RU2709976C1 - Aircraft wing, aircraft wings caisson, center wing, spar (versions) - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: group of inventions relates to aircraft engineering. First version of the spar is characterized by that it is made as a front continuous three-span carrying beam of a caisson. Second version of the spar is characterized by that it is made as a rear beam along the wing span as a part of a longitudinal set of the caisson strength elements. Center wing section comprises structural frame composed of caisson assembled as integral part of fuselage and fitted in lower half of fuselage height, with which is overlapped by front end part of front and rear spars with end elements of power frames, made in form of flat plates adjacent on outer side to wall of spar. Caisson has box-like type of load-bearing frame and includes center section jointed with composite caisson of left and right wing consoles. Wing of aircraft is swept in plan and comprises bearing structure with frame in form of caisson, permanent cantilever parts, detachable parts and vertical tips. Tail edge of cantilever part has a planar fracture.

EFFECT: group of inventions is aimed at improving flight reliability and safety.

9 cl, 20 dwg

Description

The group of inventions related by a single creative concept relates to the field of aviation technology, namely, to the designs of passenger and cargo wide-body aircraft and can be used in wing structures, wing parts - center section, consoles, wing box with power sets, including spars and ribs designs .

It is known from the prior art that an airplane wing is made swept, including a center wing, an integral and detachable cantilever wing part (see in the book by MN Shulzhenko “Aircraft Design” ed. Mechanical Engineering, M. 1971, pp. 78-81. ), containing the power frame with bearing spars and ribs, together forming a caisson with thin striation-free casing (see ibid., p. 80, Fig. 2.23).

The disadvantages of the technical solutions of such a wing and its power parts are the increased material and laboriousness of the manufacture of structural units, the low intrinsic rigidity of the wing skins, which is fraught with increased damage in the form of local dents in operation and increased difficulties in maintenance of the aircraft wing in operation during repair operations. The prior art design of the wing of an aircraft containing a frame in the form of a caisson with sets of power elements and panels of skin, consisting of root and end parts, the latter of which are made of layered composite material (see patent RU 2191137, B64C, publ. 20.10.2002 )

The disadvantages of this technical solution include the low technical, economic and operational performance of the wing.

The swept wing of an aircraft is also known from the prior art, consisting of a center wing, left and right wing consoles and containing a power frame in the form of a caisson formed from elements of longitudinal and transverse power sets; longitudinal power set includes spars, and stringers, rigidly connected with the panels of the skin of the wing; the transverse wing set of the wing box includes ribs, while the wing contains a sectioned fuel tank, nose and tail parts and wing mechanics, including left and right sectioned slats, flaps, ailerons, spoilers and brake flaps, which are movably attached to the front spar (see RU patent 2557638 C1).

The disadvantages of this technical solution include the relatively low developed area of application of the wing, the design of which is intended for medium-haul aircraft, and the point values of the parameters significantly narrow the region, leaving the values of the corresponding wing parameters for wide-body long-haul aircraft unopened in the invention.

The problem solved by the claimed group of inventions is to develop and improve the design of the wing for wide-body long-haul aircraft, increasing technical, economic and operational characteristics, as well as safety and reliability of flights.

The task in the wing is solved by the fact that the wing of the aircraft is swept in plan and equipped at the ends of the "vertical" wingtip (WZC) with an angle α _lk arrow-shaped deviation of the line of the tops of the frontal edge (spouts) of the wing from the plane normal to the plane of symmetry of the aircraft, defined in the range of α _lk = (0.47 ÷ 0.66) [rad]; the tail edge of the cantilever part of the wing is made with a kink in the plan at angles β _x.k.1 and β _h.k.2 β _x.k.1 = (0.14 ÷ 0.20) [rad], β _x.k.2 = (0.3 ÷ 0.43) [rad], where β _x.k.1 - deviation angle in plan from the aforementioned plane of the tail edge portion from the fuselage to the edge break point of length L _x.k.1 ; β _{h.k. 2} = (β _{h.k. 1} + Δβ _h.k. ) [rad], where β _{h.k. 2} is the same, the angle of deviation of the tail edge portion from the fracture point to the IBD of length L _{x. K.2} ; Δβ _h.k. - the angle between the prolonged sections of the edge line before and after the break point of the wing tail contour in the plan; the wing of the aircraft includes a supporting structure with a frame in the form of a caisson and a system of surfaces for controlling the aerodynamic quality of the wing, which represents the mechanization of the wing, and includes slats, flaps, brake flaps, ailerons, spoilers, movably attached to the supporting structures of the wing box and connected to the actuators of the system control wing mechanization with the ability to perform spatial evolutions of changes in the aerodynamic quality of the wing at different stages of flight; moreover, the supporting structure of the wing includes rigidly connected - the center section (CSC) and symmetrical hermetically adjacent to it through the integral in operation butt assembly (not shown conditionally) of the left and right console half wing; each of the consoles consists of two parts, a one-piece console part (CCC) of the wing, which is tightly adjacent to the center section, and connected to it in each half-wing via a detachable butt assembly with a detachable part of the SCC; the indicated parts of the wing are made with the ratio of lengths defined in the ranges of values (CSC) :( CSC) :( CSP) = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95); wherein the power frame of the caisson of the indicated parts of the wing is formed from elements of the longitudinal and transverse sets; a longitudinal set of the power box of the caisson of each of the indicated parts of the wing is formed from elements oriented along the wing span and includes at least the front and rear spars, as well as the upper and lower power sheaths rigidly connected with them as a part of the CCC, CCC and CCC, made of panels reinforced by stringers longitudinally placed within the set of said wing portions with the intermittent frequency determined in the range of γ _sh.ch.st. = (4.64 ÷ 6.55) [unit / m.]; the transverse set of the frame of the caisson of the indicated parts of the wing consists of ribs installed between the front and rear spars and made in CCF and PF with a decrease in length L _n. and midship heights N _m each subsequent rib more distant from the fuselage as a function of reducing the height N _m.k.i. midsection L _н.i ; = f (B _к.i .; L _к.i. ) and width В _{к of the} aerodynamic profile L _к.i. caisson H _m.i. = f (H _mk.i .; L _k.i. ), moreover, the cross section of the wing box is composed of ribs that form the wing aerodynamic profile with skin, each wing console contains ribs in an amount defined in the range of values of N _n = (40 ÷ 50), with a decrease in the height of the minimum midsection of the peripheral rib OCHK relative to the height of the midsection of the side rib in N _m.n. times, which is quantified in the range of relative values from the expression N _n.m.n. = H _{max m.n. CCC} / H _{min m.n. point} = (5.99 ÷ 8.47) times; the ratio of the lengths L _x.k.1 and L _{x.k.2 of the} sections of the tail edge of the wing of the aircraft can be determined in the range of values L _x.k.1 : L _x.k.2 = (0.44 ÷ 0.61 ), where L _x.к.1 - the length of the tail edge from the fuselage to the break point of the specified edge in the plan; L _x.k.2 - the same, the length of the section of the tail edge of the wing from the point of break in plan to the IBD; in addition, a part _{of the} half-span area ΔF _{1 of the} wing in the projection onto the wing base plane, counting from the side of the fuselage to the conventional plane parallel to the vertical plane of symmetry of the aircraft and passing through the break point of the wing tail edge, can be correlated with the area ΔF _{2 of the} peripheral part of the half-span of the wing, located beyond the break point of the mentioned edge, as N _ΔF1 / _ΔF2 = 1.0 (± 4.7%) ÷ 1.0 (± 4.7%), and the dimensionless value F _{points / kchk} area ratio F _points and F _kchk carrier parts of the caisson half wing in terms of can be determined in the range of beginnings F _{points / kchk} = F _points : F _kchk = (0.84 ÷ 1.18) × 10 ^-1 ; the relative area ΔF _a.p. the aerodynamic surface of the bearing part of the wing (caisson) in the plan can be ψ = ΔF _a.p.c / F _o.p. = (0.43 ÷ 0.61) _0.51 from the total surface F _o.p. wing, creating aerodynamic lifting force and including the total area ΔF _p.yak. surfaces of the aerodynamic quality control elements of the wing that are directly involved in creating aerodynamic lift in an airplane’s flight, here F _o.p. = (ΔF _a.p.c. + ΔF _p.yak. ); the transverse set of the wing box can include the box ribs, which can be subdivided into power, rib - partitions, ribs of limited flow of fuel and ordinary; and also N _b.ts. beams of the center section in the amount of N _b.ts. = (3 ÷ 7) installed parallel to the axis of the aircraft; while the ribs can be placed between the front and rear spars and are made in CCF and PF with decreasing length L _n. midship N _N.M. subsequent ribs as you move away from the fuselage and the height relative to the aerodynamic profile of the wing maximally double the height of the stringers of the panels of the skin of the wing box.

The problem in terms of the wing box of the aircraft is solved by the fact that the box is endowed with the function of the load-bearing part of the wing, has a box-shaped power frame, is made prefabricated in terms of the number of technological units of the wing, and includes a node of the central part of the wing (CSC) - the center section, which is mounted in one piece with the fuselage , and is rigidly hermetically connected to the composite caisson of the left and right wing consoles, each of which includes the wing part (CCC), which is operationally inseparable with the center section caisson, detachably connected to the detachable wing part ( CHK) endowed mounted on the distal end processing unit "vertical" winglets (IBD); the ratio of the lengths of these modules is accepted in the range of values (CCC) :( CCC) :( CCC) = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95); the indicated parts of the caisson are connected by the wingspan through technological joints by at least two front and rear power side members; in this case, the CCC casing, rectangular in plan, is made with the aspect ratio B / L defined in the range B / L = (0.77 ÷ 1.09), where B is the size of the center section along the fuselage length [m], L is the same, according to wingspan; the power frame of the caissons of these modules of the wing portion of the wing is formed by elements of longitudinal and transverse sets, the first of which includes the front and rear spars and stringer-reinforced profiled panels of the upper and lower skins forming sections of the supercritical aerodynamic profile of the wing portion; and the power frame of the Central Control Commission additionally includes from three to seven intermediate spars; and the transverse set of power elements of the frame of the caissons contains ribs that form the specified profile of the wing bearing part, made in the form of beams connected by belts to the upper and lower casing of the caisson through stringers and installed with them through one discrete interstring compensator oriented along the axis of the ribs; moreover, in the transverse set, the following types of ribs are used, differentiated by the degree of multifunctionality of the purpose, load, and design: - power ribs, partitions, ribs of limited flow of fuel in a sectioned fuel tank in the central fuel cell and CCC and ordinary ribs; and the lining panels of the longitudinal power box of the caisson are made of variable thickness along the length and alternating sections of different thickness in the direction along the wing chord with the formation on the inner side of the lining of longitudinal trough-like thickness decreases for the stringers and normal to them transverse internal thickenings of the lining located between the stringers along the axis of the ribs; wherein the caisson is made of variable height and width along the span of the wing console, expressed along the axes of the front and rear spars of the CCC and the SCC, with characteristic points along the ends of the ribs, averaged gradients of decreasing height from the fuselage to the SCC

G _nl = (H _{max hp-} H _{min hp} ) / L _hp = (3.1 ÷ 4.4) × 10 ^-2 [m / m] and

G _n.a.s. = (H _{max hp-} H _{min hp} ) / L _hp = (2.9 ÷ 4.1) × 10 ^-2 [m / m], where

H _{max l.p.} and H _{min l.p.} - the maximum and minimum height [m] of the front spar, respectively, at the fuselage of the aircraft and at the peripheral end of the BOC [m]; H _{max hp} H _{min hp} - the same, the height [m] of the rear spar at the peripheral end of OCHK; L _L.P. and L _hp - respectively, the length [m] of the front and rear side members within (CSC + CLC); and the gradient of reducing the width of the caisson (convergence of the side members)

G _W.C. = (In _{high-latitude max} -V _high - _{latitude min} ) / L _c. = (0.126 ÷ 0.177) [m / m]; Where

In _k.max - maximum width [m] of the caisson near the fuselage; In K. _min - the minimum height [m] of the spar at the peripheral end of OCHK; L _{k -..} L _{to the} length of the caisson = (L + L _{POINTS CCC)} [m] in the mounting plane of the wing.

