skin extend along the corner direction of the composite material wing in the No. 1 rib area, and further preferably, the outer wing stringer forms an arc and is bent in the No. 1 rib area.

A further improvement is that the outer wing stringer comprises a base plate supporting the outer wing skin and a web projecting from the base plate on the side remote from the outer wing skin, the web extending longitudinally of the outer wing stringer and being interrupted in the region of rib No. 1. The web is T-shaped.

The invention provides a novel composite wing structure, which solves the problem of extrusion and load transfer of a large load nail hole in a wing body intersection region of the composite wing structure. According to the principle of the invention, the technical scheme of the invention is characterized in that:

1. the upper skin and the lower skin of the left wing and the right wing are continuous at the No. 1 rib so as to integrally extend to a position (including a median plane) between the No. 1 rib and a full-aircraft median plane;

2. stringer is continuous at rib No. 1 (turning through a circular arc at rib No. 1);

3. the front and rear beams at the outer side of the wing are respectively butted with the front and rear beams at the inner side of the wing at the No. 1 rib.

Drawings

FIG. 1 is a schematic top view of a conventional connection means between the outer wing and the center wing of an airfoil;

FIG. 2 is a schematic top view of a connecting means between an outer wing and a center wing of a wing according to the present invention, illustrating one embodiment according to the present invention;

FIG. 3 is a schematic top view of the connecting means between the outer wing and the central wing of the wing according to the invention, showing another embodiment according to the invention;

FIG. 4 is a schematic perspective view of an outer wing stringer in accordance with the present invention;

figure 5 is a schematic top view of an outer wing skin according to the invention.

The figures are purely diagrammatic and not drawn true to scale.

List of reference numerals in the figures in the technical solutions and embodiments:

1-an outer wing comprising:

11-an outer wing frame comprising:

-an outer wing frame body comprising:

111-the front beam of the outer wing,

112-the rear beam of the outer wing,

113-an outer wing stringer, comprising:

113 a-the substrate (a-the substrate),

113 b-a web of a material,

113 c-a web break-off portion,

12-an outer wing skin comprising:

121-main filament laying;

2-the central wing comprises:

21-center wing frame comprising:

-a central wing frame body comprising:

211-the front beam of the central wing,

212-a rear beam of the central wing,

213-the center wing stringer is,

22-center wing skin;

rib No. 3-1;

4-fuselage median plane;

5-a butt joint surface;

10-traditional connection area.

Detailed Description

The present invention will be further described with reference to the accompanying drawings and examples, so as to more clearly describe the inventive principles and advantageous technical effects of the present invention.

The terms used herein for convenience in describing the present invention are as follows:

wing: comprises an outer wing and a central wing;

a frame main body: refers to the portion of the wing frame that does not include stringers;

butt joint surface: the joint of the finger stringer and the skin is pointed;

longitudinal direction: refer to the length direction of the outer wing.

Rib No. 1: namely the 1# rib.

As shown in fig. 1, the wing includes an outer wing 1 and a central wing 2, and the center of the central wing 2 is a fuselage middle plane 4. At the intersection of the outer wing 1 and the fuselage outline there is a rib number 13, the area here being referred to as the rib number 13 area. In the conventional art, the connection between the outer wing 1 and the central wing 2 is made in the conventional connection zone 10, i.e. in the zone of rib No. 13, as shown in fig. 1.

