WO2023202055A1

WO2023202055A1 - Flexible connecting structure for arresting wall and fuselage, and airplane

Info

Publication number: WO2023202055A1
Application number: PCT/CN2022/132159
Authority: WO
Inventors: 赵潇然; 熊旭军; 盛旭东; 赵峻峰; 柳醉
Original assignee: 中国商用飞机有限责任公司; 中国商用飞机有限责任公司上海飞机设计研究院
Priority date: 2022-04-19
Filing date: 2022-11-16
Publication date: 2023-10-26
Also published as: CN114735193A

Abstract

A flexible connecting structure (100) for an arresting wall and a fuselage. The flexible connecting structure is configured to fix an arresting wall (200) to the interior of an aircraft (300), and comprises: a first connecting joint (10), the first connecting joint (10) being pivotally connected to a second connecting joint (201) arranged on the arresting wall; a flexible transition member (20), a first end (21) of the flexible transition member being fixed to a free end (11) of the first connecting joint; and an interframe short beam (30), which is fixed to an adjacent frame (301) and stringer (302) on an aircraft panel and fixed to a second end (22) of the flexible transition member. The structure can bear, by means of the flexible transition member, a course load transmitted via the arresting wall to the fuselage of the aircraft, thereby effectively avoiding excessive constraint of a rigid arresting wall on deformation of structures such as local skin of the fuselage under a working condition of pressurization, and eliminating the influence on the fatigue performance of the structure of the fuselage.

Description

Barrier wall and fuselage flexible connection structure and aircraft

Technical field

The invention belongs to the field of aircraft body design, and relates to a flexible connection structure between a blocking wall and the fuselage, which is used for the connection between the emergency landing blocking wall and the fuselage of aircraft such as cargo planes.

In addition, the invention also relates to an aircraft including such a flexible connection structure between the blocking wall and the fuselage.

Background technique

The conversion of passenger aircraft into cargo aircraft ("passenger-to-cargo") among civil aircraft is an important means to maximize the residual value of the aircraft and expand the business scope of airlines. During the conversion from passenger to cargo, since the main cargo hold of the cargo aircraft (formerly the passenger cabin of the civil passenger aircraft) needs to be loaded with a large amount of cargo, in order to meet the requirements of CCAR25.561, a blocking wall needs to be set up between the cargo aircraft escort compartment and the main cargo compartment to prevent the passengers from making an emergency landing, etc. In case of impact by the cargo, life safety is endangered.

For reasons of operating costs and benefits, cargo aircraft are generally loaded close to their maximum commercial load, which directly leads to a huge design load on the emergency landing barrier wall, which also puts forward new requirements for the connection structure between the barrier wall and the fuselage: it is required to be able to withstand In the case of emergency landing, the maximum commercial load is 9g in the directional direction, and the load can be transferred to the longitudinal structures such as the long trusses of the aircraft. It is also required to avoid excessive restraint to avoid damage to the fuselage skin and other structures during normal flight. adversely affect the force transmission at the time.

In the Chinese invention patent submitted on December 26, 2016, with the publication number CN106672197B and entitled "A connection structure between the cargo hold floor longitudinal beam and the blocking wall", a connection between the cargo hold blocking wall and the fuselage floor structure is proposed The way, mainly through structures such as oblong holes and spherical bearings, provides lateral movement space for connection. However, this connection structure is located in the same frame position as the blocking wall (for example, between the same two frames), which occupies the structural design space of the blocking wall, affects the overall structural efficiency, and is inconvenient for the use of small and medium-sized cargo aircraft.

In the Chinese utility model patent submitted on August 1, 2017, with the publication number CN207045664U and titled "A Slotted Connection Structure for the Barrier Wall of the Civil Aircraft Cargo Holder", a slotted connection structure for the restraint wall of the cargo hold of a civil aircraft is proposed. The connection structure mainly locates the cargo hold blocking wall through the slots formed by the front and rear stops. This connection method uses a small number of fasteners, the force transmission is not direct enough, and the reliability is difficult to ensure. It cannot release lateral loads. At the same time, it also has the problems of low load upper limit and insufficient reliability.