An airplane wing box may include a docked box with a CCF box and an box with a box with conjugation of docked sections of the rear side member in plan in one straight line or, optionally, with micro deviations of the axis of the root section of the rear side member within the CCC by an angle up to η _{1, p.} ≤-6.9 × 10 ^-2 (-4 ⁰ ) [rad] relative to the direction of flight with the formation of a micro-fracture of the axis of the rear spar in the plan at the point of connection between the BF and the BCC at an angle of up to η _{2, p.} ≤ + 5.2 × 10 ^-2 [rad].

The task of the group of inventions related by a single creative concept in the part of the center section is solved by the fact that the central part of the wing of the aircraft is the center section, the power frame of which is made in the form of a caisson assembled in one piece with the fuselage of the aircraft, mounted in the lower half of the height of the fuselage, to which is lapped the end part of the front and rear side members with end elements of power frames made in the form of flat plates adjacent from the outside to the side member wall; in addition, the central control box caisson is inscribed in the ledge of the upper belt and the corresponding part of the wall of the two fuselage longitudinal beams located under it to the height difference of the beams, not less than the height of the central control chamber placed in the zone of the indicated vertical difference without exceeding the height gap over the pressurized structure in the central compartment of the aircraft cabin ; moreover, the caisson of the central wing of the aircraft wing has a rectangular configuration in plan, made with an excess of the length L _c.ch.k. spanwise width B over _ts.ch.k. at N = L t.ch.k. / Vts.ch.k. = (1.05 ÷ 1.17) times, and includes longitudinal (in terms of wing span) and transverse power sets rigidly connected with the formation of a cross power frame, the first of which, longitudinal in terms of wing span, includes front and rear spars, as well as located between them with a step frequency of γ _l ≥ (0.92 ÷ 1.38) [unit / mp] from three to seven intermediate spars; and the second of these, the transverse set of the CSC power frame, includes at least three power ribs, the middle of which is aligned with the plane of symmetry of the aircraft, cut by intermediate spars by the number of compartments, which exceeds the number of intermediate CCU spars and the edge sections of the edge ribs docked by the ends with power connections to the front and the rear side members of the central Cheka, and the remaining ends of the sections, including the intermediate, respectively, with all the intermediate side members of the Central Cheka, and the two extreme ribs of the Central Cheka are combined with the left and starboard side of the fuselage; extreme spars and ribs are rigidly connected along the contour of the CCC caisson with the panels of the upper and lower skins made of variable thickness δ _rev. from the minimum δ _{min vol.} at the front to the maximum δ _{max vol.} in the rear spar, satisfying the condition δ _{max vol.} ≥1.2 δ _{min rev} ; Panel facings are made prefabricated monolithic and molded endowed with longitudinal elements of the power set (spanwise) to form a composite structure in the form of plating, rigidly connected to the stringers, arranged between the intermediate and outermost spars TSCHK to walking frequency _st.tschk γ defined in the range _st.tschk γ = (4,64 ÷ 6,55) [U / MP.] oriented parallel spars TSCHK and increasing general and local stiffness, inertia TSCHK carcass panels and supporting carcass ability, an amount to tatochnuyu for sensing and providing the necessary bearing capacity in excess of the estimated maximum combination of static and dynamic loads on the wing margin of safety of at least 1.2 times; wherein the CCC caisson includes the wing span oriented front and rear CCC spars from the longitudinal power set of the wing caisson and from three to seven intermediate spars; the coffer of the central control unit made together with the fuselage is rigidly connected by the power elements of the joints with the left and right integral console wing parts (CSC), each of which is detachably connected along the wingspan with the detachable wing part (OCHK).

The task of the group of inventions related by a single creative concept in the part of the (front) spar is solved by the fact that the spar is made as a front continuous three-span carrier beam of the wing box, the middle span of which is supported by the power frames of the fuselage along the borders of the central part of the wing (CZK) in the side section ribs combined with the fuselage; the central span span through the rigid joints with the ends connected to the left and right cantilever sections of the spar of the power frame of the caisson of the wing consoles, each of which contains a section of the cantilever part of the wing (CCC), which is integral with the central part of the front spar of the CCC and detachably docked front spar of the detachable part of the wing (GL); the wing span within each of the indicated parts of the wing is of continuous length, and the lengths L _l.schk , L _l.kchk , L _{l.sch. of the} sections of the spar as part of the longitudinal power set of each part of the wing are defined in the range of ratios L _ccc : L _kchk : L _points = 1: (3.1 ÷ 4.38) :( 0.77 ÷ 1.09); in cross section, the spar has the shape of a composite channel, including a wall in the form of a plate, reinforced by rigidly connected pillars of an angular and Z-shaped profile inclusive, located on both sides of the spar wall with mutual displacement by a part of the pitch of the latter and framed by upper and lower belts, which made of prefabricated linear elements of an asymmetric angle profile with a cross-sectional area variable along the length of the spar and a ratio of the height and width of the shelves of the belt elements by more part of the length of the spar, said elements are rigidly connected to the lap belts its vertical wall with the wall of the spar, and each shelf angular element of said belt facing the inside of the box and is inclined from horizontal adaptively to conjugation with the upper or lower shell of the box; at the same time, according to the wing span, the wall of the spar of the wing consoles is made of variable height, decreasing from the fuselage of the aircraft to the "vertical" wing tip (VZK) with an averaged gradient G _Hl , defined in the range of values of G _Hl = (H _{max l.} -H _{min l.} ) / L _l. = **** (3.1 ÷ 4.4) × 10 ^-2 [m / m]; where H _{max l} - the maximum height of the front spar at the fuselage of the aircraft [m]; H _{min l} - the same, the minimum height at the IBD, and L _l. - total length (L _kchk + L _points ); within each cantilever technological wing assembly (CCC, BVC), the spar wall is made in the form of a quasi-trapezoidal plate with short ends with heights Hmax and Hmin and long upper and lower sides within the CCC and the BCC; the ratio of the heights of the side members of the spar in the CCF is determined in the range of values of H _{max kchk} : H _{min kchk} = (3.45 ÷ 4.88); and in the extra point H _{max point} : H _{min point} = (1.11 ÷ 1.57); in addition, from the inside, the wall of the front spar along the entire length of the box is rigidly connected to the mating ends of the ribs located on the front quarter of the length of the spar, counting from the side of the fuselage with a fan-shaped step-by-step change in the angle α _u.p. tilt axis to a mounting rib of the wing plane (CCP) in terms of α _{u.p.k. max} = (π / 2 + ϕ _s.p.c. ) = (1.66 ÷ 2.34) [rad], up to α _{s.p. min} = (π / 2), and on the rest of the length of the wing, the ribs are located normally to the CPC and are docked to the side member wall; wherein the spar as a longitudinal power element of the wing box is rigidly connected to the panels of the upper and lower power casing of the box reinforced by stringers of the longitudinal power set; moreover, the length of the spar can be rigidly connected to the design of the wing of the wing with the possibility of perception of loads from the slat through the screw mechanisms, the support system of the carriages, and direct perception of aerodynamic loads from the incoming flow transmitted through the upper and lower skin of the wing of the wing with the slat extended, and also through the wing of the nose of the wing and the system of gears and bearings of the screw mechanisms and slats of the slat, each attached to the spar through the support posts of the wall of the latter; moreover, in the wall of the spar at least 11 holes can be made for passing the free ends of the power screw and at least 20 openings for passing the free ends of the slats mechanization rails; the openings for the power screws are provided with a rigid double-sided compensation frame along the contour, the external of which is endowed with a pair of eyes for hinging the gearbox of the said slat mechanization screw, and with a casing on the inside of the caisson, and hermetically closing the caisson cavity in the zone of working vibrations of the free end of the screw; and the aforementioned openings for passing through the wall of the spar of the ends of the rails of the slat mechanization are provided with a contour compensating power frame of the wall of the spar and each end has a sealed casing on the inside facing the cavity of the caisson; in addition, on the part of the length of the wing following the portion of the fan-shaped arrangement of ribs, the ribs are docked to the wall of the rear spar normally to the CCP with an average step frequency of γ _nl defined in the range of γ _nl = N _n / L _Δl (1.26 ÷ 1.77) _1.48 [u / m], where L _Δl is a part of the length of the front spar of the CCC following the portion of the fan-shaped arrangement of ribs, plus the total length of the front spar of the CCC, N _n is the total number of ribs on the specified total area of the front spar; the wall thickness of the spar sections in the CCC and CCC is made variable with a slight overall decrease in CCC span and significant local thickness increases up to two or more times in the areas of application of concentrated loads from engine pylons, and in the areas of attachment of the front wing wing mechanization elements to the wall (carriages, transmission shaft and cutouts for rails and screw mechanisms for the drive sections of the slat) relative to the average design thickness in the same section of the wall length.