The present invention provides a different connection technique than that achieved in the conventional connection region 10 shown in fig. 1. According to the invention, a composite wing is provided, comprising an outer wing 1 and a central wing 2 connected to each other, the outer wing 1 being connected to the fuselage on the side of the fuselage by means of the region of the rib No. 13, the central wing 2 being inside the fuselage. As shown in fig. 2 and 3, the central wing 2 comprises a central wing frame 21 and a central wing skin 22, the central wing frame 21 comprising a central wing frame body and a central wing stringer 213 and having a fuselage centre plane 4, the central wing skin 22 being supported on the central wing stringer 213. The outer wing 1 includes an outer wing frame 11 and an outer wing skin 12, the outer wing frame 11 includes an outer wing frame body and an outer wing stringer 113, and the outer wing skin 12 is supported on the outer wing stringer 113. The outer wing frame body comprises the visible part of the outer front wing spar 111 and the outer rear wing spar 112 in figures 2 and 3 and the other parts of the members not visible in figures 2 and 3, and the central wing frame body comprises the visible part of the central front wing spar 211 and the central rear wing spar 212 in figures 2 and 3 and the other parts of the members not visible in figures 2 and 3.

Fig. 1 is a plan view schematically showing the positional relationship among an outer wing 1, a center wing 2, a rib No. 13, a fuselage mid-plane 4, and a wing interface. In the conventional art, the butting surfaces of the components of the outer wing 1 and the central wing 2 are in the region of the No. 1 rib 3, namely the conventional connecting region 10. The figure mainly illustrates the position of the abutment surfaces of the conventional art.

Fig. 2 and 3 are also top views schematically showing the positional relationship of the outer wing 1, the central wing 2, the rib No. 13, the fuselage mid-plane 4, the wing interface of the wing according to the invention. The outer wing frame body is arranged to be butted with the central wing frame body in a No. 1 rib area, that is, the butted surface between the outer wing frame body and the central wing frame body is in a No. 1 rib area, as in the conventional art. Regarding the interface between the outer wing frame body and the central wing frame body, the outer wing front spar 111 and the outer wing rear spar 112 of the outer wing frame body are only schematically shown in the figure to interface with the central wing front spar 211 and the central wing rear spar 212 of the central wing frame body, respectively, in the rib area No. 1.

Accordingly, in this context, interface 5 refers to the interface of the skin and stringer. The outer wing skin 12 extends towards the fuselage mid-plane 4 beyond the region of rib number 13, but not beyond the fuselage mid-plane 4, and interfaces with the central wing skin 22. The outer wing stringers 113 extend towards the fuselage median plane 4 beyond the region of rib No. 13, but not beyond the fuselage median plane 4, and meet with the central wing stringers 213. Wherein the outer wing skin 12 extends the same length as the outer wing stringers 113. FIG. 2 illustrates one embodiment of a stringer and skin butt configuration, i.e., both having a butt plane 5 at the fuselage center plane 4, such that the outer wing skin 12 is butted against the center wing skin 22 at the fuselage center plane 4, and the outer wing stringers 113 are butted against the center wing stringers 213 at the fuselage center plane 4. Fig. 3 shows another embodiment of a stringer and skin butt-joint configuration, i.e. both with a butt-joint face 5 between the No. 1 rib region and the fuselage mid-plane 4, such that the outer wing skin 12 is butted against the central wing skin 22 between the No. 1 rib region and the fuselage mid-plane 4, and the outer wing stringers 113 are butted against the central wing stringers 213 between the No. 1 rib region and the fuselage mid-plane 4. The interface 5 of both may also be of other configurations, for example, the outer wing skin 12 may extend a different length than the outer wing stringer 113 such that the interface 5 of one of the two is between the fuselage mid-plane 4 as shown in figure 2 and the interface 5 of the other of the two is between the rib region No. 1 and the fuselage mid-plane 4 as shown in figure 3.

FIG. 4 is a schematic perspective view of one embodiment of an outer wing stringer 113. Since the outer wing stringers 113 extend beyond the region of rib No. 13 toward the fuselage bisecting plane 4, the outer wing stringers 113 are bent in such a way that they form an arc in the region of rib No. 1 3. Wherein the outer wing stringer 113 comprises a base plate 113a supporting the outer wing skin 12 and a stiffening web 113b, the web 113b projecting from the base plate 113a on the side remote from the outer wing skin 12, the web 113b extending in the longitudinal direction of the outer wing stringer 113 but being interrupted in the region of rib No. 13 to form a web interruption 113 c. In the embodiment shown in FIG. 4, the web 113b is T-shaped, such that the outer spar 113 is an I-beam.