In the Chinese invention patent submitted on December 26, 2016, with the publication number CN106672196A and entitled "A plug-type connection structure of the civil aircraft cargo compartment blocking wall", a plug-type connection structure of the civil aircraft cargo compartment blocking wall is proposed. , mainly fixing the cargo hold blocking wall through the latch box body and bolts, transmitting its load to the fixed tooth plate through the latch, and transmitting the load parallel to the tooth arrangement direction to the fuselage structure through tooth surface engagement. This solution is a non-fastener connection form, and since the load is transmitted through tooth surface engagement, it cannot release the transmission of lateral loads to the fuselage, and cannot withstand large loads, making reliability difficult to guarantee.

In the U.S. patent submitted on March 13, 1997, with publication number US6010286A and titled "Apparatus for rigidly retaining cargo", a design scheme for an emergency landing barrier wall in the main cargo compartment of a cargo aircraft was proposed. In this patent, the barrier wall The connection structure between the wall and the fuselage structure mainly connects the arresting wall to the fuselage structure through front and rear tie rods. This connection structure and the blocking wall are also located in the same station (frame station), which occupies the design space of the blocking wall structure, affects the overall structural efficiency, and is inconvenient for the use of small and medium-sized cargo aircraft; in addition, this structure has a certain impact on the fuselage. The problem of excessive structural restraint may restrict the expansion of the fuselage when the fuselage is pressurized during normal operation of a cargo aircraft, affecting the fatigue performance of structures such as the partial skin of the fuselage.

In the French patent submitted on April 30, 2009, with the publication number FR2945027A1 and entitled "Rigid stop partition for separating section of cabin of aircraft into zones", a design scheme for an emergency landing barrier wall in the main cargo compartment of a cargo aircraft was proposed , in this patent, the connection structure between the blocking wall and the fuselage structure mainly connects the blocking wall and the fuselage structure through two sets of single and double-ear connection structures. The parts of this solution have complex shapes and high processing requirements. At the same time, due to the existence of two sets of single and double-ear structures, a large installation space is required, which affects its use in small and medium-sized cargo aircraft.

In the Chinese utility model patent submitted on March 1, 2018, with the publication number CN207902756U and titled "A full-size arresting device for aircraft cargo compartments", a full-size arresting device for aircraft cargo compartments is proposed, including: The flame-retardant polyester ribbon and several longitudinal flame-retardant polyester ribbons are criss-crossed to form a network-like structure, several belt length adjustment mechanisms, and several self-locking connection devices. This solution is mainly applicable to the cargo hold of passenger aircraft, and the blocking effect is achieved through the net. However, this structure will produce large deformation under the impact of cargo and provides insufficient protection for the occupants.

Therefore, there is an urgent need for a flexible connection structure between the blocking wall and the fuselage, which can overcome one or more shortcomings in the prior art.

Contents of the invention

The object of the present invention is to provide a flexible connection structure with the fuselage for use as a barrier wall for emergency landing of cargo aircraft. On the one hand, this flexible connection structure can withstand the maximum commercial load of 9g transmitted by the arresting wall in the emergency landing situation. On the other hand, through the design of flexible transition parts, it can also effectively avoid the impact of the rigid arresting wall on the fuselage during pressurization and other situations. The restraint of deformation can better meet the provisions of CCAR25.561, improve the reliability of cargo aircraft route operations and respond to emergencies, and at the same time, it is easy to modify on existing passenger aircraft, reducing the difficulty of parts processing and assembly.

