CN211417570U - Composite vertical-fin main box section wing spar root connecting joint considering damage safety - Google Patents
Composite vertical-fin main box section wing spar root connecting joint considering damage safety Download PDFInfo
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- CN211417570U CN211417570U CN201922108552.5U CN201922108552U CN211417570U CN 211417570 U CN211417570 U CN 211417570U CN 201922108552 U CN201922108552 U CN 201922108552U CN 211417570 U CN211417570 U CN 211417570U
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Abstract
The utility model provides a composite vertical fin main box section wing beam root connecting joint considering damage safety, which relates to the technical field of airplane design, and can improve the damage safety performance of the composite vertical fin main box section wing beam root, promote the reliability of load transmission, 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 transmission form of a joint structure; the joint is a two-piece titanium alloy joint and comprises a front joint and a rear joint; the wing beam is connected with the fuselage through a left pair of joints and a right pair of joints; the connection of the two-piece joint and the web of the spar forms a double shear connection structure; the front joint and the rear joint are respectively arranged on the front side and the rear side of the web plate of the wing beam; 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 utility model provides a technical scheme is applicable to the connection design of aircraft vertical fin main box section spar root.
Description
[ technical field ] A method for producing a semiconductor device
The utility model relates to an aircraft design technical field especially relates to a consider compound material vertical fin main box section spar root attach fitting of damage safety.
[ 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 a300) 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 of the design/assembly interface relationship of the root part of the rear beam of the main box section of the vertical fin, as shown in fig. 4, the rear beam 1 of the vertical fin composite material is connected with the rear machine body through a left integral independent titanium alloy joint 2 and a right integral independent titanium alloy joint 2, and the outer sides of the integral independent titanium alloy joints 2/beam edge strips are mechanically connected with the left side wall plate/right side wall plate of the vertical fin; in the reverse course view angle of fig. 4, the rear side of the web plate of the vertical tail composite material back beam 1 is connected with the vertical tail back edge cabin, and the front side of the web plate of the vertical tail composite material 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 independent titanium alloy joint 2 is broken or cracked, the joint is likely to be integrally 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 independent titanium alloy joint 2 through a titanium alloy butt-joint 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.
[ Utility model ] content
In view of this, the utility model provides a consider compound material vertical fin main box section spar root attach fitting of damage safety can improve the damaged safety design performance of compound material vertical fin main box section spar root under the prerequisite that does not change joint design biography year form, promotes to carry the reliability, and reduces spare part processing and assembly work load, improves former material utilization ratio, reduce cost.
On one hand, the utility model provides a composite material vertical fin main box section wing spar root connecting joint considering damage safety, which is characterized in that the connecting joint is a two-piece type titanium alloy joint;
the two-piece titanium alloy joint comprises a titanium alloy front joint and a titanium alloy rear joint, and the vertical tail main box section wing beam is connected with the rear fuselage through the left and right two-piece titanium alloy joints;
the connection of the two-piece titanium alloy joint and the spar web forms a double shear connection structure;
the titanium alloy front joint is arranged on the front side (near the machine head side) of the web plate of the wing beam, and the titanium alloy rear joint is arranged on the rear side (near the machine tail side) of the web plate of the wing beam;
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 rear joint vertical rib is arranged on the titanium alloy rear joint, and the rear joint vertical rib is fixedly connected with the front side of the rear beam web; the titanium alloy front connector is provided with a front connector vertical rib, and the front connector vertical rib is fixedly connected with the rear side of the rear beam web.
The above-described aspect and any possible implementation further provides an implementation in which the titanium alloy rear joint is provided with a spanwise raised area along the vertical tail, the spanwise raised area overlapping the main box section 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 and trailing strips, respectively, of a main box spar.
The above aspect and any possible implementation manner further provide an implementation manner, where a front joint wallboard joint surface is further provided on the titanium alloy front joint, and a rear joint wallboard joint surface is further provided on the titanium alloy rear joint; the front joint wallboard binding face and the rear joint wallboard binding face are connected with the vertical tail main box section wallboard.
As for the above aspect and any possible implementation manner, there is further provided an implementation manner, where the double shear connection structure specifically includes: the titanium alloy front joint arranged on the front side of the wing beam web plate is fixedly connected with the wing beam web plate through a front joint vertical rib, and the titanium alloy rear joint arranged on the rear side of the wing beam web plate is fixedly connected with the wing beam web plate through a rear joint vertical rib;
the front connector vertical rib and the rear connector vertical rib are arranged along the vertical tail.
