CN219927959U - Large-size high-strength light composite material tail wing structure - Google Patents

Abstract

The utility model provides a large-size high-strength light composite material tail wing structure, which comprises a stabilizer, wherein the rear side of the stabilizer is provided with an installation groove, a control surface is arranged in the installation groove and driven by a transmission shaft, the outer edge of the control surface is flush with the rear edge of the stabilizer in a normal state, and the outer surface of the control surface is in streamline consistency with the outer surface of the stabilizer; the stabilizer comprises an inner framework and a skin structure outside the inner framework, wherein the inner framework comprises a front beam and a rear beam, a plurality of reinforcing ribs are arranged between the front beam and the rear beam, one end of the front beam is provided with a T-shaped front beam butt joint section, the other end of the front beam is provided with a machine body connecting structure, the front beam butt joint section is positioned at one end close to a wing tip, and the machine body connecting structure faces one end of the machine body; one end of the back beam is provided with a T-shaped back beam butt joint section, and the other end of the back beam is provided with an outer suspension section. The tail wing provided by the utility model has the advantages of reasonable design, clear force transmission path, light structure, simple and reliable structure, low cost and convenient use and maintenance.

Description

Large-size high-strength light composite material tail wing structure

Technical Field

The utility model belongs to the technical field of aerospace, and particularly relates to a large-size high-strength light composite material tail wing structure.

Background

The working principle of the tail wing is to ensure the stability, operability and balance of the longitudinal and transverse directions of the aircraft by generating and changing lifting force, and the arrangement of the tail wing on the aircraft is mainly determined by the requirements of the operability and stability in the aerodynamic layout of the aircraft. The increase of the effective area of the tail wing, especially the horizontal tail wing, is an effective way to increase the lift force, so that the large-size tail wing is one of the development directions of modern aircraft, and in the design process of the tail wing structure, besides the requirements of aerodynamic appearance, strength and weight are guaranteed, the requirements of maintenance are considered, and the weight of the tail wing structure is as light as possible because the tail wing structure is far away from the center of gravity of the aircraft and the structural weight of the tail wing structure has great influence on the center of gravity of the aircraft. The large size of the flight is relatively disadvantageous in terms of environmental requirements, for example in terms of bird strike protection, which requires adequate strength and rigidity in the design of the flight structure, while at the same time providing good inspection visibility. In the prior art, the stabilizer of the tail wing commonly adopts the structural layout forms of beam type, single block type, multi-wall type, integral type and the like, wherein the main structural characteristics of the beam type layout are that the beam is strong in the longitudinal direction, the skin is weak, and the stringers are weak; the stringers of the monolithic layout structure are more, the skin is thicker, the cross section area of the beam edge strip is close to or slightly larger than that of the stringers, the longitudinal walls are sometimes only arranged without the spars, and the skin is a main stressed member; the multi-wall structure is provided with a plurality of longitudinal walls, the skin is thick, stringers are not arranged, and the skin is a main bending-resistant structure. The tail fin of the common structures has single performance and insufficient integrity, and weak points exist in the structure, and the integral stabilizer adopts a stabilizer structure of which the skin and the stringers are combined into an integral wallboard, but the structure is thick, the processing difficulty is high, the weight is high, and the maintenance is not facilitated.

Disclosure of Invention

In view of the above, the present utility model is directed to overcoming the defects in the prior art, and providing a large-sized, high-strength and lightweight composite tail structure.

In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:

the large-size high-strength light composite material tail wing structure comprises a stabilizer, wherein the rear side of the stabilizer is provided with a mounting groove, a control surface is arranged in the mounting groove and driven by a transmission shaft, the outer edge of the control surface is level with the rear edge of the stabilizer in a normal state, and the control surface is in streamline consistency with the outer surface of the stabilizer; the stabilizer comprises an inner framework and a skin structure outside the inner framework, the inner framework comprises a front beam and a rear beam, a plurality of reinforcing ribs are arranged between the front beam and the rear beam, one end of the front beam is provided with a T-shaped front beam butt joint section, the other end of the front beam is provided with a fuselage connecting structure, the front beam butt joint section is positioned at one end close to a wing tip, and the fuselage connecting structure faces one end of the fuselage; one end of the back beam is provided with a T-shaped back beam butt joint section, and the other end of the back beam is provided with an outer suspension section; the rear beam butt joint section and the front beam butt joint section are positioned on the same side of the inner framework and are simultaneously fixed on the wingtip box.