According to one aspect of the present invention, a flexible connection structure between the blocking wall and the fuselage is proposed. The flexible connecting structure between the blocking wall and the fuselage is used to fix the blocking wall between the aircraft escort cabin and the main cargo compartment, and may include:

a first connection joint pivotally connected to a second connection joint disposed on the barrier wall;

a flexible transition piece, a first end of the flexible transition piece being fixed to the free end of the first connecting joint;

and interframe stubs secured to adjacent frames and girders of the aircraft and to the second end of the flexible transition piece,

Among them, flexible transition pieces are used to transfer loads from the arresting wall to the frames and girders of the aircraft fuselage.

Through this structure, it can not only bear the directional force transmitted to the aircraft fuselage through the arresting wall, but also effectively avoid the impact of the rigid arresting wall on parts of the fuselage under pressurized conditions by virtue of the flexibility of the flexible transition piece in the radial direction of the aircraft fuselage. Over-constraint of structural deformation such as skin. Compared with the connection structure of the prior art, the impact on the fatigue performance of the fuselage structure is eliminated. In addition, each part of the device has a simple shape, is easy to process and manufacture, and can be adjusted according to the actual situation of the aircraft fuselage. The solution is flexible and controllable, making it easy to implement on existing aircraft.

According to the above aspect of the present invention, preferably, the flexible connection structure between the blocking wall and the fuselage can be arranged at different frame positions from the blocking wall body, and wherein the blocking wall body is positioned on the fuselage flexible connection structure in the heading direction. ahead.

In this way, the space utilization rate on the aircraft can be maximized and the available area of the barrier wall can be increased. It is especially suitable for use by small and medium-sized cargo aircraft.

According to the above aspect of the present invention, preferably, the flexible connection structure between the blocking wall and the fuselage may further include a spherical bearing disposed between the first connection joint and the second connection joint. Through the rotation of the spherical bearing, it is possible to further effectively avoid the excessive restraint of the rigid arresting wall on the structural deformation of the local skin of the fuselage under pressurized conditions.

According to the above aspect of the present invention, preferably, the first connecting joint, the second connecting joint and the spherical bearing are pivotally fixed together via a fastener. This fastening method transmits force directly and can cooperate with the spherical bearing to release lateral loads, which can increase the load limit and increase the reliability of the connection structure. Through the rotation of the spherical bearings in the flexible connection structure between the barrier wall and the fuselage, the transfer of lateral loads to the fuselage structure is effectively avoided.

According to the above aspect of the present invention, preferably, the short beams between frames can be fixed between adjacent frames by means of paired connecting corner pieces. As a result, the shape of the components is simple, further reducing the difficulty of processing, manufacturing and assembly, so as to facilitate implementation in medium and small cargo aircraft.

According to the above aspect of the present invention, preferably, the inter-frame short beam is composed of a first C-shaped short beam and a second C-shaped short beam fixed back to back, and the connecting corner piece is fixed to the first C-shaped short beam and the second C-shaped short beam. The web portion of the short beam. This structure facilitates a more snug fixation to long girders of the aircraft fuselage, such as those with a Z-shaped cross section, thereby improving the reliability of connection and force transmission.

According to the above aspect of the present invention, preferably, the flexible transition piece can be a flexible transition plate, thereby facilitating the processing, manufacturing, and matching installation of each component.

According to the above aspects of the present invention, it is preferable to improve the corrosion resistance of the flexible transition plate while carrying large tensile stress, etc. for loading various types of cargo, extend the service life and enhance reliability. The material of the flexible transition plate can be stainless steel or titanium alloy.

According to the above aspect of the present invention, preferably, the first connection structure may include a binaural connector, and the second attachment part may include a monaural connector cooperating with the binaural connector. Through structural designs such as single and double lug joints, spherical bearings, and stainless steel flexible transition plates, a variety of compensation measures are provided for on-board assembly work, which significantly reduces the difficulty of modification and assembly of existing passenger aircraft/cargo aircraft.

