CN110979630A - Composite vertical-fin main box section wing spar root joint considering damage safety and design method - Google Patents
Composite vertical-fin main box section wing spar root joint considering damage safety and design method Download PDFInfo
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- CN110979630A CN110979630A CN201911206193.5A CN201911206193A CN110979630A CN 110979630 A CN110979630 A CN 110979630A CN 201911206193 A CN201911206193 A CN 201911206193A CN 110979630 A CN110979630 A CN 110979630A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/26—Attaching the wing or tail units or stabilising surfaces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
- B64C5/06—Fins
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Abstract
The invention provides a composite vertical fin main box wing beam root connecting area structure considering damage safety and a design method, relates to the technical field of airplane design, and can improve the damage safety performance of the composite vertical fin main box wing beam root, improve the reliability of load transfer, reduce the processing and assembling workload of parts, improve the utilization rate of raw materials and reduce the cost on the premise of not changing the load transfer form of a joint structure; the connecting method takes the damage safety performance of the joint structure into consideration on the premise of not changing the load transmission form of the joint structure, and the integrated titanium alloy joint is split into two-piece back-to-back titanium alloy joints; the vertical tail main box section wing beam is connected with the rear fuselage through a left pair of two-piece titanium alloy joints and a right pair of two-piece titanium alloy joints; the two-piece titanium alloy joint is connected with the web of the wing beam respectively to form a double-shear connection structure, so that the reliability of the connection structure is improved. The technical scheme provided by the invention is suitable for the connection design of the root part of the wing beam of the vertical tail main box section of the airplane.
Description
[ technical field ] A method for producing a semiconductor device
The invention relates to the technical field of airplane design, in particular to a composite vertical fin main box section wing spar root connecting area structure considering damage safety and a design method.
[ background of the invention ]
The pneumatic load, the operating load and the inertial load borne by the vertical tail of the commercial aircraft are transmitted to the rear fuselage by the butt joint structure at the root part of the main box section of the vertical tail. The docking structure must be able to withstand limited loads without permanent deformation, must be designed to be fail-safe so that it can still withstand limited loads when any single joint or structural element is damaged, must avoid catastrophic failure due to fatigue, corrosion or accidental damage throughout the life of the aircraft, and must meet serviceability and interchangeability requirements, according to requirements of the CCAR25 department. Therefore, the structural design of the connection region between the vertical fin and the rear fuselage root is very important and critical. At present, the machine types put into commercial use mainly have two types of butt joint structure forms of a composite material vertical tail wing and a rear machine body:
1. integration auricle joint design: a plurality of single lug joints are integrally designed on two sides of the heading of the vertical tail root, and the double lug joints with the same number are arranged on a structure where the rear machine body is butted with the rear machine body; the single lug connector is formed by integrally paving and solidifying a carbon fiber unidirectional tape prepreg and a wall plate, the diameter of a hole of the composite material integrated single lug connector is equal to and coaxial with that of a corresponding double lug connector on the rear machine body, a bushing is arranged in a through hole, and then the through hole is fastened and connected through a bolt, as shown in figures 1a and 1 b;
2. independent titanium alloy joint structure: a plurality of titanium alloy joints are symmetrically arranged at the root part of the inner side of a wall plate of the main box section of the composite vertical tail along the course, the upper ends of the joints are connected with a wall plate skin and a stringer, and the lower ends of the joints are connected with titanium alloy tensile joints on a corresponding frame of a rear fuselage through bolts, as shown in figure 2.
The first lug joint butt joint structure is simple and clear in design, less in connection workload, convenient to assemble quickly and has certain weight advantage. But has the obvious shortcoming that the joint is thickened, so that the requirements on the paving process and the forming process are high, once the integral joint is damaged, the replacement and the maintenance are very difficult, and the design requirements on the damage safety are not guaranteed. In 2001, new york, usa, AA587 flights (Airbus a 300) were caused by a total drop-off of the tail after load redistribution due to a damaged one of the integral joints at the root of the tail, which finally resulted in 251 passengers and 9 crew on board. Therefore, from the viewpoint of safe design for breakage and maintainability, the second docking scheme is adopted for the root connection area of the conventional composite material vertical tail main box section.
In particular to the root connection of the main box section back beam, the existing structural design is shown in fig. 3.