Figure 5 is a partial top view of the outer wing skin 12 located on the lower surface of the outer wing 1. The outer wing skin 12 according to the invention is produced by a filament laying machine, the profile of which is formed by machine filament laying, rather than by cutting. The outer wing skin 12 forms the extending direction of the main laying wires 121 along the general longitudinal direction (i.e. the skin main laying wire direction in fig. 5), and further, the main laying wires 121 are bent in the corner direction in the rib region No. 1 (i.e. the corner R region of the skin main laying wire direction in fig. 5) and continue to extend to the central wing 2, i.e. the main laying wires 121 extend along the corner radian of the sweepback turning in the sweepback turning region of the wing, i.e. the rib region No. 1, so that a part of the force borne by the outer wing 1 can be smoothly transmitted to the central wing 2 along the main laying wires 121.

The foregoing describes specific exemplary embodiments for practicing the present invention. But some of the structure of the embodiments may be substituted according to the principles of the present invention. The invention aims to provide a design method of a wing, which is suitable for wings of composite material structures. The novel blocking method different from the traditional technology is beneficial to improving the wing assembling efficiency and improving the assembling precision. Meanwhile, the load transmission of the fasteners in the No. 1 rib area is reduced, so that the extrusion load of the fastener holes at the position is reduced, and the weight of the structure is reduced.

Compared with the traditional method, the invention is realized by the following steps:

1. the upper skin and the lower skin of the left outer wing and the right outer wing are continuous at the No. 1 rib and integrally extend to the centering surface of the whole machine; or the upper skin and the lower skin of the left outer wing and the right outer wing are continuous at the No. 1 rib and integrally extend to any position between the No. 1 rib and the full-machine centering surface.

2. The front and rear beams of the central wing respectively start and stop at the left and right No. 1 ribs of the wing;

3. the outer wing stringers turn through a large R angle at the left and right rib No. 1 and remain continuous.

Compared with the prior art, the invention gives play to the overall performance of the composite structure stringer and the skin, solves the problem of large load transmission of the fastener at the No. 1 rib of the composite structure wing, and solves the problem of poor manufacturability of the traditional butt joint mode.

According to the traditional technical idea, the bending moment, the shearing force and the torque formed by the load of the outer wing at the No. 1 rib are transmitted to the No. 1 rib through the fastening piece at the position to be balanced with the load of the central wing and the fuselage. According to the new design method, the skin is continuous on the No. 1 rib, the axial force of the upper wing surface and the lower wing surface formed by the bending moment of the outer wing is not transmitted through the fastening piece at the No. 1 rib, but is transmitted to the inner part of the central wing through the wing surface skin, and is balanced with the load in the symmetrical direction of the wing, so that the nail load at the No. 1 rib is reduced, the extrusion load of a corresponding hole is reduced, the structural part can be designed to be thinner, and the weight is reduced. By comparatively analyzing the load at the No. 1 rib of some types of airplanes, the upper and lower airfoil axial force formed by the bending moment of the outer wing exceeds 1/3 of the total load, and theoretically, the thickness of the wing skin at the position can be reduced by 1/3.

In addition, according to the new design method, the butt joint surface is moved away from the No. 1 rib to the central wing, the requirement on the profile is low, and the assembly error can be automatically compensated, so that the assembly difficulty is greatly reduced, and the assembly manufacturability and the assembly efficiency are improved. And the new method can position the assembly point by simple equipment when the wing body is assembled, not only ensures that the positioning precision of the external wing control intercourse point is higher, but also can save expensive complex wing posture adjustment positioning assembly tools.