Further, the transmission shaft is arranged in the inner cavity of the stabilizer, one end of the transmission shaft penetrating into the installation groove is connected with the operation surface, an operation opening is arranged on the stabilizer corresponding to the transmission shaft, and an operation opening cover is arranged on the operation opening.

Further, the body connecting structure is U-shaped and comprises a main body and side plates at two sides of the main body, and a plurality of connecting holes are respectively arranged on the main body and the side plates at two sides of the main body.

Further, the front Liang Hengjie is U-shaped and includes front side plates on either side of a front Liang Tiji front beam body.

Further, the front beam butt joint section comprises front beam butt joint plates respectively arranged at the tail ends of the two front beam side plates, and the outer surfaces of the front beam side plates are protruded out of the outer surfaces of the corresponding front beam butt joint plates.

Further, the rear Liang Hengjie is U-shaped and comprises rear side plates at two sides of a rear Liang Tiji rear beam body.

Further, the back beam butt joint section includes the back beam butt joint board that two back beam curb plate ends set up respectively, and back beam curb plate surface all stands out in its back beam butt joint board surface that corresponds, makes the wingtip box assemble behind the skeleton, wingtip box both sides surface respectively with the front beam curb plate surface parallel and level that corresponds, skeleton and wingtip box be streamlined design promptly, laminating with outside skin structural stability, better transmission atress.

Further, the front beam butt joint section, the machine body connecting structure and the main body structure of the front beam are integrally formed by prepreg.

Further, the main body structures of the rear beam butt joint section, the outer suspension section and the rear beam are integrally formed by prepreg.

Further, the front beam, the rear beam and each reinforcing rib are integrally formed by prepreg.

Compared with the prior art, the utility model has the following advantages:

compared with other structures, the double-beam structure has the advantages that the double-beam structure is adopted, the main stress member is a double-beam structure, the main force transmission route is clear, the bending moment transmitted to the beam by the skin is effectively borne, and even if the skin is stressed discontinuously due to a large opening at the root of the wing, the aerodynamic force on the tail wing can still be transmitted to the fuselage to balance the load of the fuselage. In the tail wing structure, the rear beam and the front beam form a closed chamber structure through the skin, the reinforcing ribs and the front beam to bear force, so that the structural strength and the rigidity are higher, and the rear beam can better bear bending moment generated on the tail wing by the control surface under the aerodynamic force when the control of the aircraft is carried out.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model and do not constitute an undue limitation on the utility model. In the drawings:

FIG. 1 is a schematic diagram of the structure of the present utility model;

FIG. 2 is a schematic view of an inner skeleton in accordance with the present utility model;

FIG. 3 is a schematic illustration of the present utility model in an exploded state;

FIG. 4 is a schematic view of a front beam portion of the present utility model;

fig. 5 is a schematic view of a rear beam portion in accordance with the present utility model.

Detailed Description

It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.

In the description of the utility model, it should be understood that the terms "center," "longitudinal," "transverse," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships that are based on the orientation or positional relationships shown in the drawings, merely to facilitate describing the utility model and simplify the description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be configured and operate in a particular orientation, and therefore should not be construed as limiting the utility model. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", etc. may explicitly or implicitly include one or more such feature. In the description of the utility model, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the creation of the present utility model can be understood by those of ordinary skill in the art in a specific case.

The utility model will be described in detail below with reference to the drawings in connection with embodiments.

A large-size high-strength light-weight composite material tail wing structure is shown in figures 1 to 5, and comprises a stabilizer 1, wherein the rear side of the stabilizer is provided with a mounting groove 2, a control surface 3 is arranged in the mounting groove, the control surface is driven by a transmission shaft 4, the outer edge of the control surface is flush with the rear edge of the stabilizer in normal state, and the appearance of the control surface is in streamline consistency with that of the stabilizer. The stabilizer comprises an inner skeleton 5 and a skin structure 6 outside the inner skeleton structure.

The tail wing structure provided by the utility model is 100% made of the composite material, fully utilizes the characteristics of high specific strength, high specific rigidity, good fatigue resistance and strong material designability of the composite material, integrally forms complex parts, greatly reduces the number of parts and the number of fasteners, and further reduces the weight of the structure. Therefore, the anti-flutter steel has the advantages of low manufacturing cost, high torsional rigidity, good anti-flutter effect, light structure weight and good economy.