The rear beam of the main box section is connected with the rear machine body through a left titanium alloy integral joint and a right titanium alloy integral joint, the titanium alloy joints are lapped with the inner sides of the beam edge strips along the front side of the heading of a rear beam web, and vertical ribs are designed on the titanium alloy joints and are mechanically connected with the rear beam web; and on the forward-course rear side of the rear beam web, the titanium alloy joint is connected with the beam edge strip through a butt-joint strip plate (machining).
FIG. 4 is a schematic view showing the relation between the design/assembly interfaces at the root of the rear beam of the main box section of the vertical fin, as shown in FIG. 4, the rear beam 1 is connected with the rear body through two left and right integral joints 2, and the outer sides of the integral joints 2/beam edge strips are mechanically connected with the left/right side wall plates of the vertical fin; in the reverse course view of fig. 4, the rear side of the web plate of the back beam 1 is connected with the vertical tail rear edge cabin, and the front side of the web plate of the back beam 1 is inside the vertical tail main box section.
In the existing connection scheme of the root part of the rear beam of the main box section of the vertical tail, from the view point of the design of breakage safety, once a certain part of the integral joint 2 is broken or cracked, the integral joint is likely to be broken under the action of high cycle fatigue load, so that the breakage safety performance is poor; the beam web and the joint vertical rib are of a single-shear connection structure, so that the load transmission reliability is poor; the front-course rear side beam flange strip needs to be connected with the integral titanium alloy joint 2 through a titanium alloy belt plate 3 (machined special parts), so that the manufacturing workload and the assembling steps of parts are increased, and the manufacturing cost and the assembling cost are improved. Meanwhile, according to the scheme, the titanium alloy integral joint at the root of the back beam is large in size, the integral joint is high in process manufacturing difficulty, the product rejection rate is high, the required blank is large in size, the material utilization rate is low, and the manufacturing cost is further improved.
Accordingly, there is a need to address the deficiencies of the prior art by developing a composite vertical tail main box spar root attachment area structure and design method that addresses the deficiencies of the prior art to address or mitigate one or more of the problems set forth above.
[ summary of the invention ]
In view of the above, the invention provides a composite vertical fin main box wing beam root connecting area structure considering damage safety and a design method thereof, which can improve the damage safety design performance of the composite vertical fin main box wing beam root, improve the reliability of load transfer, reduce the processing and assembling workload of parts, improve the utilization rate of raw materials and reduce the cost on the premise of not changing the load transfer form of a joint structure.
On one hand, the invention provides a composite material vertical fin main box section wing spar root connecting method considering damage safety, which is characterized in that the connecting method takes the damage safety performance of a joint structure into consideration on the premise of not changing the load transmission form of the joint structure, and an integrated titanium alloy joint is split into two-piece back-to-back titanium alloy joints;
the main box section wing beam is connected with the rear fuselage through a left pair of two-piece titanium alloy joints and a right pair of two-piece titanium alloy joints.
The above-described aspects and any possible implementations further provide an implementation in which the two-piece titanium alloy joint includes a titanium alloy forward joint disposed on a spar web forward side (near the nose) and a titanium alloy aft joint disposed on a spar web aft side (near the tail).
The above aspect and any possible implementation manner further provide an implementation manner, where the titanium alloy front joint and the titanium alloy rear joint are respectively connected with a web of a spar to form a double-shear connection structure, so as to improve reliability of shear force load transmission.
The above aspects and any possible implementations further provide an implementation in which the titanium alloy rear joint directly overlaps the rear side edge strip of the rear beam, eliminating a titanium alloy strap plate.
The above aspect and any possible implementation further provide an implementation in which the outer facing surface of the titanium alloy forward joint and the spanwise raised area of the titanium alloy aft joint overlap respective forward and aft caps of the main box spar for transmitting axial forces of the caps.
In another aspect, the invention provides a composite vertical fin main box section spar root connecting joint considering damage safety, which is characterized in that the connecting joint is a two-piece titanium alloy joint;
the two-piece titanium alloy joint comprises a titanium alloy front joint and a titanium alloy rear joint, and the main box section wing beam is connected with the rear fuselage through a left pair of two-piece titanium alloy joints and a right pair of two-piece titanium alloy joints.