While specific embodiments of the invention have been described above with reference to the accompanying drawings, it will be appreciated by those skilled in the art that these are by way of example only, and that the scope of the invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to the embodiments without departing from the principle and spirit of the invention, and such changes and modifications fall within the scope of the invention. For example, some configurations according to the first aspect of the invention may be interchanged with some configurations according to the second aspect of the invention.

The individual features of the above embodiments can also be combined in any reasonable combination according to the principles of the invention, which combination also falls within the scope of the invention.

Claims

1. A composite wing, comprising an outer wing (1) and a central wing (2) connected to each other, the outer wing (1) being connected to the fuselage at the side of the fuselage through the area of the No. 1 rib (3) , the central wing (2) is within the fuselage, wherein,

The central wing (2) includes a central wing frame (21) and a central wing skin (22), the central wing frame (21) comprising a central wing frame body and a central wing stringer (213) and having fuselage centering face (4),

The outer wing (1) includes:

an outer wing frame (11) comprising an outer wing frame body and an outer wing stringer (113); and

an outer wing skin (12), the outer wing skin (12) is supported on the outer wing girder (113),

The outer wing frame body is arranged to be butted with the central wing frame body in the area of the No. 1 rib (3);

Wherein, the outer wing skin (12) extends beyond the area of the No. 1 rib (3) toward the fuselage centering plane (4), but does not exceed the fuselage centering plane (4), which is the same as the fuselage centering plane (4). The center wing skins (22) are butted;

The outer wing stringer (113) extends beyond the area of the No. 1 rib (3) toward the fuselage centering plane (4), but does not exceed the fuselage centering plane (4), and the center The wing stringers (213) are butted.

2. The composite wing of claim 1, wherein

The length over which the outer wing skin (12) extends is different from the length over which the outer wing stringer (113) extends.

3. The composite wing of claim 1, wherein

The outer wing skin (12) extends the same length as the outer wing girder (113).

4. The composite wing of claim 1, wherein

The outer wing frame body includes an outer wing front spar (111) and an outer wing rear spar (112);

The central wing frame body includes a central wing front spar (211) and a central wing rear spar (212);

Wherein, the outer wing front spar (111) and the outer wing rear spar (112) are respectively butted with the central wing front spar (211) and the central wing rear spar (212) in the No. 1 rib area.

5. The composite wing of claim 4, wherein

the outer wing skins (12) interface with the central wing skins (22) between the rib 1 region and the fuselage centering plane (4); and

The outer wing stringer (113) is butted with the central wing stringer (213) between the No. 1 rib area and the fuselage centering plane (4).

6. The composite wing of claim 4, wherein

The outer wing skins (12) interface with the central wing skins (22) at the fuselage midplane (4); and

The outer wing stringer (113) is butted with the central wing stringer (213) on the fuselage centering plane (4).

7. The composite wing of claim 4, wherein

One of the outer wing skin (12) and the outer wing stringer (113) is on the fuselage midplane (4) and the central wing skin (22) and the central wing stringer A docking corresponding to (213); and

The other of the outer wing skin (12) and the outer wing stringer (113) is between the No. 1 rib area and the fuselage midplane (4) with the central wing skin (22) is butted with the other corresponding one of the central wing stringers (213).

8. The composite wing of any one of claims 1-7, wherein

The outer wing skin (12) is made by a wire laying process, and the main wire laying (121) extends along the corner direction of the composite wing in the area of the No. 1 rib (3).

9. The composite wing of claim 8, wherein

The outer wing girder (113) forms a circular arc in the area of the No. 1 rib (3) and turns.

10. The composite wing of claim 9, wherein

The outer wing stringer (113) includes:

a base plate (113a) supporting the outer wing skin (12); and

A web (113b) protruding from the base plate (113a) on the side remote from the outer wing skin (12), the web (113b) extending in the longitudinal direction of the outer wing stringer (113) , and is interrupted in the area of the No. 1 rib (3).

11. The composite wing of claim 10, wherein

The web (113b) is T-shaped.