The inner framework comprises a front beam 7 and a rear beam 8, a plurality of reinforcing ribs 9 are arranged between the front beam and the rear beam, one end of the front beam is provided with a T-shaped front beam butt joint section 10, the other end of the front beam is provided with a machine body connecting structure 11, wherein the front beam butt joint section is positioned at one end close to a wing tip, and the machine body connecting structure faces one end of the machine body; one end of the back beam is provided with a T-shaped back beam butt joint section 12, and the other end is provided with an outer suspension section 13, and the outer suspension section is consistent with the main structure of the back beam in shape. The rear beam butt joint section and the front beam butt joint section are positioned on the same side of the inner framework and are simultaneously fixed on the wingtip box 14, and the T-shaped butt joint sections are adopted among the front beam, the rear beam and the wingtip box, so that the connecting area is increased, the connection is firm, and the stress is stable.

The inner skeleton of the utility model adopts a double-beam structure, and in an alternative embodiment, the front beam butt joint section, the machine body connecting structure and the main body structure of the front beam are integrally processed and formed by prepregs. The main body structures of the rear beam butt joint section, the outer suspension section and the rear beam are integrally formed by prepreg. By way of example, the front beam is arranged at the chord length of 1/3, the rear beam is arranged at the chord length of 1/2, the reinforcing ribs, the front beam and the rear beam are assembled by gluing, and then are connected with the upper skin, the lower skin and the wing tip box by gluing rivets. Because the front beam and the rear beam have complex structures and high bearing requirements, the composite material forming process is utilized for production, the technical requirements of appearance, strength and weight can be ensured, the production efficiency can be improved, and the production cost can be reduced.

The control surface is assembled on the back beam of the stabilizer through the hinging seat, and the transmission shaft is connected with the steering engine rotated by the machine body, so that the control surface is driven to rotate around the shaft, and further the control is completed. The control surface is required to have high rigidity because the control surface is influenced by pneumatic load and has a possibility of occurrence of control reaction, but the control surface is required to have light weight because the center of gravity of the control surface is far away from the center of gravity of the airplane so as to better balance the center of gravity of the airplane, therefore, a reinforcing rod can be arranged in the inner cavity of the control surface along the length direction of the tail wing and is fixed with the two ends of the control surface, and the control surface can be driven to rotate when the reinforcing rod is driven to rotate by the transmission shaft through connecting the transmission shaft with the reinforcing rod. Therefore, the control surface formed by the prepreg can ensure rigidity and reduce self weight.

Generally, the body connecting structure is U-shaped and comprises a main body 17 and side plates 18 at two sides of the main body, and a plurality of connecting holes 19 are respectively arranged on the side plates at two sides of the main body. Adopt fuselage connection structure for the local size of front beam grow to main part and curb plate all thicken and handle, fin and fuselage junction bearing capacity are better. In an alternative embodiment, the transmission shaft is installed in the stabilizer inner cavity, one end penetrating into the installation groove is connected with the operation surface, an operation opening 15 is arranged on the upper skin of the skin structure corresponding to the transmission shaft, an operation opening cover 16 is installed on the operation opening, the operation opening cover is connected with the upper skin through a fastener, and the operation opening cover can be conveniently detached when the tail wing is installed or maintenance is needed.

In an alternative embodiment, the front Liang Hengjie is U-shaped and includes a front beam 20 and front beam side plates 21 on opposite sides of the front beam. The front beam butt joint section comprises front beam butt joint plates 22 which are respectively arranged at the tail ends of the two front beam side plates, and the outer surfaces of the front beam side plates are protruded out of the outer surfaces of the corresponding front beam butt joint plates. The rear Liang Hengjie is U-shaped and comprises a rear beam body 23 and rear beam side plates 24 on two sides of the rear beam body. The back beam butt joint section comprises back beam butt joint plates 25 which are arranged at the tail ends of the two back beam side plates respectively, and the outer surfaces of the back beam side plates are protruded out of the outer surfaces of the corresponding back beam butt joint plates, so that after the wingtip box is assembled on the framework, the two side surfaces of the wingtip box are respectively flush with the corresponding front beam side plate surfaces, namely the framework and the wingtip box are in streamline design, and are stably attached to the outer skin structure, and better stress is transferred.

