RU2268196C1 - Wing-and-fuselage joint - Google Patents

Abstract

FIELD: aeronautical engineering; connection of mid-mounted torsion-box-type or monoblock wing with fuselage.

SUBSTANCE: wing torsion-box is secured to main frames of fuselage; spar booms and load-bearing panels of torsion boxes of each half-wing intersecting side panel of fuselage skin are extended inside fuselage. Fuselage frames are connected with wing spars load-bearing frames and with spar booms by means of continuous or multiple-spot weld seams; all intermediate frames are ordinary.

EFFECT: reduced mass of structure; enhanced rigidity of joint.

3 dwg

Description

The invention relates to the field of aeronautical engineering, in particular, to the construction of the connection of the mid-height coffer or monoblock wing with the fuselage.

The connection of the wing and the fuselage is one of the most loaded areas of the airframe structure, in which large-scale forces are transferred from the wing to the power elements of the fuselage.

A known wing-fuselage connection design in which the wing box is bounded by the side of the fuselage, the power frames of the fuselage are connected to the wing spars, and the fuselage skin panels are connected to the wing box panels (Michael CY Niu. Airframe Structural Design. Hong Kong: Conmilit Press LTD, 1988, fig.11.5.1 (c); Results of science and technology. Aircraft industry. Vol. 2, p. P.M .: VINITI. 1976, fig. 132).

The disadvantages of the known design are:

- the presence of a transverse junction of the wing with the fuselage in a heavily loaded area near the side of the fuselage, which leads to a decrease in resource and an increase in the mass of the structure;

- the transfer of loads from the wing to the fuselage is effective only for integrated circuit aircraft. If the vertical fuselage cross section is large enough compared to the wing height, the side panels of the fuselage and the wing panels are at an angle close to the straight line. Their interaction in the transfer of normal forces acting in the wing panels is inefficient;

- in heavily loaded fuselage panels, it is difficult to make cutouts to accommodate the main landing gear of the chassis or auxiliary power unit, or elements of other systems.

There is a known wing-fuselage connection design in which the caisson of each half-wing, crossing the side panels of the fuselage skin, is extended inside the fuselage by a distance limited by the size of the functional compartment of the fuselage, all fuselage frames located on the wing caisson section are made power, the construction heights of their sidewalls are also limited the size of the functional compartment of the fuselage, and the upper and lower panels of the casing of the caisson of each half wing are connected inside the fuselage with the walls of the sidewalls of the power frames or multipoint seams (Patent 2154003 (RF). Connection of the wing and fuselage / Samara State Aerospace University named after SP Korolev; Kozlov DM, Maynskov VN).

The disadvantages of the known design are:

- a relatively long way of transferring forces from the wing panels to balance in the upper and lower arches of the power frames of the fuselage;

- a large number of power frames and intensive loading of their sidewalls over the entire height;

- in this regard, the availability of reserves to reduce the mass of the structure of the junction of the wing and fuselage;

- theoretically lower stiffness of the wing articulated with the fuselage in comparison with the known structures;

- due to the large number of power frames, it is difficult to make cutouts to accommodate the main landing gear of the chassis or auxiliary power unit, or elements of other systems.

A known design is chosen as a prototype in which the coffer portion of the wing does not interrupt inside the fuselage (Michael C.Y. Niu. Airframe Structural Design. Hong Kong: Conmilit Press LTD, 1988, p. 406, fig. 11.5.1 (d) ) The wing is connected to the fuselage by attaching each wing spar to the corresponding power frame of the fuselage.

The disadvantages of the known design are:

- a sharp deterioration in the layout characteristics of the fuselage, virtually eliminating the use of the mid-plane scheme for passenger and transport aircraft (Aviation. Encyclopedia. M: Big Russian Encyclopedia. 1994, p. 357);

- high intensity of effort in the connection zone;

- reducing the resource of the structure in the connection zone;

- the presence of lightly loaded side member walls in the area between the sides of the fuselage;

- increased weight of the structure.