According to another aspect of the invention, an aircraft is proposed, which may include:

Frames are arranged at intervals in the heading direction of the aircraft;

The long truss extends along the heading direction and is fixedly connected to the frame;

Arresting walls, which are used to divide the aircraft's load compartment into multiple sections in the heading direction; and

According to the flexible connection structure between the blocking wall and the fuselage in the above aspect, the flexible connecting structure between the blocking wall and the fuselage is used to maintain the blocking wall to the frame and the girder.

The characteristics and beneficial effects of the flexible connection structure between the blocking wall and the fuselage according to the present invention can include the following aspects:

Through the flexible connection structure between the blocking wall and the fuselage used for emergency landing of cargo aircraft, the carrying and transmission of 9g cargo load under emergency landing conditions can be achieved;

The flexible transition piece can effectively avoid excessive constraints on the fuselage structure during normal flight, effectively improving the reliability and safety of the connection structure; and

The flexible transition piece (flexible connection structure) provided by the present invention also has the characteristics of being easy to modify on an aircraft (such as a passenger aircraft/cargo aircraft) and having low difficulty in parts processing and assembly.

Therefore, the flexible connection structure between the blocking wall and the fuselage of the present invention can meet the usage requirements, overcome the shortcomings of the existing technology, and achieve the intended invention purpose.

Description of the drawings

In order to further clearly describe the flexible connection structure between the blocking wall and the fuselage according to the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. In the accompanying drawings:

Figure 1 is a schematic perspective view of a part of a flexible connection structure between a barrier wall and the fuselage according to a non-limiting embodiment of the present invention;

Figure 2 is a schematic side view of a portion of a flexible connection structure between a barrier wall and the fuselage according to a non-limiting embodiment of the present invention; and

FIG. 3 is a schematic view of a portion of the flexible connection structure between the barrier wall and the fuselage according to a non-limiting embodiment of the present invention, viewed along the navigation direction.

The above drawings are schematic only and are not strictly to scale.

Reference numbers in the Figures List of Figures and Examples:

100 - The flexible connection structure between the barrier wall and the fuselage, including;

10-The first connecting joint, including;

11 - free end;

12 - Pivot end;

20 - Flexible transition piece;

21 - first end;

22 - second end;

30 - short beam between frames;

31-The first C-shaped short beam;

32-The second C-shaped short beam;

40 - Spherical bearing;

50 - Fasteners, including;

51-bolt;

52 - Nut;

60 - connecting corner piece;

200 - Barrier walls, including;

201-Second connecting joint;

202 - Barrier wall body;

300 - Aircraft, including;

301-box;

302-long truss;

F - heading direction.

Detailed ways

It is to be understood that the present invention may employ various alternative orientations and step sequences unless expressly stated to the contrary. It should also be understood that the specific connection structures illustrated in the drawings and described in the specification are merely exemplary embodiments of the inventive concepts disclosed and defined herein. Thus, unless expressly stated otherwise, reference to specific orientations, directions, or other physical characteristics of the various disclosed embodiments should not be considered limiting.

Aircraft such as cargo aircraft or cargo aircraft converted from passenger aircraft usually include a main cargo hold for loading cargo, and the main cargo hold is usually provided with frames and girders in the circumferential direction. As an example, the frames can be arranged at intervals in the heading direction of the aircraft, and the long girders can extend on the fuselage along the heading direction and be fixedly connected to the frames to form the support structure of the aircraft body and be used to carry floors, engines, etc. Aircraft structures and cargo.

According to the provisions of the emergency landing situation (CCAR-25-R4) of the airworthiness standard for transport category aircraft, although the aircraft may be damaged in an emergency landing situation on land or water, the occupants will not be able to carry out the emergency landing when they are subjected to the ultimate inertial load coefficient of 9g forward. Serious injury should be avoided.

For this reason, it is necessary to set up a blocking wall between the escort cabin and the main cargo hold of a cargo aircraft (or a passenger aircraft converted from passenger to cargo) to prevent the occupants from being impacted by the cargo in the main cargo hold in the event of an emergency landing and endangering their lives. In order to fix the blocking wall inside the aircraft, it is necessary to provide a corresponding flexible connection structure between the blocking wall and the fuselage.