The task of the group of inventions related by a single creative concept, in the part of the (rear) spar, is solved by the fact that the spar is made as a rear cantilever beam according to the wing span of the aircraft as part of a longitudinal set of power elements of the caisson, and consists of docked parts of the technological assembly of the wing, namely the central part (CSC) and the part of the consoles of each half wing, including the spar of the cantilever part of the wing (CSC), which is inseparably in operation docked with the rear spar of the CSC and detachably docked with the bottom side member of the detachable part of the wing (GL); spanwise rear spar formed continuous length within each of said wing portions, and the length L _{l.tschk, l.kchk} L, L _l.ochk spar sections consisting of a set of longitudinal force of each part of the wing defined ratios ranging _tschk L: L _kchk : L _points = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95); in cross section, the rear side member has the shape of a composite channel, the wall of which is made in the form of a plate, supported on both sides by rigidly connected uprights, including a corner and Z-shaped profile inclusive, located with mutual displacement by a part of the pitch of the latter; the side member wall is framed by the upper and lower chords, which face the caisson towards the counter flanges of the front side member, made of prefabricated linear elements of an asymmetric angle profile with cross-sectional area variable along the length of the side member and the ratio of the height and width of the shelf element shelves over most of the length of the side member of the belts are rigidly lapped with their vertical wall to the side member wall, and the shelf of the corner element of each said side member belt is adaptively off it is from horizontal to interface with the upper or lower casing of the caisson, respectively; at the same time, according to the wing span, the side member wall is made of variable height, decreasing within each cantilever technological wing assembly (CSC, CLC), respectively in CSC from the fuselage of the aircraft to the joint with the VOC and within the VOC from the joint with the CSC to the joint with a “vertical” wingtip wing (IBD), in which it has the shape of a trapezoidal plate with short ends, respectively, with a height of H _{max l. CCC} and H _{min L. CCC} , as well as H _{max l. point} and H _{min L. a point} and with long upper and lower sides within each specified technological node CCC and CCC; the ratio of the heights of the ends of the spar within the CCC is determined in the range of values of H _{max L. kchk} : H _{min l. kchk} = (3.12 ÷ 4.40), and within the bounds is determined in the range of values of H _{max l. point} : H _{min l point} = (1.25 ÷ 1.76), while the indicated parts of the rear spar are made with averaged gradients of wall height variation along the wing span G _{H l kchk} , including for KChK with a gradient defined in the range of values of G _{H l kchk} = (N _{max l. Kchk} -H _{min l. Kchk} ) / L _{l. kchk} = (2.9 ÷ 4.1) × 10 ^-2 [m / m]; where H _{max l kch.} - the maximum height of the rear spar KCHK at the fuselage of the aircraft [m]; H _{min l CCC} - the same, the minimum height of the spar CCC at the junction with the CC; L _{l kchk.} - the length of the rear spar KCHK; and for the GVF with an averaged gradient of G _{H l points} , defined in the range of values of G _{H l points} = (H _{max l. points} -H _{min l. points} ) / L _{l. kchk} = (0.015 ÷ 0.022); where H _{max l points.} - the maximum height of the rear spar at the junction with the CCF [m]; H _{min l points} - the same, the minimum height of the rear spar at the junction with the IBD, and L _{l points.} - the length of the rear spar OChK; in addition, the spar, being one of the main elements of the longitudinal power set of the wing box, can be rigidly connected to the panels of the upper and lower power casing of the box, reinforced by stringers of the specified longitudinal power set, and can also be rigidly connected in length with the supporting structures of the system of the elements of the tail mechanization wing parts (flaps, ailerons, spoilers, brake flaps); the mechanism of spatial evolution in the range of “flap retracted” - “flap released” is made with the possibility of transferring loads from the suspension of the aerodynamic wing quality control elements, including the mechanism for moving the middle flap with the ability to transfer loads through a movable carriage pivotally attached to the bow parts of the flap, while it itself is pivotally supported on both sides by paired groups of rollers — on the flange of the flap of the flap mechanization rail, is interfaced with the spiral of the gear reducer of the system m hanizatsii wing with the transmission of efforts to the belt and a reinforced external force wall uprights rear spar; moreover, the wall thickness of the spar in the CCC and the CCC can be made variable with a slight overall decrease in wing span and significant local thickness increases up to two or more times in the areas of application of concentrated loads from engine pylons, and in the areas of attachment to the wall of the elements of mechanization of the rear wing (flap rails) relative to the average design thickness in the same section of the wall length; in addition, over most of the length of the wing following the area of the fan-shaped arrangement of ribs, the ribs are docked to the wall of the rear spar normally to the CPC with an average relative step frequency γ _nl defined in the range of values

γ _nl = ΔN / ΔL = (1.19 ÷ 1.69) [units / mp.], Where ΔN is the number of ribs in the caisson of CCC located behind the area of the fan-shaped arrangement of ribs; ΔL is the length of the section of the caisson of CCC with ribs located normally to the CPC.

The technical result of the group of inventions consists in the development and improvement of the wing design for wide-body long-range aircraft with improved technical, economic and operational characteristics, as well as safety and reliability in flights, which is achieved due to the parameters of the wing sweep of a wide-body long-range aircraft of the shape and design solution of the caisson found in the group of inventions center section and wing consoles, displacement of the maximum volume of the wing and, investigator but, a fuel tank placed in the wing box to the fuselage of the aircraft, which reduces the pre-flight bending moment at the estimated maximum wing loading with fuel and reduces the required material consumption of the most important supporting structure of the wide-body long-range aircraft. The increase in the reliability and safety of flights is also significantly affected by the step frequency ratio found in the invention and the differentiated form of the axial orientation design and the relative position of the various rib groups on the wing section found in the group of inventions for the center section, KChK and OChK different lengths of the sections of the caisson.

The essence of the group of inventions related by a single creative concept is illustrated by drawings, where:

in FIG. 1 shows an airplane wing in plan with a caisson and elements of the aerodynamic quality control surfaces of the wing;

in FIG. 2 - half wing with parts of the wing (0.5 CCC, CCC, CCC and VZK), sweep angles, side members and wing ribs in the plan;

in FIG. 3 - front spar of the caisson of the central wing of the central wing in section;

in FIG. 4 - the same, rear spar of the caisson of the central wing of the central wing in section;

in FIG. 5 - the same, an additional spar of the caisson of the CZK wing in section;

in FIG. 6 - a perspective view shows a fragment of a caisson of the central part of the wing;

in FIG. 7 - the same, a fragment of the cantilever part of the wing;

in FIG. 8 is the same, a fragment of the fastening of the front spar of the caisson of the Central Control Committee to the frame of the fuselage of the aircraft in a perspective view;

in FIG. 9 is the same, a fragment of the mounting of the rear spar of the caisson of the Central Control Committee to the frame of the fuselage of the aircraft in a perspective view;

in FIG. 10 - shows the wing of the aircraft with detailed bearing part (caisson) and aerodynamic quality control elements of the wing mechanization system of the wing in a perspective view;

in FIG. 11 - shows an ordinary rib, facade;

in FIG. 12 shows two halves of ΔF ₁ and ΔF _{2 of} the half-wing area in plan;

in FIG. 13 - shows the area F _points and F _kchk caisson half wing in the plan;

in FIG. 14 - shows the front spar CCC, cross section;

in FIG. 15 - the same, rear spar CCC, cross section;

in FIG. 16 - a perspective view of a mounting unit to the rear side member of the brackets for fastening the flap mechanization rail is shown;

in FIG. 17 - shows the site of mechanization of the nose of the wing with a slat in the retracted position, a cross section;

in FIG. 18 - the same, with a slat in the released position, a cross section;

in FIG. 19 - shows a section of the wing along the side rib;

in FIG. 20 - shows a fragment of the junction of the cantilever part of the wing with the center wing through the upper belt of the side rib. View from the side of the club. Wing span section.

SUMMARY OF THE INVENTION Wing 1 of the aircraft is swept in plan. At the ends of the wing 1 is equipped with a “vertical” wingtip 2 (WZK). Wing 1 is made with an angle α _L.K. arrow-shaped deviation of the line of tops of the frontal edge 3 (spouts) of the wing from the plane 4 normal to the plane of symmetry 5 of the aircraft, defined in the range of α _lk = (0.47 ÷ 0.66) [rad]. The tail edge 6 of the cantilever part 7 of the wing 1 is made with a kink in the plan at angles β _{h.k. 1} and β _{h.k. 2 of} swept deviation from the plane normal to the plane of symmetry of the aircraft, sections of the tail edge 6 of the wing before and after the point of break 8 defined in the ranges of values β _h.k. 1 = (0.14 ÷ 0.20) [rad], β _h.k.2 = (0.31 ÷ 0.43) [rad], where β _{h.k. .1} - the angle of deviation in plan from the aforementioned plane of the portion of the tail edge 6 from the fuselage (not shown conventionally) to the break point 8 of the edge 6 of length L _x.k.1 ; β _{h.k. 2} = (β _{h.k. 1} + Δβ _h.k. ) [rad], where β _{h.k. 2} is the same, the angle of deviation of the tail edge portion 6 from the point of fracture 8 to the SCV length L _x.k.2 ; Δβ _h.k. - the angle between the prolonged sections of the line of the edge 6 before and after the break point 8 of the tail contour of the wing 1 in the plan.

The wing 1 of the aircraft includes a supporting structure with a frame in the form of a caisson 9 and a system of surfaces for controlling the aerodynamic quality of the wing 1, which represents the mechanization of the wing 1 and includes slats 10, flaps 11, brake flaps 14, ailerons 15, 16 spoilers 17. These elements 10-17 mechanization of the wing are movably attached to the supporting structures of the caisson 9 of the wing 1 and connected to the actuators (not shown conventionally) of the control system of the mechanization of the wing 1 with the ability to perform spatial evolutions of changes to the aerodynamics quality wing 1 at different stages of flight.

The supporting structure of the wing 1 includes rigidly connected -centroplane 18 (CCHK) and the left 19 and right 20 cantilever sections of the wing section 7 of the wing 1. The left and right cantilever sections 19 and 20 of the wing are connected in each half-wing through a detachable butt assembly 21 with the detachable part 22 of the wing’s GLV 1. The GLV 22 is equipped with the “vertical” wingtip design of the WZK 2 with the ratio of the lengths of the indicated wing parts defined in the value ranges (CZK) :( KCHK) :( VLF) = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95).

The supporting structure of the wing 1 includes rigidly connected - the center section 18 (CSC) and symmetrical hermetically adjacent to it through the inseparable in operation butt unit (not shown conditionally) left 19 and right 20 console half wing. Each of the consoles 19 and 20 consists of two parts, an integral wing console part (CCC) 7, hermetically adjacent to the center wing 18, and connected to it in each half wing via a detachable butt assembly 21 with a detachable part of the ocher 22. These wing parts are made with a ratio of lengths the specified parts of the wing, defined in the ranges of values (CSC) :( CSC) :( CSP) = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95).

OCHK 22 is equipped at the free end with a "vertical" wingtip of the WZK 2.

The power frame of the caisson 9 of the indicated parts of the wing is formed from elements of the longitudinal 23 and transverse 24 sets.

A longitudinal set 23 of the power frame of the caisson 9 of each of these wing parts is formed from elements oriented along the wing span and includes at least the front 25 and rear 26 side members.

With the side members 25 and 26, the upper 27 and lower 28 power sheathing made of panels are rigidly connected in the composition of the central control section 18, central control section 7 and general control section 22. The upper 27 and lower 28 power sheathing reinforced stringers 29 of the longitudinal set 23, which are placed within the indicated parts of the wing 1 with a step frequency determined in the range of γ _part. = (4.64 ÷ 6.55) [unit / m.].

The transverse set 24 of the frame of the caisson 9 of the indicated parts of the wing consists of ribs 30. The ribs 30 are installed between the front 25 and rear 26 side members and are made in KCHK 7 and OCHK 22 with decreasing length L _n and midship height N _m N. each subsequent rib more distant from the fuselage as a function of decreasing height H _m.k.i. midsection and L _н.i = f (B _к.i .; L _к.i. ) and width В _{к of the} aerodynamic profile L _к.i. caisson 9 H _m.s.i = f (H _m.c.i .; L _k.i. ).

