RU169058U1 - ARROW ASSEMBLY ASSEMBLY - Google Patents

Abstract

The invention relates to structures for attaching an airplane wing to the fuselage power elements. The attachment point of the wing to the fuselage of the aircraft contains an integral spar of the right and left wing consoles, having a swept shape in plan, two fuselage frames having a swept shape in plan, equal to the swept shape of said spar and perceiving the load from it, and reinforcing pads. A useful model for increasing strength and reliability when performing from a composite. 4 s.p. f-ly, 3 ill.

Description

The utility model relates to structures for attaching an aircraft wing to the power elements of the fuselage, and is intended primarily for aircraft made of composite materials.

Known fastening consoles of the wing of the aircraft by connecting the type of connection of two forks using a through bolt, see, for example, US Pat. No. 2412865. However, in such compounds, the material experiences significant bending, tensile and shear loads. Meanwhile, composite materials, such as carbon fiber, work well in tension, work satisfactorily in compression, and do not work well in shear, especially if the direction of shear is parallel to the direction of the layers of reinforcing material. The task is even more complicated if the wing has a direct or reverse sweep, since in this case a torsional force acts on the attachment point of the wing spar to the transverse fuselage force elements (to the frames).

To ensure sufficient strength and reliability in the attachment point of the wing consoles, experiencing various loads during operation, it is necessary that the fuselage frames take the load in the same plane as the bending moment on the wing spar of the aircraft ..

The objective and technical result of the utility model is to increase the strength and reliability of the wing mount of the composite aircraft.

To do this, one or two frames, taking the load from the wing spar, have a swept shape in plan with a sweep equal to the sweep of the spars of the right and left wing consoles, or with a sweep equal to the mutual sweep of a single integral wing spar for two consoles. The second design is preferable, since bending loads acting on the right and left consoles are closed on the whole spar, and only the vertical load is transmitted to the frames.

Reinforcing pads, preferably metal ones (duralumin, titanium, stainless steel), should be made on the composite material of frames and spars (or a solid spar).

When using two power frames for fastening the side members (side members), the distance between them must be equal to the width of the side members (side members).

Two options are possible.

If the spar is box-shaped, then it is attached to the frames with a bolt connection perpendicular to the plane of the frame at the attachment point. The connection is preferably made on an adhesive, for example, on a polyester or epoxy binder, identical to the binder of the composite material used.

If the spar has an I-beam design, then it has two reinforcing channel-shaped overlays inside, which are pulled to the frames through the distance bushings by a bolted connection perpendicular to the plane of the frame at the attachment point. The connection is also desirable to produce on the adhesive.

If an integral spar is used on two consoles, then there will be 4 reinforcing pads, then the network will be two on the right and left wing consoles.

In FIG. 1 shows a horizontal section of an airplane at the place of bolted connection of an integral spar to two power frames. In FIG. 2 is a vertical section through a bolted connection to an attachment point of an integral spar of an aircraft wing. In FIG. 3 shows a twin-engine four-seater aircraft with a reverse sweep wing having a wing mount of this type.

In FIG. 1, the fuselage of the aircraft 1 has two power frames 2 inside, having an arrow-shaped shape. In the gap between them with a slight tightness or with a minimum clearance, a solid spar 3 is inserted, attached to the frames by two or more through bolt connections from bolts 4 and nuts 5.

In FIG. 2, in the interval between the two power frames 2, an I-beam integral spar 3 is inserted, reinforced from the inside at the attachment point by two channel-shaped duralumin plates 6. The plates are pressed by two spacer sleeves 7 located between the side member wall and the frames 2. There are flat reinforcing plates on the other side of the frames. Two frames 2, spar 3, two reinforcing plates 6, two reinforcing plates 8 and two spacer bushings 7 are bolted together from a bolt 4, a nut 5 and a washer 9.

The mounting unit works as follows: after assembling the mounting unit, a mounting bolt with nut and washer is inserted into the hole, and tightened with the required torque.

Claims (5)

1. The attachment of the wing to the fuselage of the aircraft, containing an integral spar of the right and left wing consoles, having a swept shape in plan, two fuselage frames, having a swept shape in plan, equal to the swept shape of said spar and absorbing the load from it, and reinforcing pads. 2. The node according to claim 1, characterized in that the composite material of frames and spars has reinforcing pads. 3. The node according to claim 1, characterized in that when using two power frames for mounting the spar, the distance between them must be equal to the width of the spar. 4. The node according to claim 1, characterized in that if the spar has a box-shaped structure, then it is attached to the frames with a bolt connection perpendicular to the plane of the frame at the attachment point. 5. The assembly according to claim 1, characterized in that if the spar has an I-beam design, then it has two reinforcing channel-shaped overlays inside, which are pulled to the frames through the spacer sleeves by a bolt connection perpendicular to the frame plane at the attachment point.