The flexible connection structure 100 between the blocking wall and the fuselage of a civil aircraft according to the present invention will be described in detail with reference to the accompanying drawings.

Figures 1 and 2 are respectively a schematic perspective view and a side view of a part of the flexible connection structure 100 between the barrier wall and the fuselage according to a non-limiting embodiment of the present invention; Figure 3 is a schematic perspective view and a side view of a barrier wall according to a non-limiting embodiment of the present invention. A schematic diagram of a part of the fuselage flexible connection structure 100 viewed along the course F.

As shown in the figure and according to a non-limiting embodiment of the present invention, the flexible connection structure 100 between the barrier wall and the fuselage may include a first connection joint 10 , a flexible transition piece 20 and an inter-frame short beam 30 .

For example, the first connection joint 10 may be pivotally connected to a second connection joint 201 provided on the barrier wall 200 . The second connection joint 201 may be, for example, a portion protruding from the blocking wall 200 , or may be separately manufactured and fixedly connected to the blocking wall 200 (such as threaded connection, riveting, etc.) to the blocking wall 200 , for example, fixed to the peripheral portion of the blocking wall 200 .

As a non-limiting example, the first connection connector 10 may include a binaural connector, while the second connection connector 201 may include a monaural connector mated with a binaural connector. Alternatively, the first connection connector 10 may comprise a monaural connector and the second connection connector 201 may comprise a binaural connector cooperating with the monaural connector. Of course, other types of connection joints may be envisaged by those skilled in the art.

The first end 21 of the flexible transition piece 20 may be fixed to the free end 11 of the first connecting joint 10 and the second end 22 of the flexible transition piece 20 may be attached to a fuselage panel of the aircraft 300 , for example by means of an interframe spar. 30. Inter-frame short beams 30 may be fixed to adjacent frames 301 and girders 302 of the aircraft 300. Flexible transition pieces 20 may be used to transfer loads from the barrier wall 200 to the frames 301 and girders 302 .

In the embodiment shown in conjunction with the drawings, the flexible connection structure 100 between the barrier wall and the fuselage and the barrier wall body 202 of the barrier wall 200 can be positioned at different frame positions. At this time, preferably, the blocking wall body 202 can be positioned in front of the blocking wall and the fuselage flexible connection structure 100 in the heading direction F, for example, at adjacent frame positions.

As used herein, the term "frame position" may be used to refer to the position of the frame 301 of the aircraft 300 on heading, and the qualifier "flexible" may be conventionally understood in the art to refer to the connecting structure when a load is applied. Able to undergo deformation such as bending, and return to its original shape after the load disappears.

In a preferred embodiment, the flexible connection structure 100 between the blocking wall and the fuselage can be positioned at two adjacent frame positions with the blocking wall body 202 of the blocking wall 200 . It should be understood that the blocking wall 200 according to the present invention is a rigid blocking wall.

As shown in the figures and as a non-limiting example, the flexible transition piece 20 may be in the form of a flexible transition plate, and the material of the flexible transition plate may be selected from stainless steel, titanium alloy, and the like. The size of the flexible transition piece 20 can be comprehensively selected based on the size of the internal space of the aircraft fuselage, the load conditions that need to be carried, and the material conditions.

For example, in the case where the flexible transition piece 20 is a flexible transition plate made of stainless steel, the stainless steel flexible transition plate may have the shape of a substantially rectangular thin plate, for example.

As a preferred embodiment, the inter-frame short beam 30 may include a first C-shaped short beam 31 and a second C-shaped short beam 32 fixed back to back to fit into a long girder 302 with a substantially Z-shaped cross section, as shown in Figure 3 Shown above. As shown in Figure 3, the first C-shaped short beam 31 on the right side is higher in height than the second C-shaped short beam 32 on the left side, so as to fit in shape with the corresponding part of the long truss having a Z-shaped cross section, and Fastened to long stringers.