The above aspect and any possible implementation further provide an implementation in which the titanium alloy front joint is provided at a front side of the spar web (near the nose), and the titanium alloy rear joint is provided at a rear side of the spar web (near the tail);
the titanium alloy rear joint is respectively connected with the rear side of the web plate of the wing beam, the rear edge strip of the wing beam and the body of the rear side of the wing beam;
the titanium alloy front joint is respectively connected with the front side of the web plate of the wing beam, the front edge strip of the wing beam and the front side body of the wing beam.
The above aspect and any possible implementation manner further provide an implementation manner, wherein a vertical rib is arranged on the titanium alloy rear joint, and the vertical rib is fixedly connected with the back beam web.
The above-described aspects and any possible implementations further provide an implementation in which the titanium alloy aft joint is elevated along a vertical tail span and overlaps a main box spar trailing edge strip.
The above-described aspect and any possible implementation further provides an implementation in which the outer facing surface of the titanium alloy forward joint and the spanwise raised region of the titanium alloy aft joint overlap forward/trailing edge strips, respectively, of a main box spar.
Compared with the prior art, the invention can obtain the following technical effects: the design scheme that the composite vertical tail main box section I-shaped beam is connected with the two-piece type independent titanium alloy front/rear joint is adopted, and the existing connection mode of the integral type titanium alloy joint is not adopted, so that the damage safety design performance of an important connection area structure is improved, a titanium alloy belt plate does not need to be manufactured independently and assembled, the part manufacturing workload is reduced, and the assembling steps are reduced; the connection between the web plate of the wing beam and the joint is changed into a double-shear connection structure, so that the load transmission reliability is improved; the independent two-piece joint reduces the size of the titanium alloy part, improves the material utilization rate and further reduces the manufacturing cost.
Of course, it is not necessary for any one product in which the invention is practiced to achieve all of the above-described technical effects simultaneously.
[ description of the drawings ]
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIGS. 1a and 1b are schematic views of prior art integrated tab junction configurations;
FIG. 2 is a schematic view of a prior art integral stand-alone titanium alloy joint design;
FIG. 3 is a prior art connection of an integral stand-alone titanium alloy joint at the root of a main box section back beam, wherein a is a reverse course view and b is a forward course view;
FIG. 4 is a schematic view of a prior art design/assembly interface relationship for the root of a trailing beam of an integral independent titanium alloy joint vertical-fin main box section;
FIG. 5 is an assembly view of a two-piece independent titanium alloy joint according to one embodiment of the present invention, wherein FIG. 5a is a side assembly view, FIG. 5b is a forward assembly view, FIG. 5c is an exploded view of a reverse view structure, and FIG. 5d is an exploded view of a forward view structure;
FIG. 6a is a view of the inside of the titanium alloy front joint at the root of the back beam along the heading, and FIG. 6b is a view of the outside of the titanium alloy front joint at the root of the back beam along the heading;
FIG. 7 is an inside/outside view of a rear beam root titanium alloy rear joint.
Wherein, in the figure:
a rear beam-1 made of vertical fin composite material; an integral independent titanium alloy joint-2; titanium alloy butt joint strip plate-3; a titanium alloy front joint-4 at the root of the rear beam; a titanium alloy rear joint-5 at the root of the rear beam; front joint vertical ribs-6; front joint facade-7; front joint wallboard binding face-8; a rear joint spanwise region of heightening-9; rear joint vertical ribs-10; rear joint wallboard attaching surface-11; -12, a vertical fin connector; a fuselage frame-13; a rear fuselage-14; vertical tail trailing edge cabin-15.
[ detailed description ] embodiments
For better understanding of the technical solutions of the present invention, the following detailed descriptions of the embodiments of the present invention are provided with reference to the accompanying drawings.