The task is to develop such a combination of the caisson or monoblock wing and the fuselage in the mid-plane scheme, which will increase the efficiency of the aircraft by improving the layout characteristics, eliminating lightly loaded side member walls and reducing forces in the caisson panels in the area between the sides of the fuselage by increasing the distance between the panels, reducing due to this mass and increase the rigidity of the structure.

The problem is solved due to the fact that in the connection of the wing and the fuselage, carried out by attaching the wing box to the power frames of the fuselage, according to the invention, the side members belt and power panels of the caissons of each half wing, crossing the side panels of the fuselage skin intersecting with a fracture along the side in the vertical plane, are continued inside the fuselage and closed along the upper and lower boundaries of the functional compartment of the fuselage, without violating the cross section of the compartment. The fuselage frames connected to the wing spars are made power; the sides of the power frames are limited by the width of the functional compartment of the fuselage and are connected to the upper and lower panels of the casing of each half wing with continuous or multipoint seams. All intermediate frames located on the section of the wing box, made ordinary.

The connection transfers large normal forces from the right and left half wings to self-balancing with lesser efforts as compared to the prototype: from the side member belts - through the power frames of the fuselage, and from the caisson panels - along the upper and lower borders of the functional compartment of the fuselage, providing less weight and greater structural rigidity . The functional compartment of the fuselage remains free of wing structure elements. In addition, the sections of the fuselage skin and intermediate frames under and above the inclined panels of the caissons of the right and left half wings are relatively lightly loaded forces from the wing and allow the use of these fuselage zones to accommodate the main landing gear, auxiliary power unit or elements of other systems.

Thus, the claimed method of connecting the wing and the fuselage meets the criteria of the invention of "novelty."

Comparison of the claimed solutions not only with the prototype, but also with other technical solutions protected by patents in the given technical field, did not allow revealing in them the features that distinguish the claimed solution from the prototype, which allows us to conclude that the criterion is “inventive step”.

The invention is illustrated by drawings, where

figure 1 presents a cross section of the Central part of the glider of the aircraft,

figure 2 presents a section aa,

figure 3 presents a section bB.

The side member belts and the caisson panel 1 of each half-wing are continued inside the fuselage with a fracture along its side in a vertical plane. On the sections of the fuselage sides, limited by the width of the functional compartment 2, the side member belts and panels are brought to the upper and lower borders of the compartment. The frames 3 of the fuselage connected to the side members of the wing 4 are made power. Intermediate frames 5, located on the section of the caisson 1, are made ordinary. The caisson 1 of each half-wing has a side rib 6 and ends at the border of the functional compartment with the longitudinal wall 7 of the fuselage. The connection of the spar belts with the walls of the frames 3 is carried out by continuous or multipoint seams. 1-3, the main force elements of the connection are shown in bold lines.

The inventive connection of the wing with the fuselage provides a new technical effect, namely:

- in the best use of the internal volume of the fuselage in the midplane scheme by removing the center part of the center section box from the volume occupied by the functional compartment of the fuselage and reducing the number of power frames in the connection zone;

- in expanding the possibilities for choosing the rational placement of the wing along the fuselage height;

- to reduce the weight of the structure by reducing the forces acting in the side members belts and caisson panels in the section between the sides of the fuselage, due to the more complete use of its building height, as well as the exclusion of lightly loaded side member walls in the section occupied by the functional compartment;

- to increase the rigidity of the connection by increasing the distance between the upper and lower panels of the caisson in the connection zone.

The greatest effect of the use of the proposed solution can be achieved for aircraft in which the width of the cross section of the fuselage is greater than its height, for example, for aircraft with aerodynamically bearing fuselages.

Claims (1)

The connection of the wing and the fuselage, carried out by attaching the wing box to the power frames of the fuselage, characterized in that the side member belts and the panel of the caissons of each half wing, intersecting the side panels of the fuselage skin with a fracture along the side in the vertical plane, are continued inside the fuselage and on the sections of its sidewalls limited by the width the functional compartment of the fuselage, brought to the upper and lower boundaries of the functional compartment and closed on them, and the fuselage frames connected to the side members of the wing are made power and connected us with belts or multipoint spars continuous seams, and the intermediate frames arranged on a portion of wing box, formed privates.

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