Compared with the prior art, the utility model discloses can obtain including following technological effect: the utility model adopts 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 instead of the existing connection mode of the integral type titanium alloy joint, thereby improving the damage safety design performance of the important connection area structure, avoiding the need of independently manufacturing a titanium alloy band plate and assembling, reducing the manufacturing workload of parts and reducing the assembling steps; 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 product of the present invention 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 that other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic view of a prior art integrated tab connector structure;
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 an 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. 6 is a front view of a titanium alloy front joint at the root of a back beam according to an embodiment of the present invention, wherein fig. 6a is a front view of the titanium alloy front joint at the root of the back beam, and fig. 6b is a front view of the titanium alloy front joint at the root of the back beam;
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. Based on the embodiments of the present invention, all other embodiments obtained by a person of ordinary skill in the art without creative efforts belong to 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 embodiments 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 utility model discloses improved on prior art's basis, the utility model provides a consider compound material vertical fin main box section spar root joining region structure and design method of damage safety, its structure is shown in fig. 5-7, with two (along the course) independent joints around the integral independent titanium alloy of main box section back-bearer root titanium alloy connects 2 falls into, be back-bearer root titanium alloy front-end connection 4 and back-bearer root titanium alloy rear-end connection 5 respectively, these two connect the extension joint of difference and back fuselage and pass through bolted connection, under the prerequisite that does not change joint design biography year form, improve the damage security performance of joint design. The rear beam root titanium alloy rear joint 5 positioned on the rear side (tail side) of the rear beam web is designed with a rear joint vertical rib 10 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 expanding direction heightening area, and the titanium alloy butt joint strip plate 3 (machined special part) is omitted. 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 front joint outer vertical surface 7 of the rear beam root titanium alloy front joint 4 and the rear joint span-wise heightening area 9 of the rear beam root titanium alloy rear joint 5 are respectively lapped with the front edge strip and the rear edge strip of the rear 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.
The application the front side all indicate the one side that is close to the aircraft nose, the rear side all indicates the one side that is close to the tail.
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 butt joint strip plate 3 (machined special parts) is eliminated, the part manufacturing workload and the assembly steps 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 composite material vertical fin main box section wing spar root connecting joint considering damage safety provided by the embodiment of the application is 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 (5)
1. 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 vertical tail main box section wing beam is connected with the rear fuselage through the left and right two-piece titanium alloy joints;
the titanium alloy front joint and the titanium alloy rear joint are respectively connected with the wing beam web to form a double-shear connection structure;
the titanium alloy front joint is arranged on the front side of the web plate of the wing beam, and the titanium alloy rear joint is arranged on the rear side of the web plate of the wing beam;
the titanium alloy rear joint is respectively connected with the spar rear edge strip and the spar rear side machine body;
the titanium alloy front joint is respectively connected with the spar front edge strip and the spar front side machine body.
2. The composite vertical-fin main box section spar root connecting joint considering damage safety of claim 1, wherein a rear joint vertical rib is arranged on the titanium alloy rear joint and fixedly connected with the front side of a rear beam web; the titanium alloy front connector is provided with a front connector vertical rib, and the front connector vertical rib is fixedly connected with the rear side of the rear beam web.
3. The failure-safe composite vertical tail main box spar root attachment joint of claim 1, wherein the titanium alloy aft joint is provided with a spanwise raised area along the vertical tail, the spanwise raised area overlapping the main box spar aft edge strip.
4. The failure safe composite vertical tail main box spar root attachment joint of any of claims 1-3 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 edge strips, respectively, of the main box spar.
5. The composite vertical tail main box section spar root joint connection with consideration of breakage safety of any one of claims 1-3, wherein the titanium alloy front joint is further provided with a front joint wall plate abutting surface, and the titanium alloy rear joint is further provided with a rear joint wall plate abutting surface; the front joint wallboard binding face and the rear joint wallboard binding face are connected with the vertical tail main box section wallboard.
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| CN201922108552.5U CN211417570U (en) | 2019-11-29 | 2019-11-29 | Composite vertical-fin main box section wing spar root connecting joint considering damage safety |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112572762A (en) * | 2020-12-04 | 2021-03-30 | 中国航空工业集团公司成都飞机设计研究所 | Composite material beam joint |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112572762A (en) * | 2020-12-04 | 2021-03-30 | 中国航空工业集团公司成都飞机设计研究所 | Composite material beam joint |
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