The transverse set 24 of the caisson 9 of the wing 1 is composed of ribs 30, forming with the skin 27 and 28 the aerodynamic profile of wing 1. Each console 19, 20 of wing 1 contains ribs 30 in an amount determined in the range of values of N _n = (40 ÷ 50). The wingspan 1 in the direction from the fuselage of the aircraft to the airborne landing gear 2 ribs made with decreasing midship height ribs. The minimum midsection of the peripheral rib OCHK 22 has a height less than the height of the midsection of the side rib in N _m.n. time. The quantitatively indicated excess of the midship height of the side rib is determined in the range of relative values of N _nm.m.n. = H _{max m.n.cc./} H _{min m.n.count} = (5.99 ÷ 8.47) times.

Wing 1 is made with a ratio of the lengths L _x.k.1 and L _{x.k.2 of the} sections of the tail edge 6 of the wing 1 before and after the break point 8, defined in the range of values L _x.k.1 : L _x.k.2 = (0.44 ÷ 0.61), where L _x.k.1 - the length of the tail edge 6 from the fuselage of the aircraft to the break point 8 of the specified edge in the plan; L _x .

Part of the area ΔF ₁ 31 of the half-span of wing 1 in plan view in projection onto the wing base plane, counting from the side of the fuselage to the reference plane 32, which is parallel to the vertical plane of symmetry 5 of the aircraft and passes through the break point 8 of the tail edge 6 of wing 1 and conditionally divides the wing area the aircraft in half in two parts ΔF ₁ 31≅ΔF ₂ 33 located beyond the break point 8 of the mentioned edge 6 of the peripheral part of the half-wing of wing 1 and may alternatively correspond with the area ΔF ₁ 31 as N _ΔF1 / _ΔF2 = 1.0 (± 4.7 %) ÷ 1.0 (± 4.7%). And the dimensionless value F _{points / kchk} the area ratio F _points 34 and F _kchk 35 of the bearing part of the caisson half-wing in the plan is defined in the range of values F _{pts / kchk} = F _points : F _kchk = (0.84 ÷ 1.18) × 10 ^-1 .

Relative area ΔF _a.p. 36 of the aerodynamic surface of the caisson 9 in terms of ψ = ΔF _a.p.k. / F _o.p. = (0.43 ÷ 0.61) from the total surface F _o.p. 37 wing, creating aerodynamic lift. Surface F _o.p. 37 includes the total area ΔF _p.yak. surfaces of the aerodynamic quality control elements of the wing, directly involved in creating aerodynamic lift in flight, F _o.p. = (ΔF _a.p.c. + ΔF _p.yak. ) [M ² ].

The transverse set 24 of the caisson 9 of the wing 1 includes ribs 30. The ribs 30 are divided into power ribs, ribs - partitions, ribs of limited flow of fuel and ordinary ribs (not shown conditionally). Also in transverse relative spanwise set 24 includes 38 center-beam 18. The beams 38 can be mounted alternatively with 5 parallel to the plane of symmetry of the aircraft in an amount of N _B.Ts. = (4 ÷ 8).

The ribs 30 of the transverse set 24 are placed between the front 25 and rear 26 side members with a decrease in length L _n. subsequent ribs along the length of the CCF 7 and the SCF 22 is proportional to the decrease in the width of the caisson 9, and the midsection height N _m. relative to the aerodynamic profile of wing 1 to a maximum of twice the height of the stringers 29 of the skin panels 27, 28 of the caisson 9 of wing 1 as you move away from the fuselage of the aircraft.

The task of the group of inventions related to a single creative concept in the part of the wing box of the aircraft is solved by the fact that the box 9 for performing the functions of the bearing part of the wing 1 is endowed with a box-shaped power frame, it is made prefabricated by the number of technological units of the wing and includes a node of the central part of the wing of the Central Control Committee 18 - center section which is mounted in one piece with the fuselage and is rigidly hermetically connected to the composite caisson 9 of the left 19 and right 20 of the wing consoles 1. Each of these consoles 19 and 20 includes an operational one-piece the wing with the center section box 18 part of the wing КЧК 7, detachably connected to the detachable part of the wing ОЧК 22. The cantilever part ОЧК 22 is endowed with a technological unit of the “vertical” wing tip ВЗК 2 mounted on the peripheral end.

The ratio of the lengths of the indicated parts of the wing is accepted in the range of values (CCC) :( CCC) :( SCC) = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95). The indicated parts of the caisson 9 are connected by the wingspan 1 through the technological joints of the CCC with the CCC 21 of at least two front and rear power spars; in this case, the CCC casing, rectangular in plan, is made with the aspect ratio B / L defined in the range B / L = (0.77 ÷ 1.09), where B is the size of the center section along the fuselage length [m], L is the same, according to wingspan; the power frame of the caissons of the indicated parts of the caisson 9 of the wing 1 is formed by elements of the longitudinal 23 and transverse 24 sets, the first of which includes the mentioned front 25 and rear 26 side members and reinforced stringers 29 profiled panels of the upper 27 and lower 28 skins forming sections of a supercritical aerodynamic profile (conditionally not shown) wing box 1. In addition, the longitudinal set of wing elements of the frame of the CSCC caisson frame additionally includes from three to seven additional side members 40.

The transverse set 24 of the power elements of the frame of the caisson 9 contains ribs 30 made in the form of beams. The ribs 30 through the stringers 29 and installed between them through one discrete interstringer compensators (not shown conventionally), oriented along the axis of the ribs 30, are connected by belts 41 with the panels of the upper 27 and lower 28 of the casing of the caisson 9.

Casing 27 and 28, reinforced by stringers 29 and connected as part of the power frame of the caisson 9 with the side members 25 and 26, as well as with ribs 30, form the profile of the bearing part of the wing 1.

In the transverse set 24, the following types of ribs 30, differentiated by the degree of polyfunctionality of the purpose, load, and design, are used: - power ribs, partitions, ribs of limited flow of fuel in a sectioned fuel tank in the central fuel cell and CCC and ordinary ribs. The panels of the casing 27 and 28 of the longitudinal power set 23 of the caisson 9 are made of variable thickness along the length. And in the transverse direction, oriented along the chord of wing 1, the panels 27 and 28 are made with alternating sections of different thicknesses with the formation on the inner side of the casing of longitudinal trough-like thickness decreases for stringers 29 (not shown conditionally). Normally, to the aforementioned trough-like reductions in the thickness of the panels 27, 28 of the casing in the sections between the stringers 29 under and above the belts of the ribs 30 along the axis of the latter, transverse internal thickenings (not shown conventionally) of the casing of the ribs 30 are made, on which the transverse inserts are placed to the height of the stringers 29 for transverse connection belt ribs with plating.

The caisson 9 is made with an aerodynamic profile of variable height and width along the span of the wing console 1. The change in the indicated parameters of the caisson 9 is expressed along the axes of the front 25 and rear 26 side members KCHK 7 and OCHK 22, with the possibility of determining specific values from the characteristic location points of the ends of the ribs 30, through averaged gradients of reducing the height from the fuselage to the “vertical" ending 2 of the expressions

G _nl = (H _{max hp-} H _{min hp} ) / L _hp = (3.1 ÷ 4.4) × 10 ^-2 [m / m] and

G _n.a.s. = (H _{max hp-} H _{min hp} ) / L _hp = (2.9 ÷ 4.1) × 10 ^-2 [m / m], where

H _{max l.p.} and H _{min l.p.} - the maximum and minimum height [m] of the front spar 25, respectively, at the fuselage of the aircraft and at the peripheral end of OCHK 22 [m]; H _{max hp} H _{min lh ..} - the same, the height [m] of the rear spar 26 at the peripheral end of OCHK 22; L _L.P. and L _hp - respectively, the length [m] of the front 25 and the rear 26 side members within (CSC + VOC).

Similarly, the parameters for reducing the width of the caisson (convergence in terms of side members 25 and 26) are expressed by the gradient

G _W.C. = (In _{high-latitude max} -V _high - _{latitude min} ) / L _c. = (0.126 ÷ 0.177) [m / m]; Where

In _k.max - maximum width [m] of the caisson 9 at the fuselage; In K. _min - the minimum height [m] of the spar 25, 26 at the peripheral end of OCHK 22; L _to. - the length of the caisson; L _to. = (L _CCC + L _CRC ) [m] in the installation plane of the wing.

The caisson 9 of the wing 1 of the aircraft can be joined by the frame of the CCF 7 to the frame of the caisson of the CCF 22 through, including the conjugation of the same sections of the rear spar 26. The latter can be coupled by constructing the axes of the mentioned sections of the spars 26 of the CCF 7 and the GLP 22 in one straight line or alternatively with micro-deviations in the plan of the axis of the root portion of the rear spar 26 from the line parallel to the CPC within the CCC by an angle in the range up to η _{1, zl} ≤ + 6.9 × 10 ^-2 [rad] relative to the direction of flight, and with the formation of a micro-fracture of the axis of the rear spar 26 in the plan at an angle with the apex at the junction point OCHK 22 with KCHK 7, defined from the specified plane to η _{2, zl .} ≤-5.2 × 10 ^-2 [rad].

The central part of the wing 1 of the aircraft - the center section 18 contains a power frame, which is made in the form of a caisson 9, assembled in one piece with the fuselage of the aircraft. The center section 18 is mounted in the lower half of the fuselage height and docked with the left and right near-end parts of the front 25 and rear 26 side members with overlapping lower sections of the power frames 42 and 43, made in the form of flat plates adjacent from the outside to the side wall of the side member 25, 26 .

The caisson 9 of the CCC 18 of the wing of the aircraft is inscribed in the ledge of the upper belt and the corresponding part of the wall of the two fuselage longitudinal beams located below it to the height difference of the beams, not less than the height of the ccc of the CCC placed in the zone of the indicated height difference without exceeding the height gap over the pressurized structure (conditionally not shown) the habitable volume of the fuselage in the central compartment of the aircraft cabin.

Caisson 9 CCC 18 has a rectangular configuration. Made with excess length L _t.ch.k. spanwise width B over _ts.ch.k. in N = L t.ch.k. / Vts.ch.k. = (1.05 ÷ 1.17) times. and includes rigidly connected with the formation of a cross power frame 44 longitudinal 23 (wing span) and transverse 24 power sets. The first of these power sets, longitudinal 23 along the wing span 1, includes the front 25 and rear 26 side members, as well as those located between them with a step frequency of γ _l ≥ (0.92 ÷ 1.38) [unit / mp] from three to seven intermediate (additional) 40 spars of the Central Control Committee. And the second of these transverse set of the power frame of the Central Control Committee 18 includes at least three power ribs. The average of these ribs is aligned with the plane of symmetry of the aircraft, cut by intermediate spars 40 into the number of sections (not shown conditionally), which exceeds the number of intermediate spars 40 by the central control unit by one. The cut sections of the middle rib are hermetically joined by the outer ends of the extreme sections to the front 25 and rear 26 side members of the CCHC 18, and the rest of the ends, including the ends of the intermediate sections, the middle rib is connected respectively to all the intermediate side members of the CCHC.