It should be understood that the described embodiments are only some embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The terminology used in the embodiments of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used in the examples of the present invention and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
The invention is improved on the basis of the prior art, and provides a composite material vertical fin main box section wing beam root connecting area structure considering damage safety and a design method thereof, wherein the structure is shown in figures 5-7, a titanium alloy integral joint 2 at the root of a rear beam of a main box section is divided into a front independent joint and a rear independent joint (along the course), the front independent joint and the rear independent joint are respectively a titanium alloy front joint 4 at the root of the rear beam and a titanium alloy rear joint 5 at the root of the rear beam, and the two joints are respectively connected with a tensile joint of a rear machine body through bolts, so that the damage safety performance of the joint structure is improved on the premise of not changing the load transmission form of the joint structure. Wherein, the rear beam root titanium alloy rear joint 5 positioned at the rear side (tail side) of the rear beam web is designed with a vertical rib 10 to be mechanically connected with the rear beam web, the rear beam root titanium alloy rear joint 5 is lapped with the rear edge strip of the vertical tail composite material rear beam 1 along the vertical tail extension direction heightening area 9, and the titanium alloy strip plate 3 (machined special part) is eliminated. The titanium alloy front joint 4 at the root of the rear beam and the titanium alloy rear joint 5 at the root of the rear beam respectively form a double-shear connection structure with the rear beam web through the front joint vertical rib 6 and the rear joint vertical rib 10, so that the shearing force of the beam web is transmitted, and the load transmission reliability is improved; the outer vertical surface 7 of the titanium alloy front joint 4 at the root part of the back beam and the span-wise heightening area 9 of the titanium alloy back joint 5 at the root part of the back beam are respectively lapped with the front edge strip and the back edge strip of the back beam, so that the axial force of the beam edge strip is transmitted. And the front joint wallboard binding surface 8 and the rear joint wallboard binding surface 11 are mechanically connected with the vertical tail main box section wallboard.
Compared with the design scheme of the connection area structure at the root of the rear beam of the main box section of the vertical tail, the independent titanium alloy joint improves the damage safety design performance of the important connection area structure; the connection between the beam web and the joint is changed into a double-shear connection structure, so that the load transmission reliability is improved; the titanium alloy strip plate 3 (machined special parts) is eliminated, the manufacturing workload and the assembly steps of parts are reduced, and the manufacturing and assembly cost is reduced; the independent two-piece joint reduces the size of the titanium alloy part, improves the material utilization rate and further reduces the manufacturing cost.
The structure and the design method for the joint area at the root of the wing spar of the composite vertical fin main box section, which are provided by the embodiment of the application and take damage safety into consideration, are described in detail above. The above description of the embodiments is only for the purpose of helping to understand the method of the present application and its core ideas; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.
As used in the specification and claims, certain terms are used to refer to particular components. As one skilled in the art will appreciate, manufacturers may refer to a component by different names. This specification and claims do not intend to distinguish between components that differ in name but not function. In the following description and in the claims, the terms "include" and "comprise" are used in an open-ended fashion, and thus should be interpreted to mean "include, but not limited to. "substantially" means within an acceptable error range, and a person skilled in the art can solve the technical problem within a certain error range to substantially achieve the technical effect. The description which follows is a preferred embodiment of the present application, but is made for the purpose of illustrating the general principles of the application and not for the purpose of limiting the scope of the application. The protection scope of the present application shall be subject to the definitions of the appended claims.
It is also noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a good or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such good or system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a commodity or system that includes the element.
It should be understood that the term "and/or" as used herein is merely one type of association that describes an associated object, meaning that three relationships may exist, e.g., a and/or B may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.
The foregoing description shows and describes several preferred embodiments of the present application, but as aforementioned, it is to be understood that the application is not limited to the forms disclosed herein, but is not to be construed as excluding other embodiments and is capable of use in various other combinations, modifications, and environments and is capable of changes within the scope of the application as described herein, commensurate with the above teachings, or the skill or knowledge of the relevant art. And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the application, which is to be protected by the claims appended hereto.
Claims (10)
1. A composite vertical tail main box section wing beam root connecting method considering damage safety is characterized in that on the premise that the load transmission form of a joint structure is not changed, the damage safety performance of the joint structure is considered, and an integrated titanium alloy joint is split into two-piece titanium alloy joints;
the vertical tail main box section wing beam is connected with the rear fuselage through a left pair of two-piece titanium alloy joints and a right pair of two-piece titanium alloy joints.
2. The method of failure-safe composite vertical-tailed main box spar root connection of claim 1, wherein the two-piece titanium alloy joint comprises a titanium alloy forward joint and a titanium alloy aft joint, the titanium alloy forward joint being located on a forward side of the spar web and the titanium alloy aft joint being located on an aft side of the spar web.
3. The method of claim 2 wherein the titanium alloy forward and aft joints are separately joined to a spar web to form a double shear connection for improved reliability of shear transfer.
4. The method of failure-safe composite vertical-fin main box-section spar root attachment of claim 3, wherein the titanium alloy rear joints directly overlap rear beam rear side edge strips, eliminating titanium alloy straps.