The first C-shaped short beam 31 and the second C-shaped short beam 32 may also be fixedly connected to each other, for example by riveting, bolting or the like at substantially flat back-to-back contact web portions.

In addition, the connecting corner piece 60 can also be fixed to the web portion of the first C-shaped short beam 31 and the second C-shaped short beam 32, for example, by means of riveting, bolting, or the like. The connecting corner piece 60 may be in the form of an L-shaped corner piece, with its two ends connected to the frame 301 and the web portion of the first C-shaped short beam 31 or the second C-shaped short beam 32 respectively, thereby connecting the inter-frame short beam 30 Also fixedly connected between adjacent frames 301.

At this time, preferably, the flexible transition piece 20 can be connected to the first connecting joint 10 and the inter-frame short beam 30 through fasteners such as bolts and nuts.

According to a non-limiting embodiment of the present invention and as shown in FIG. 3 , the flexible connection structure 100 between the barrier wall and the fuselage may further include a spherical bearing 40 disposed between the first connection joint 10 and the second connection joint 201 . The first connecting joint 10, the second connecting joint 201 and the spherical bearing 40 are pivotally connected together via fasteners 50, such as bolts 51 and nuts 52. Preferably, a bushing can also be provided, and the bushing can be inserted between the bolt 51 and the attachment hole to protect the corresponding contact structure from wear.

The spherical bearing 40 allows pivoting in the circumferential direction between the first connecting joint 10 and the second connecting joint 201 and allows a certain range of deflection of the first connecting joint 10 relative to the second connecting joint 201 in the lateral direction. .

When the blocking wall 200 bears a 9g load along the course of the cargo in the main cargo hold, due to the deformation of the blocking wall 200, the load transmitted to the second connecting joint 201 is not a complete heading load. Among them, the directional load component passes through the fastener 50, the first connecting joint 10, the flexible transition piece 20 and the inter-frame short beam 30, and is finally transmitted to the fuselage longitudinal load-bearing member long stringer 302; the lateral load component is transmitted through the first The spherical plain bearing 40 between the connecting joint 10 and the second connecting joint 201 rotates. Such a flexible connection structure design of the fuselage not only meets the design requirements for directional load bearing, but also effectively avoids the effect of lateral load on the fuselage long girder 302.

When an aircraft such as a cargo aircraft is in normal operation, under the fuselage pressurization condition, the flexible connection structure 100 between the blocking wall and the fuselage according to the present invention can be connected to the aircraft through the bending of the flexible transition piece 20 and the rotation of the spherical bearing 40 . The inter-frame short beams 30 and connecting corner pieces 60 that are directly connected to the fuselage structure expand together with the fuselage of the aircraft, which effectively prevents the rigid blocking wall 200 from excessively constraining the local deformation of the fuselage and affecting its fatigue performance.

Compared with the existing technology, the flexible connection structure 100 between the blocking wall and the fuselage of the cargo aircraft proposed by the present invention may include the following advantages:

1) Through the rotation of the spherical bearing in the flexible connection structure between the barrier wall and the fuselage, the transfer of lateral loads to the fuselage structure is effectively avoided. Compared with the existing connection structure, the load transfer is more reasonable;

2) Through the bending of the flexible transition piece and the rotation of the spherical bearing in the flexible connection structure between the barrier wall and the fuselage, the excessive restraint of the rigid barrier wall on the structural deformation of the local skin of the fuselage and other structures under pressurized conditions is effectively avoided. Compared with The existing connection structure eliminates the impact on the fatigue performance of the fuselage structure;

3) The components of the flexible connection structure between the blocking wall and the fuselage provided are simple in shape, easy to process and manufacture, and can be adjusted according to the actual situation on the aircraft, making the solution flexible and controllable;

4) The flexible connection structure between the blocking wall and the fuselage of the present invention is not arranged at the same station as the blocking wall, so as to maximize the space utilization on the aircraft and increase the available area of the blocking wall, which is especially suitable for use by medium and small cargo aircraft;

5) The flexible connection structure between the arresting wall and the fuselage of the present invention provides a variety of compensation measures for the aircraft assembly work through structural designs such as single and double ear structures, joint bearings, flexible transition pieces, etc., and significantly reduces the modification of the aircraft and the arresting wall. assembly difficulty.