The outer surfaces of the two rear beam side plates and the two front beam side plates are made into molded surfaces so as to ensure stable fit with the inner surfaces of the upper skin and the lower skin, effectively ensure the pneumatic appearance requirement of the tail wing, and the skin structure is used as a main bearing aerodynamic member and is connected with the spar and the reinforcing rib through an adhesive and rivets. The skin structure flexes when subjected to aerodynamic forces, and the adhesive and rivet are pulled to provide a counter force to the skin, causing the skin to be in a balanced state. The inner framework formed by the front beam, the rear beam and each reinforcing rib has strong integrity, so the local stress of the skin structure is small, the skin is made of very thin composite materials, the performance requirement can be met, the weight of the whole structure of the tail wing is reduced, and the production cost is reduced.

The utility model has the advantages of reasonable design of the tail structure, clear force transmission path, light structure, simple and reliable structure, low cost, good anti-corrosion performance, good fatigue resistance, low crack propagation rate, capability of bearing the working conditions of high strength and complex load condition and suitability for the product requirement of the large-size tail wing.

The above embodiments are merely preferred embodiments of the present utility model and are not intended to limit the present utility model, and any modifications, equivalent substitutions, improvements, etc. within the spirit and principle of the present utility model should be included in the protection scope of the present utility model.

Claims (10)

1. A large-size high-strength light composite tail structure, characterized in that: comprises a stabilizer, wherein the rear side of the stabilizer is provided with a mounting groove, a control surface is arranged in the mounting groove, and the control surface is driven by a transmission shaft; the stabilizer comprises an inner framework and a skin structure outside the inner framework, wherein the inner framework comprises a front beam and a rear beam, a plurality of reinforcing ribs are arranged between the front beam and the rear beam, one end of the front beam is provided with a T-shaped front beam butt joint section, and the other end of the front beam is provided with a fuselage connecting structure; one end of the back beam is provided with a T-shaped back beam butt joint section, and the other end of the back beam is provided with an outer suspension section; the rear beam butt joint section and the front beam butt joint section are positioned on the same side of the inner framework and are simultaneously fixed on the wingtip box.

2. A large-size high-strength lightweight composite tail structure as claimed in claim 1, wherein: the transmission shaft is arranged in the inner cavity of the stabilizer, one end of the transmission shaft penetrating into the installation groove is connected with the operation surface, an operation opening is arranged on the stabilizer corresponding to the transmission shaft, and an operation opening cover is arranged on the operation opening.

3. A large-size high-strength lightweight composite tail structure as claimed in claim 1, wherein: the U-shaped body connecting structure comprises a main body and side plates at two sides of the main body, wherein a plurality of connecting holes are respectively formed in the main body and the side plates at two sides of the main body.

4. A large-size high-strength lightweight composite tail structure as claimed in claim 1, wherein: the front Liang Hengjie is U-shaped and comprises front beam side plates at two sides of a front Liang Tiji front beam body.

5. A large-size high-strength lightweight composite tail structure as claimed in claim 4, wherein: the front beam butt joint section comprises front beam butt joint plates which are respectively arranged at the tail ends of the two front beam side plates, and the outer surfaces of the front beam side plates are protruded out of the outer surfaces of the corresponding front beam butt joint plates.

6. A large-size high-strength lightweight composite tail structure as claimed in claim 1, wherein: the rear Liang Hengjie is U-shaped and comprises rear side plates at two sides of a rear Liang Tiji rear beam body.

7. A large-size high-strength lightweight composite tail structure as claimed in claim 6, wherein: the rear beam butt joint section comprises rear beam butt joint plates which are respectively arranged at the tail ends of the two rear beam side plates, and the outer surfaces of the rear beam side plates are protruded out of the outer surfaces of the corresponding rear beam butt joint plates.

8. A large-size high-strength lightweight composite tail structure as claimed in claim 1, wherein: the front beam butt joint section, the machine body connecting structure and the main body structure of the front beam are integrally formed by prepreg.

9. A large-size high-strength lightweight composite tail structure as claimed in claim 1, wherein: the main body structures of the rear beam butt joint section, the outer suspension section and the rear beam are integrally formed by prepreg.

10. A large-size high-strength lightweight composite tail structure as claimed in claim 8 or 9, wherein: the front beam, the rear beam and the reinforcing ribs are integrally formed by prepreg.