The two extreme ribs of the CCC 18 are combined with the left and right sides of the fuselage (not shown conditionally). The extreme side members and ribs of the CCC 18 are rigidly connected along the contour of the caisson with the panels of the upper 27 and lower 28 skins. Power plating 27 and 28 are made of variable thickness δ _about. from the minimum δ _{min vol.} at the front 25 to a maximum δ _{max vol.} at the rear 26 side member satisfying the condition δ _{max vol.} ≥1.2 δ _{min rpm} Casing panels 27 and 28 are endowed with stringers 29 of longitudinal power set (wing span) with the formation of a combined structure in the form of a casing rigidly connected to stringers 29. Stringers 29 are located between additional 40 and the main front 25 and rear 26 side members 18 of the central control unit with a step frequency γ _st.schk defined in the range of values of γ _st.stschk = (4.39 ÷ 6.19) [units / m. The combination of casing panels 27, 28 with stringers 29 located in the indicated frequency range ensures optimal achievement of the claimed technical result, working to increase the general and local stiffness, moment of inertia of casing panels 27, 28 and the bearing capacity of the frame of the central circulating center 18 as a whole by a value sufficient in order to perceive and ensure the necessary excess of bearing capacity for design combinations of maximum static and dynamic loads on wing 1 with a safety factor of at least 1.2 times. In the framework of the implementation of the group of inventions related by a single creative concept, the claimed technical result is achieved with the optimal ratio of material, labor and energy costs for the manufacture of the structure while ensuring an increased resource of the wing 1 of the aircraft. Going beyond the range found in the group of inventions related by a single creative concept, the optimal frequency of the stringers 29 of the casing 27 and 28 in the direction of increasing the frequency of the stringers 29, non-compliance with the declared ranges of thickness parameters of the casing 27 and 28 of the casing 9 leads to an unjustified increase in material and labor manufacturing and installation of frame elements and not achieving the claimed technical result in the form of the required adequate increase in strength, stiffness characteristics and structural resource. The transcendent location of the stringers 29, which was not provided for by the frequency range found in the group of inventions, leads to the need for an unjustified compensation increase in the thickness of the skin 27 and 28 and, therefore, to an unreasonable increase in the material consumption of the caisson 9 structure and not to achieve the claimed technical result.

The caisson 9 of the CCC 18 includes the front 25 and rear 26 spars of the CCC 18 oriented along the wing span from the longitudinal power set of the caisson 9 of the wing 1 and from four to eight intermediate spars 25 and 26.

The caisson 9 of the central control unit 18, which is integral with the fuselage, is rigidly connected by the power elements of the joints to the left 19 and right 20 console parts of the KCHK 7 wing that are inseparable in operation. Each of the KCHK 7 parts is detachably connected along the wingspan 1 with the detachable wing section of the KCHK 22.

In the claimed group of inventions connected by a single creative concept, the front spar 25 of the caisson 9 of the wing 1 is developed.

Spar 25 is designed as a front continuous three-span bearing beam of wing box 9. The average span 25 is supported at the ends by power frames of the fuselage 42 and 43 along the borders of the central part of the wing (CCC) 18 in the area of the left and right side ribs 45, combined with the fuselage .

The central span of the spar 25 through the rigid joints by the ends is connected to the left 19 and right 20 cantilever sections of the spar 25 of the power frame 9 of the caisson of the wing consoles 1. Each of which contains a section of the console part of the wing (CCC) 7, which is integral with the central section of the front spar of the CCC 18 and detachably docked with the front spar section 25 of the detachable wing part (GL) 22.

1 spanwise spar 25 within each of said wing portions is formed a continuous length, and the length L _{l.tschk, l.kchk} L, L _l.ochk spar portions 25 composed of the longitudinal force of each set of wing parts 1 are defined in the range of ratios L _ccc : L _ccc : L _points = 1: (3.1 ÷ 4.38) :( 0.77 ÷ 1.09).

In cross section, the spar 25 has the shape of a composite channel including a wall 46 in the form of a plate supported by rigidly connected struts 47. The racks 47 are made of elements of a corner and Z-shaped profile or of variable cross-section in height in the attachment zones on the front spar 25 of the power units mechanization of the wing - shaft 53, torque reducer 54, screw mechanism 55 and rail 56 of the slat 57, changing the aerodynamic quality of wing 1. Most of the struts 47 are located on both sides of the wall 46 of the spar 25 with nym offset part of the last step. The wall 46 of the spar 25 is framed by prefabricated upper 48 and lower 49 belts. Belts 48, 49 are made of linear elements of an asymmetric angular profile with a longitudinal spar 25 variable in cross-sectional area and a ratio of the height and width of the shelves 51, 52 of belt elements 48, 49 over most of the length of the spar 25. These belt elements are rigidly lapped with their vertical wall 50 with the wall 46 of the spar 25, and the flanges 51, 52 of the corner element of each said belt 48, 49 face the inside of the caisson 9 and adaptively deviated from the horizontal to the interface with the upper 27 or lower 28 casing, respectively Sona 9.

The wall 46 of the spar 25 of the consoles 19, 20 of the wing 1 is made of variable height along the span of the wing 1. The height of the wall 46 of the spar 25 decreases from the fuselage of the aircraft to the “vertical” wing tip (WZC) 2 with a gradient of height change G _Hl , defined in the range of values of G _HL = (H _{max l.} -H _{min l.} ) / L _l. = (3.1 ÷ 4.4) × 10 ^-2 [m / m]. Here H _{max l.} - the maximum height of the front spar 25 at the fuselage of the aircraft [m]; H _{min l} - the same, the minimum height at the WZK 2, and L _l. = (L _kchk + L _points ) - the total length of the spar 25.

Within each cantilevered technological node of wing 1 (CCC 7, CCC 22), the wall 46 of the spar 25 is made in the form of a trapezoidal or quasi-trapezoidal plate with short ends Hmax and Hmin and long upper and lower sides within CCC 7 and SCC 22. Altitude ratio the ends of the spar 25 in KCHK 7 is defined in the range of values of H _{max kchk} : H _{min kchk} = (3.45 ÷ 4.88). And in the GLASS 22 H _{max points} : H _{min points} = (1.11 ÷ 1.57).

On the inner side, the wall 46 of the front spar 25 along the entire length of the caisson 9 is rigidly connected to the mating ends of the ribs 30.

On the front quarter of the length of the spar 25, counting from the side of the fuselage, the ribs 30 are arranged with a fan-shaped step-by-step change in the angle α _u.p. the inclination of the axis of each subsequent rib 30 to the installation plane of the wing (CCP) in plan from α _cp.max = (π / 2 + ϕ _cp ) = (1.66 ÷ 2.34) _{1, 95} [rad], up to α _s.p.c.min = (π / 2).

On the rest of the length of the wing 1, the ribs 30 are located normally to the CPC and are docked to the wall 46 of the spar 25.

The spar 25 as a longitudinal power element of the caisson 9 of the wing 1, is rigidly hermetically connected to the panels of the upper 27 and lower 28 power casing of the caisson 9, reinforced by the stringers 29 of the longitudinal power set 23.

The longeron 25 along the length of the rigidly connected to the design of the nose portion 58 of the wing 1 with the possibility of perception of the spar loads from the slat 57 through the screw mechanisms 55, the support system of the carriages 59, and the direct perception of aerodynamic loads from the incoming flow transmitted through the upper 60 and lower 61 of the nose shell 58 wing 1 with the slat 57 released, and also through the beam 62 of the nose part 58 of the wing 1 and the gear system 54 and the bearings 63 of the screw mechanisms 55 and the carriages 59 of the slat 57, each attached to the spar 25 through the supporting Holes 47 of the wall 46.

At least 11 holes for passing the free ends of the power screw 64 and at least 20 openings for passing the free ends of the rails 56 of the slat mechanization 57 can be made in the wall 46 of the spar 25. The openings for the power screws 64 can be provided with a rigid double-sided compensation frame (conventionally not shown). The outer part can be endowed with a pair of eyes (not shown conditionally) for hinging the gearbox of the aforementioned screw 64 for mechanizing the slat 57. On the inner side of the caisson 9, the wall 46 of the longeron 25 is endowed with a casing 65 that hermetically separates the working oscillation region of the screw 64 from the cavity of the caisson 9, combined with wing fuel tank 1.

The said openings for passing through the wall 46 of the spar 25 of the ends of the rails 56 of the mechanization of the slat 57 are provided with a contour compensating force frame 66 of the wall 46 of the spar 25 from the inner side facing the cavity of the caisson 9. The frame 66 can be endowed with a hermetic casing 65 separating the movable end of the rail 56 from the zone of the fuel tank (not shown conditionally) the cavity of the caisson 9 in the wing 1.

On the part of the length of the wing 1, following the portion of the fan-shaped arrangement of ribs 30, the latter can be docked normally to the UPK with the average step frequency γ _nl. defined in the range of values

γ _nl = N _n / L _Δl (1.26 ÷ 1.77) _1.48 [u / m]. Here L _Δl - part of the length of the front spar 25 KCHK 7, following the plot fan-shaped arrangement of ribs 30; N _n - the total number of ribs 30 in the specified total area of the front spar 25.

The same connection of the ribs 30 with the front spar 25 can be prolonged to the full length of the OCHK 22 of the front spar 25.

The wall thickness 46 of the sections of the spar 25 in KCHK 7 and OCHK 22 can be made variable with a slight overall decrease in the scope of KCHK 7 and with significant local thickness increases up to two or more times in the areas of application of concentrated loads from engine pylons (not shown conventionally). A similar variation of the wall thickness 46 can be performed in the areas of attachment to the spar of the elements of the power drive of the slat 57 of the wing mechanization system 1 (carriages 59, transmission shaft 53 and cutouts for rails 56 and screw mechanisms 55 of the drive sections of the slat 57) with respect to the average calculated thickness at the same wall sections 46.

The rear spar 26 is made as a cantilever beam over the wingspan 1 of the aircraft as a part of the longitudinal set of 23 power elements of the caisson 9. The spar 26 consists of sections of the spar of the joined parts of the technological assembly of the wing 1. Namely, it represents one of the main power element of the longitudinal set 23 of the central part (CCC) 18. And it is part of the consoles of each half-wing 19, 20, including the portion of the spar 26 of the console part of the wing (CCC) 7, which is inseparably in operation docked with the portion of the rear spar 26 of CCC 18. And detachably connect van with a rear spar 26 of the detachable part of the wing (OCHK) 22.

In terms of the wing span, the rear spar 26 is made of continuous length within each of the indicated parts 19, 20 of wing 1. And the lengths are L _l.schk , L _l.sch. , L _l.s. defined in the range of ratios L _ccc : L _ccc : L _sc = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95),

In cross section, the rear spar 26 has the shape of a composite channel. The wall 46 of the spar 26 is made in the form of a plate, supported on both sides by rigidly connected uprights 68. The uprights 68 are made on free sections of the corner and Z-shaped profile, inclusive, and to increase the local and general stability of the uprights 68 are located on both sides of the wall 69 along the length spar 26 with mutual displacement by part of the pitch of the racks.