5. The method of claim 2 wherein the raised spanwise areas of the titanium alloy forward joint and the titanium alloy aft joint overlap the leading and trailing edge strips of the main box aft spar, respectively, for transmitting axial forces from the sparcaps.
6. A composite vertical fin main box section wing beam root connecting joint considering damage safety is characterized in that the connecting joint is a two-piece titanium alloy joint;
the two-piece titanium alloy joint comprises a titanium alloy front joint and a titanium alloy rear joint, and the main box section wing beam is connected with the rear fuselage through a left pair of two-piece titanium alloy joints and a right pair of two-piece titanium alloy joints.
7. The failure safe composite vertical tail main box section spar root attachment joint of claim 6 wherein the titanium alloy forward joint is located on a front side of a spar web and the titanium alloy aft joint is located on a rear side of the spar web;
the titanium alloy rear joint is respectively connected with the rear side of the web plate of the wing beam, the rear edge strip of the wing beam and the body of the rear side of the wing beam;
the titanium alloy front joint is respectively connected with the front side of the web plate of the wing beam, the front edge strip of the wing beam and the front side body of the wing beam.
8. The failure-safe composite vertical tail main box section spar root connecting joint as claimed in claim 7, wherein the titanium alloy rear joint is provided with vertical ribs, and the vertical ribs are fixedly connected with a rear beam web.
9. The failure-safe composite vertical-tail main box spar root attachment joint of claim 7, wherein the titanium alloy aft joint is raised in the vertical-tail span-wise direction and overlaps the main box spar trailing edge strip.
10. The failure safe composite vertical tail main box spar root attachment joint of claim 7 wherein the outboard face of the titanium alloy forward joint and the spanwise raised area of the titanium alloy aft joint overlap the forward and aft flanges, respectively, of the main box spar.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911206193.5A CN110979630B (en) | 2019-11-29 | 2019-11-29 | Composite vertical-fin main box section wing spar root joint considering damage safety and design method |
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| CN201911206193.5A CN110979630B (en) | 2019-11-29 | 2019-11-29 | Composite vertical-fin main box section wing spar root joint considering damage safety and design method |
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| CN110979630A true CN110979630A (en) | 2020-04-10 |
| CN110979630B CN110979630B (en) | 2021-06-01 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113830285A (en) * | 2021-10-25 | 2021-12-24 | 中航通飞华南飞机工业有限公司 | Horizontal vertical fin butt joint for realizing safe damage of tip part of wing beam of main box section of vertical fin |
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| CA2218800A1 (en) * | 1996-10-18 | 1998-04-18 | Daimler-Benz Aerospace Airbus Gmbh | Rudder assembly with a controlled boundary layer control for an aircraft |
| DE102005003296A1 (en) * | 2005-01-24 | 2006-07-27 | Eads Deutschland Gmbh | Rear fuselage section for airfreighter, has vertical tail segment with end frames having reinforcement bars that are connected with nodal points of frames by space bars which are bent in course |
| CN106314759A (en) * | 2016-09-06 | 2017-01-11 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | Spar connecting structure of aircraft wing |
| CN106892089A (en) * | 2015-12-18 | 2017-06-27 | 波音公司 | For adapting to the empennage of different sizes and shapes and the airframe structure of canard |
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2019
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Patent Citations (5)
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| CA2218800A1 (en) * | 1996-10-18 | 1998-04-18 | Daimler-Benz Aerospace Airbus Gmbh | Rudder assembly with a controlled boundary layer control for an aircraft |
| DE102005003296A1 (en) * | 2005-01-24 | 2006-07-27 | Eads Deutschland Gmbh | Rear fuselage section for airfreighter, has vertical tail segment with end frames having reinforcement bars that are connected with nodal points of frames by space bars which are bent in course |
| CN106892089A (en) * | 2015-12-18 | 2017-06-27 | 波音公司 | For adapting to the empennage of different sizes and shapes and the airframe structure of canard |
| CN106314759A (en) * | 2016-09-06 | 2017-01-11 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | Spar connecting structure of aircraft wing |
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| CN113830285A (en) * | 2021-10-25 | 2021-12-24 | 中航通飞华南飞机工业有限公司 | Horizontal vertical fin butt joint for realizing safe damage of tip part of wing beam of main box section of vertical fin |
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