On the sections of the hinge on the spar 26 of the units of mechanization of the wing 1 of the rack 68 are made with a variable height increase in the area and moment of inertia of the cross section.

The wall of the spar 26 is framed by the upper 70 and lower 71 belts. The shelves 72 and 73 of the belts 70 and 71 of the rear spar 26 are turned into the caisson 9 towards the mating shelves 51 and 52 of the front spar 25. The belts 70 and 71 are made of prefabricated linear elements of an asymmetric angular profile with a variable length of the spar 26 cross-sectional area and height and the widths of the shelves 72 and 73 of the belt elements over most of the length of the spar 26. These elements of the belts 70 and 71 are rigidly lapped with their vertical wall 74 and 75 to the wall of the spar 69. Moreover, the shelves 72 and 73 of the corner element of each mentioned oyasa 70 and 71 of the spar 26 adaptively inclined from the horizontal to the coupling respectively with the top 27 or bottom 28 of the box casing 9.

The wall 69 of the spar 26 along the wing span 1 is made of variable height, decreasing within each cantilever technological node of the wing 1 (KCHK 7, OCHK 22), respectively, in KCHK 7 from the aircraft fuselage to the junction with OCHK 22 and within the OCHK from the junction with KCHK to the junction with the “vertical” wingtip (WZK) 2. Wall 69 has the shape of a trapezoidal plate with short ends, respectively, with a height of H _{max L. CCC} and H _{min L. CCC} , as well as H _{max l. point} and H _{min L. point} and with long upper and lower sides within each of the specified technological node KCHK 7 and OCHK 22.

The ratio of the heights of the ends of the spar 26 within KCHK 7 is determined in the range of values of H _{max L. kchk} : H _{min l. kchk} = (3.12 ÷ 4.40), and within the bounds 22 defined in the range of values of H _{max L. point} : H _{min l point} = (1.25 ÷ 1.76).

The indicated parts of the rear spar 26 are made with averaged gradients of wall height variation along the wing span G _{H l kchk} . Including for CCF 7 with a gradient defined in the range of values of G _{H l kchk} = (H _{max l. Kchk} -H _{min l. Kchk} ) / L _{l. kchk} = (2.9 ÷ 4.1) × 10 ^-2 [m / m]. Here H _{max l kchk.} - the maximum height of the rear spar 26 KCHK 7 at the aircraft fuselage [m]; H _{min l kchk} - the same, the minimum height of the spar 26 KCHK 7 at the junction with OCHK 22; L _{l kchk.} - the length of the rear spar KCHK 7; and for GOG 22 with an averaged gradient of G _{H l points} , defined in the range of values of G _{H l points} = (H _{max l. points} -H _{min l. points} ) / L _{l. Ccb} = (0.015 ÷ 0.022) _0.018 ; where H _{max l points.} - the maximum height of the rear spar 26 at the junction with the CCF 7 [m]; H _{min l points} - the same, the minimum height of the rear spar 26 at the junction with IBD 2, and L _{l points.} - the length of the rear spar OCHK 22.

For most of the length of wing 1, ribs 30 are docked to the wall of the rear spar 26 normally to the installation plane of wing 1 of the CPC.

Spar 26, being one of the main elements of the longitudinal power set 23 of the caisson 9 of wing 1, can be rigidly connected to the panels of the upper 27 and lower 28 power casing of the caisson 9, reinforced by stringers 29 of the specified longitudinal power set 23. The spar 26 can also be rigidly connected by the length with the supporting structures of the system of mechanization elements of the tail of the wing 1 - flaps 11, 12, 13, ailerons 15, 16, spoilers 17, brake flaps 14.

The spatial evolution mechanism in the range “flap retracted” - “flap released” can be made with the possibility of transferring loads from the suspension of the aerodynamic quality control elements of wing 1. Including the movement mechanism of the middle flap 12 can be configured to transfer loads through a movable carriage (not shown conditionally) pivotally attached to the nose of the flap (not shown conditionally). And the carriage itself is pivotally supported from two sides by paired groups of rollers on the flange of the rail beam (not shown conditionally) of flap mechanization. It is interfaced with the spiral of the gearbox screw (not shown conditionally) of the wing mechanization system with the transmission of forces through the power bracket 76, to the belts and the wall 69 of the rear spar 26 strengthened by external power struts 77.

The wall thickness 69 of the spar 26 in KCHK 7 and OCHK 22 is made variable with a slight overall decrease in wing span 1 and significant local thickness increases up to two or more times in the areas of application of concentrated loads from engine pylons, and in the areas of attachment of 69 elements of mechanization means to the wall the rear of the wing 1 relative to the average estimated thickness in the same section of the wall length 69.

In addition, on the part of the length of the wing 1, following the portion of the fan-shaped arrangement of ribs, the ribs 30 are docked to the wall 69 of the rear spar 26 normally to the CCP with an average relative step frequency γ _nl defined in the range of values

γ _nl = ΔN / ΔL = (1.19 ÷ 1.69) _1.41 [units / mp.]. Here ΔN is the number of ribs 30 in the caisson KCHK 7 located behind the area of the fan-shaped arrangement of ribs; ΔL is the length of the section of the caisson 9 KCHK 7 with ribs 30 located normally to the CPC.

An example implementation of a group of inventions. The wing structure, the main components and structural elements are made of aviation materials such as D16T, steel, titanium alloys, as well as carbon fiber, fiberglass and laminated materials such as honeycomb, followed by multilayer coating on the inner surfaces of the supporting structures - ribs, spars, joints with panels of skin.

The bearing panels of the casing are made by cutting and subsequent milling of metal plates with the formation of longitudinal grooves between the ribs and transverse thickenings under the ribs.

The caisson wings are assembled on a slipway. Lay out the panels of the upper and lower skins. Install on the stringer panels, connect: panels equipped with stringers with a caisson frame. The assembled caisson CCC is mounted on a slipway through the butt elements with the caisson CCC. Then, in a similar manner, the caisson OChK is attached to the coffer of the CCC. Mount the nose and tail parts of the wing, drive units of wing mechanization. The elements of the wing aerodynamic quality control surface are installed - sections of slats, inner, middle and outer flaps, ailerons, spoilers and brake flaps.

An example of an airplane wing. The wing of the aircraft is stationary for static loads from the dead weight of the wing consoles suspended from the wing of the engine and the weight of the fuel in the sectionalized fuel tanks placed symmetrically in the consoles. The load from the consoles is transferred to the center section mounted in the aircraft fuselage and through the fuselage to the aircraft landing gear. In extreme weather situations, the wing can take significant temporary loads from the hurricane wind of hydrometeors in the form of snow, hail and ice rain.

There are three stages of wing operation - in take-off and landing mode and in flight mode at cruising speeds. The takeoff mode is associated with the start of the take-off by a set of speed and aerodynamic lift of the wing.

To reduce the time and take-off distance by means of wing mechanization, slats and flaps are released to the maximum value, maximizing the aerodynamic quality of the wing lift. After the airplane has torn off from the runway as the speed increases in the air, the release of the aforementioned elements of the aerodynamic quality control of the wing — slats and flaps — is gradually removed and the landing gear removed, including partially in the wing compartments. A regular flight of the aircraft is performed at cruising speeds with the flaps completely flap retracted, aligning, if necessary, flight parameters with other aerodynamic wing quality control elements, including ailerons and interceptors. In the approach and landing mode, they perform actions with the aerodynamic quality control elements of the wing and landing gear in the reverse order of actions during take-off.

The technical result of a group of inventions related by a single creative concept is achieved with the values of the parameters found in the inventions of the group and taken within the ranges given for the corresponding parameter of the object in the claims. And when the parameter value goes beyond the range specified in the formula, the technical result cannot be guaranteed due to unacceptable mismatch with other related parameters of the object and group of inventions.

So, the angle of swept deflection of the line of tops of the frontal edge α _lk found in the invention for an airplane wing wing relative to the plane normal to the plane of symmetry of the aircraft, ensures the achievement of a technical result with the parameters of the angle α _lk = (0.47 ÷ 0.66) [rad] and does not guarantee the achievement of the desired result with values of the angle α _lk less than 0.47 [rad], since at such values of the angle the ratio of the aerodynamic quality of the wing and the specific material consumption per unit area of the wing is significantly deteriorated. And at values of α _l. more than 0.66 [rad] significantly increases the material consumption of the wing per unit of lift for a wide-body long-range aircraft.

Similarly, the configuration found in the group of inventions made with a kink of the tail edge of the wing and the angular configuration parameters of the tail edge of the wing in plan up to β _x.k.1 = (0.14 ÷ 0.20) [rad] and after the break point β _{x.k .2} = (0.31 ÷ 0.43) [rad], provide an optimal wing layout with placement of up to 90% of the volume of the fuel tank installed in the wing in the area up to the break point of the tail edge, as close as possible to the fuselage, and the maximum of the aerodynamic lift share forces of the corresponding part of the wing area. As a result, the greatest reduction in the material consumption of the wing structure is achieved with the optimal compromise of combinations of static and dynamic design loads. Going beyond the accepted in the invention ranges of values of the angles β _h.k. 1 = (0.14 ÷ 0.20) [rad] and β _h.k.2 = (0.31 ÷ 0.43) [rad] leads to unbalancing of geometric parameters and a sharp increase in the material consumption of the wing.

The ratios of the ranges of the parameters of the lengths of the wing parts (CCC) :( CCC) :( CCC) = 1: (2,93 ÷ 4,14) :( 0 are also triggered to achieve the claimed technical result, found in a group of inventions related by a single creative concept: , 67 ÷ 0.95), optimally sharpened for the design parameters of the wing of wide-body long-haul passenger and cargo aircraft. Going beyond the specified parameters of the ratio of the lengths of the wing parts to any of the specified boundaries of the ranges of the relative lengths of the CCC, CCC and CCC the achievement of the claimed technical result is not guaranteed due to the unbalancing of the specific contribution of one or another part of the wing to the creation of the specific required lift per unit of material consumption of the wing.

The ranges of geometric parameters of the caisson, center wing and wing spars found in the group of inventions work similarly to achieve the claimed technical result by the general constructive composition of the wing, providing optimum aerodynamic quality, reliability and resource of the wing, safety and reliability of flights, while reducing material and energy consumption during the manufacture of the wing and operation the plane.

Claims (9)

1. The wing of the aircraft, characterized in that it is swept in plan and equipped at the ends with a vertical wingtip (BLC) with an angle α _lk - arrow-shaped deviation of the line of tops of the frontal edge (spouts) of the wing from the plane normal to the plane of symmetry of the aircraft, defined in the range of α _lk = (0.47 ÷ 0.66) [rad]; the tail edge of the cantilever part of the wing is made with a kink in the plan at angles β _{h.k. 1} and β _{h.k. 2 of} swept deviation from the plane normal to the plane of symmetry of the aircraft, portions of the tail edge of the wing before and after the kink, defined in the ranges of values β _х.к.1 = (0.14 ÷ 0.20) [rad], β _х.к.2 = (0.31 ÷ 0.43) [rad], where β _x.к.1 - deviation angle in plan from the aforementioned plane of the tail edge portion from the fuselage to the break point of the edge of length L _x.k.1 ; β _{h.k. 2} = (β _{h.k. 1} + Δβ _h.k. ) [rad], where β _{h.k. 2} is the same, the angle of deviation of the tail edge portion from the fracture point to the IBD of length L _{x. K.2} ; Δβ _h.k. - the angle between the prolonged sections of the edge line before and after the break point of the wing tail contour in the plan; the wing of the aircraft includes a supporting structure with a frame in the form of a caisson and a system of surfaces for controlling the aerodynamic quality of the wing, which represents the mechanization of the wing and includes slats, flaps, brake flaps, ailerons, spoilers, movably attached to the supporting structures of the wing box and connected to the actuators of the control system mechanization of the wing with the ability to perform spatial evolutions of changes in the aerodynamic quality of the wing at different stages of flight; moreover, the supporting structure of the wing includes a rigidly connected center section (CSC) and symmetrical hermetically adjacent to it through a one-piece in-service butt assembly (not shown conditionally) of the left and right half-wing consoles; each of the consoles consists of two parts, a one-piece console part (CCC) of the wing, which is tightly adjacent to the center section, and connected to it in each half-wing through a detachable butt assembly of the detachable part of the CC; the indicated parts of the wing are made with the ratio of lengths defined in the ranges of values (CSC) :( CSC) :( CSP) = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95); wherein the power box of the caisson of said wing parts is formed of elements of longitudinal and transverse sets, the longitudinal set of the power box of the caisson of each of these wing parts is formed of elements oriented along the wing span and includes at least the front and rear spars, as well as rigidly connected by them, in the composition of the CCHK, KChK and OCHK, the upper and lower power casing made of panels reinforced with stringers of a longitudinal set placed within the indicated parts of the wing with a step frequency defined in apazone γ _sh.ch.st. = (4.64 ÷ 6.55) _(5.46) [unit / rm]; the transverse set of the frame of the caisson of the indicated parts of the wing consists of ribs installed between the front and rear spars and made in CCF and PF with a decrease in length L _n. and midship heights N _m each subsequent rib more distant from the fuselage as a function of decreasing height H _m.k.i. midsection L _н.i ; = f (B _к.i .; L _к.i. ) and width В _{к of the} aerodynamic profile L _к.i. caisson H _m.i. = f (H _mk.i .; L _k.i. ), moreover, the cross section of the wing box is composed of ribs that form the wing aerodynamic profile with skin, each wing console contains ribs in an amount defined in the range of values of N _n = (40 ÷ 50) with a decrease in the height of the minimum midsection of the peripheral rib of the ocular segment relative to the height of the midsection of the side rib in N _m.n. times, which is quantified in the range of relative values from the expression N _n.m.n. = H _{max m.n.cc./} H _{min m.n.count} = (5.99 ÷ 8.47) times. 2. The wing of the aircraft under item 1, characterized in that the ratio of the lengths L _x.k.1 and L _x.k.2 sections of the tail edge of the wing is defined in the range of values L _x.k.1 : L _x.k.2 = (0.44 ÷ 0.61), where L _x.к.1 - the tail edge length from the fuselage to the break point of the specified edge in the plan; L _x.k.2 - the same, the length of the section of the tail edge of the wing from the point of break in plan to the IBD; in addition, part _{of the} half-span area ΔF _{1 of the} wing projected onto the wing base plane, counting from the side of the fuselage to a conventional plane parallel to the vertical plane of symmetry of the aircraft and passing through the break point of the wing tail edge, corresponds to the area ΔF _{2 of the} peripheral part of the half-span of the wing, located beyond the break point of the mentioned edge, as N _ΔF1 / _ΔF2 = 1.0 (± 4.7%) ÷ 1.0 (± 4.7%), and the dimensionless value F _{points / kchk} area ratio F _points and F _kchk carrier part of the caisson half wing in terms of defined in the range of values F _{points / kchk} = F _point : F _kchk = (0.84 ÷ 1.18) × 10 ^-1 ; the relative area ΔF _a.p. the aerodynamic surface of the bearing part of the wing (caisson) in the plan is ψ = ΔF _a.p.k. / F _o..p. (0.43 ÷ 0.61) from the total surface F _o.s.p. wing, creating aerodynamic lifting force and including the total area ΔF _p.a.s. surfaces controls wing aerodynamic control directly involved in creating aerodynamic lift of the aircraft in flight, there F _o.p.k. = (ΔF _a.p.c. + ΔF _p.yak. ); the transverse set of the wing box includes the box ribs, which are subdivided into power ribs, partition ribs, ribs of limited flow of fuel and ordinary ribs; and also N _b.ts. beams of the center section in the amount of N _b.ts. = (4 ÷ 8) installed parallel to the axis of the aircraft; while the ribs are placed between the front and rear spars and are made in CCF and PF with a decrease in length L _n. midship N _N.M. subsequent ribs as you move away from the fuselage and the height relative to the aerodynamic profile of the wing maximally double the height of the stringers of the panels of the skin of the wing box. 3. The wing box of the aircraft, characterized in that it is endowed with the function of the load-bearing part of the wing, has a box-shaped power frame, is made prefabricated by the number of technological units of the wing, and includes a node of the central part of the wing (CSC) - a center section that is mounted in one piece with the fuselage and is rigidly hermetically connected to the composite caisson of the left and right wing consoles, each of which includes the wing part (CSC), which is operationally inseparable with the center section coffer, detachably connected to the detachable part of the wing, endowed with a mounted annym the distal end processing unit vertical winglets (IBD); the ratio of the lengths of these modules is accepted in the range of values (CSC) :( CSC) :( CSC) = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95); these parts of the caisson are connected by wing span through technological joints by at least two front and rear power spars; while the cccon of the central control panel, rectangular in plan, is made with the aspect ratio B / L defined in the range B / L = (0.77 ÷ 1.09), where B is the size of the center section along the fuselage length [m]; L is the same in terms of wing span; the power frame of the caissons of the indicated modules of the wing portion of the wing is formed by elements of the longitudinal and transverse sets, the first of which includes the front and rear spars and stringer-reinforced profiled panels of the upper and lower skins forming sections of the supercritical aerodynamic profile of the wing portion; and the power frame of the Central Control Commission additionally includes from three to seven intermediate spars; and the transverse set of power elements of the frame of the caissons contains ribs that form the specified profile of the wing carrier, made in the form of beams connected by belts to the upper and lower casing of the caisson through stringers, and installed with them through one discrete interstring compensators oriented along the axis of the ribs; moreover, in the transverse set, the following types of ribs, differentiated by the degree of polyfunctionality of the purpose, load, and design, are used: ribs, parting ribs, ribs of limited flow of fuel in a sectioned fuel tank in the central control unit and central control unit and ordinary ribs; and the lining panels of the longitudinal power box of the caisson are made of variable thickness along the length and alternating sections of different thicknesses in the direction along the wing chord with the formation on the inner side of the lining of longitudinal trough-like thickness decreases for the stringers and normal to them transverse internal thickenings of the lining located between the stringers along the axis of the ribs, while the caisson is made of variable height and width along the span of the wing console, expressed along the axes of the front and rear spars of the CCC and the SCC, with characteristic points along the ends of the ribs, averaged gradients of decreasing height from the fuselage to the IBD G _nl = (H _{max hp-} H _{min hp} ) / L _hp = (3.1 ÷ 4.4) × 10 ^-2 [m / m] and G _n.s. = (H _{max hp-} H _{min hp} ) / L _hp = (2.9 ÷ 4.1) × 10 ^-2 [m / m], where H _{max l.p.} and H _{min l.p.} - the maximum and minimum height [m] of the front spar, respectively, at the fuselage of the aircraft and at the peripheral end of the BOC [m]; H _{max hp} H _{min hp} - the same, the height [m] of the rear spar at the peripheral end of OCHK; L _L.P. and L _hp - respectively, the length [m] of the front and rear side members within (CSC + CLC); and the gradient of reducing the width of the caisson (convergence of the side members) G _sh.k. = (In _{sh.k. max} -V _{sh.k. min} ) / L _to. = (0.126 ÷ 0.177) _0.148 [m / m], where In to _max - the maximum width [m] of the caisson near the fuselage; In K. _min - the minimum height [m] of the spar at the peripheral end of OCHK; L _{k -..} L _{to the} length of the caisson = (L + L _{POINTS CCC)} [m] in the mounting plane of the wing. 4. The wing box of the aircraft according to claim 3, characterized in that the CCC box is connected to the CCC box with the pairing of the joined sections of the rear side member in one straight line or, optionally, with micro deviations along the axis of the root section of the rear side member within the CCC by an angle up to η _{1, zl} ≤-6.9 × 10 ^-2 [rad] relative to the direction of flight and with the formation of a micro-fracture of the axis of the rear spar in the plan at the point of connection between the BF and CSC at an angle in the interval up to η _{2, p.} ≤ + 5.2 × 10 ^-2 [rad]. 5. The central part of the wing of the aircraft is the center section, characterized in that the power section of the center section is made in the form of a caisson, assembled in one piece with the fuselage of the aircraft, mounted in the lower half of the height of the fuselage, with which it is lapped with the end part of the front and rear side members with end elements of the power frames made in the form of flat plates adjacent from the outer side to the side member wall, in addition, the coffer of the central control panel is inscribed in the ledge of the upper belt and the corresponding part of the wall located under it two one-piece fuselage beams to a depth difference between the heights of the beams, not less than the height of the coffer CCC placed in the zone of the indicated height difference without exceeding the height gap over the pressurized structure in the central compartment of the aircraft cabin; moreover, the caisson of the central wing of the aircraft wing has a rectangular configuration in plan, made with an excess of the length L _c.ch.k. wing span over breadth B _t.ch.k. in N = L t.ch.k./Vts.ch.k. = (1.05 ÷ 1.17) times and includes longitudinal (along the wing span) and transverse power sets rigidly connected with the formation of a cross power frame, in the first of which, longitudinal in wing span, includes the front and rear spars, as well as three to seven intermediate spacers located between them with a step frequency of γ _l ≥ (0.92 ÷ 1.38) [unit / mp] ) side members of the Central Control Committee; and the second of these, the transverse set of the CSC power frame, includes at least three power ribs, the middle of which is aligned with the plane of symmetry of the aircraft, cut by intermediate spars by the number of compartments, which exceeds by one a number of intermediate CCU spars and the ends of the edge sections of the ribs joined by power connections to the front and the rear side members of the central control unit, and the remaining ends of the sections, including the intermediate ones, respectively, with all the intermediate side members of the central control unit; two extreme ribs of the Cheka Central Committee combined with the left and right sides of the fuselage; extreme spars and ribs are rigidly connected along the contour of the CCC caisson with the panels of the upper and lower skins made of variable thickness δ _rev. from the minimum δ _{min vol.} at the front to the maximum δ _{max vol.} in the rear spar, satisfying the condition δ _{max vol.} ≥1.2 δ _{min rev} ; Panel facings are made prefabricated monolithic and molded endowed with longitudinal elements of the power set (spanwise) to form a composite structure in the form of plating, rigidly connected to the stringers, arranged between the intermediate and outermost spars TSCHK to walking frequency _st.tschk γ defined in the range _st.tschk γ = (4,39 ÷ 6,19) [u / MP.] oriented parallel spars TSCHK and increasing general and local hardness, moment of inertia of the carcass panels TSCHK ability and carrier frame by an amount dos atochnuyu for sensing and providing the necessary bearing capacity in excess of the estimated maximum combination of static and dynamic loads on the wing margin of safety of at least 1.2 times; wherein the CCC caisson includes the wing span oriented front and rear CCC spars from the longitudinal power set of the wing caisson and from three to seven intermediate spars; the coffer of the central control unit made together with the fuselage is rigidly connected by the power elements of the joints with the left and right integral console wing parts (CSC), each of which is detachably connected along the wingspan with the detachable wing part (OCHK). 6. A spar, characterized in that it is designed as a front continuous three-span bearing beam of a wing box, the middle span of which is abutted along the boundaries of the central part of the wing (CSC), in the area of side ribs combined with the fuselage on the power frames of the fuselage; at the same time, the central spar of the spar end faces through hard joints connected to the left and right cantilever sections of the spar of the power frame of the caisson of the wing consoles, each of which contains a section of the cantilever part of the wing (CCC), which is integral with the central part of the front spar of the CCC and detachably docked front spar of the detachable part of the wing (GL); according to the wingspan, the spar within each of the indicated parts of the wing is of continuous length, and the length is L _l.cc , L _{l. CCC} , L. _{L. the point} of the spar sections in the longitudinal power set of each wing part is determined in the range of ratios L _ccc : L _ccc : L _sc = 1: (3.1 ÷ 4.38) :( 0.77 ÷ 1.09); in cross section, the spar has the shape of a composite channel, including a wall in the form of a plate, reinforced with rigidly joined uprights of a corner and Z-shaped profile inclusive, located on both sides of the spar wall with mutual displacement by a part of the pitch of the latter and framed by upper and lower belts, which made of prefabricated linear elements of an asymmetric angle profile with a cross-sectional area variable along the length of the spar and a ratio of the height and width of the shelves of the elements of the belts to more part of the length of the spar, said elements are rigidly connected to the lap belts its vertical wall with the wall of the spar, and each shelf angular element of said belt facing the inside of the box and is inclined from horizontal adaptively to conjugation with the upper or lower shell of the box; while the span of the wing, the wall of the spar of the wing consoles is made of variable height, decreasing from the fuselage of the aircraft to the vertical wing tip (VZK) with an average gradient of G _Nl , defined in the range of values of G _Nl = (H _{max l.} -H _{min l.} ) / L _l = (3.1 ÷ 4.4) × 10 ^-2 [m / m], where H _{max l.} - the maximum height of the front spar at the fuselage of the aircraft [m]; H _{min l} - the same, the minimum height at the IBD, and L _l. - total length (L _kchk + L _points ); within each cantilever technological wing assembly (CCC, BVC), the spar wall is made in the form of a quasi-trapezoidal plate with short ends with heights Hmax and Hmin and long upper and lower sides within the CCC and the BCC; the ratio of the heights of the side members of the side members in the CCC is determined in the range of values of H _{max ccq} : H _{min ccc} = (3.45 ÷ 4.88) and in the BCP H _{max point} : H _{min point} = (1.11 ÷ 1.57); in addition, on the inner side, the wall of the front spar along the entire length of the caisson is rigidly connected to the mating ends of the ribs located on the front quarter of the length of the spar, counting from the side of the fuselage with a fan-shaped step-by-step change in the angle α _u.p. tilt axis to a mounting rib of the wing plane (CCP) in terms of α _{u.p.k. max} = (π / 2 + ϕ _s.p.c. ) = (1.66 ÷ 2.34) [rad] to α _{s.p. min} = (π / 2), and on the rest of the length of the wing, the ribs are located normally to the CPC and are docked to the side member wall; wherein the spar as a longitudinal power element of the wing box is rigidly connected to the panels of the upper and lower power shells of the box reinforced with stringers of the longitudinal power set. 7. The spar according to claim 6, characterized in that the spar is rigidly connected along the length of the wing nose structure with the possibility of receiving loads from the slat through screw mechanisms, a carriage support system and direct perception of aerodynamic loads from the incoming flow transmitted through the upper and lower casing the wing nose when the slat is released, as well as through the wing of the wing wing and the gear system and bearings of the helical mechanisms and slat carriages, each attached to the spar through the support struts wall of the latter; moreover, in the wall of the spar at least 11 holes can be made for passing the free ends of the power screw and at least 20 openings for passing the free ends of the slats mechanization rails; the openings for the power screws are provided with a rigid double-sided compensation frame along the contour, the external of which is endowed with a pair of eyes for hinging the gearbox of the said slat mechanization screw, and on the inside of the caisson with a casing tightly covering the caisson cavity in the zone of working vibrations of the free end of the screw; and the aforementioned openings for passing through the wall of the spar of the ends of the rails of the slat mechanization are provided with a contour compensating power frame of the wall of the spar and each end has a sealed casing on the inside facing the cavity of the caisson; in addition, on the part of the length of the wing following the portion of the fan-shaped arrangement of ribs, the ribs are normally attached to the wall of the rear spar to the CCP with an average step frequency of γ _nl. defined in the range of γ _nl = N _n / L _Δl (1.26 ÷ 1.77) [units / m.], Where L _Δl is the part of the length of the front spar of the CCC following the portion of the fan-shaped arrangement of ribs, plus the total length of the front spar of the CCC; N _n - the total number of ribs on the specified total plot of the front spar; the wall thickness of the spar sections in the CCC and CCC is made variable with a slight overall decrease in CCC span and significant local thickness increases up to two or more times in the areas of application of concentrated loads from engine pylons and in the areas of attachment of the front wing wing mechanization elements to the wall ( carriages, transmission shaft and cutouts for rails and screw mechanisms of the drive sections of the slat) relative to the average design thickness in the same section of the wall length. 8. A spar, characterized in that it is made as a rear cantilever beam according to the wing span of the aircraft as part of a longitudinal set of power elements of the caisson and consists of docked parts of the technological assembly of the wing, namely the central part (CCHK), and the consoles of each half wing, including the wing spar of the cantilever part of the wing (CCC), one-piece in operation docked with the rear spar of the CCC and detachably docked with the rear spar of the detachable part of the wing (CCC); spanwise rear spar formed continuous length within each of said wing portions, and the length L _{l.tschk, l.kchk} L, L _l.ochk spar sections consisting of a set of longitudinal force of each part of the wing defined ratios ranging _tschk L: L _kchk : L _points = 1: (2.93 ÷ 4.14) :( 0.67 ÷ 0.95); in cross section, the rear spar is in the form of a composite channel, the wall of which is made in the form of a plate, and to increase local and general stability, it is strengthened on both sides by vertical struts rigidly connected to it, including a corner and Z-shaped profile inclusive, located with mutual displacement to part of the last step; the side member wall is framed by the upper and lower chords, which face the caisson towards the counter flanges of the front side member, made of prefabricated linear elements of an asymmetric angle profile with cross-sectional area variable along the length of the side member and the ratio of the height and width of the shelf element shelves over most of the length of the side member of the belts are rigidly lapped with their vertical wall to the side member wall, and the shelf of the corner element of each said side member belt is adaptively off it is from horizontal to interface with the upper or lower casing of the caisson, respectively; at the same time, according to the wing span, the side member wall is made of variable height, decreasing within each cantilever technological wing assembly (CSC, OCHK), respectively, in the KCHK from the aircraft fuselage to the joint with the OCC and within the OCC from the joint with the CSC to the joint with the vertical wing tip ( IBD), in which it has the shape of a trapezoidal plate with short ends, respectively, with a height of H _{max l. CCC} and H _{min L. CCC} , as well as H _{max l. point} and H _{min L. a point} and with long upper and lower sides within each specified technological node CCC and CCC; the ratio of the heights of the ends of the spar within the CCC is determined in the range of values of H _{max L. kchk} : H _{min l. kchk} = (3.12 ÷ 4.40), and within the bounds is determined in the range of values of H _{max l. point} : H _{min l point} = (1.25 ÷ 1.76), while the indicated parts of the rear spar are made with averaged gradients of wall height variation along the wing span G _{H l kchk} , including for KChK with a gradient defined in the range of values of G _{H l kchk} = (H _{max l. Kchk} -H _{min l. Kchk} ) / L _{l. kchk} = (2.9 ÷ 4.1) × 10 ^-2 [m / m], where H _{max l kchk.} - the maximum height of the rear spar KCHK at the fuselage of the aircraft [m]; H _{min l CCC} - the same, the minimum height of the spar CCC at the junction with the CC; L _{l kchk.} - the length of the rear spar KCHK; and for the GVF with an averaged gradient of G _{H l point} , defined in the range of values of G _{H l point} = (H _{max l. point} -H _{min l. point} ) / L _{l. kchk} = (0.015 ÷ 0.022), where H _{max l points.} - the maximum height of the rear spar at the junction with the CCF [m]; H _{min l points} - the same, the minimum height of the rear spar at the junction with the IBD, and L _{l points.} - the length of the rear spar OChK; in addition, from the inside, the wall of the front spar along the entire length of the caisson is rigidly connected to the mating ends of the ribs. 9. The spar according to claim 8, characterized in that, being one of the main elements of the longitudinal power set of the wing box, is rigidly connected to the panels of the upper and lower power casing of the box, reinforced by stringers of the specified longitudinal power set, and is also rigidly connected in length to the supporting the design of the system of elements of mechanization of the tail of the wing (flaps, ailerons, interceptors, brake flaps); the mechanism of spatial evolution in the range “flap retracted” - “flap released” is configured to transfer loads from the suspension of the aerodynamic wing quality controls, including the mechanism for moving the middle flap is configured to transfer loads through a movable carriage pivotally attached to the bow parts of the flap, and the carriage itself is pivotally supported on both sides by paired groups of rollers on the flange of the flap of the flap mechanization rail, interfaced with the spiral of the gear screw with Stem lift flap to the transfer belt and efforts to strengthen the external power racks wall rear spar; moreover, the wall thickness of the spar in the CCC and the CCC is made variable with a slight overall decrease in wing span and significant local thickness increases up to two or more times in the areas of application of concentrated loads from engine pylons and in the areas of attachment to the wall of the elements of mechanization of the rear part of the wing (flap rails ) relative to the average calculated thickness in the same section of the wall length; in addition, on the part of the length of the wing following the portion of the fan-shaped arrangement of ribs, the ribs are normally attached to the wall of the rear spar to the CCP with an average relative step frequency γ _nl defined in the range of γ _nl = ΔN / ΔL = (1.19 ÷ 1.69) _1.41 [units / m.], Where ΔN is the number of ribs in the caisson of CCC located behind the area of the fan-shaped arrangement of ribs; ΔL is the length of the section of the caisson of CCC with ribs located normally to the CPC.

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