An example installation process of the flexible connection structure 100 between the barrier wall and the fuselage according to the present invention in the main cargo compartment of the aircraft is described below.

As a non-limiting example, the spherical bearing 40 can first be installed on the second connection joint 201 of the barrier wall 200; it is connected to the fuselage long girder 301 through a pair of back-to-back inter-frame short beams 30, and then connected to the front and rear frames through the connecting corner pieces 60. 301; adjust the position of the first connecting joint 10 appropriately, and connect it to the second connecting joint 201 with bolts 51 and nuts 52; adjust the position of the flexible transition piece 20 appropriately, and connect it with the first connecting joint 10 and the frame short The beam 30 is connected to complete the connection between the blocking wall 200 and the fuselage.

Preferably, the flexible connection structure 100 between the blocking wall and the fuselage of the cargo aircraft is made of metal parts, and the material type, part shape and processing method (sheet metal/machine processing) can be selected according to the actual project, and the solution is flexible and controllable. , can adapt to a variety of complex scenarios.

The terms "first", "second", etc. used to express orientation or orientation and the terms "first", "second", etc. used herein are merely for the purpose of enabling those of ordinary skill in the art to better understand the present invention in the form of preferred embodiments. The concept of the invention is not intended to limit the invention. Unless otherwise stated, all orders, orientations or orientations are solely for the purpose of distinguishing one element/component/structure from another element/component/structure and are not intended to imply any specific order, order of operations, direction unless otherwise stated. or orientation. For example, in alternative embodiments, the "first end" may be the "second end" depending on the actual usage environment or the functions to be implemented.

To sum up, the flexible connection structure 100 between the blocking wall and the fuselage according to the embodiment of the present invention overcomes the shortcomings of the prior art and achieves the expected purpose of the invention.

Although the flexible connection structure between the blocking wall and the fuselage of the present invention has been described above in combination with the preferred embodiments, those of ordinary skill in the art should realize that the above examples are only for illustration and cannot be used as a guide to the present invention. limit. Therefore, various modifications and variations can be made to the present invention within the spirit and scope of the claims, and these modifications and variations will fall within the scope of the claims of the present invention.

Claims

A flexible connection structure (100) between the blocking wall and the fuselage, characterized in that the flexible connection structure between the blocking wall and the fuselage is used to fix the blocking wall (200) into the aircraft (300), and includes:

a first connection joint (10) pivotally connected to a second connection joint (201) provided on the blocking wall (200);

a flexible transition piece (20) with a first end (21) fixed to the free end (11) of the first connecting joint (10); and

Inter-frame short beams (30) fixed to adjacent frames (301) and girders (302) of the aircraft (300) and to the first of the flexible transition pieces (20) Two ends (22),

Wherein, the flexible transition piece (20) is used to transfer loads from the blocking wall (200) to the frame (301) and the girder (302).
The flexible connection structure (100) between the blocking wall and the fuselage according to claim 1, characterized in that the flexible connection structure (100) between the blocking wall and the fuselage and the blocking wall body (202) of the blocking wall (200) ) are positioned at different frame positions, and wherein the blocking wall body (202) is positioned in front of the flexible connection structure (100) between the blocking wall and the fuselage in the heading direction (F).
The flexible connection structure (100) between the blocking wall and the fuselage according to claim 2, characterized in that the flexible connection structure (100) between the blocking wall and the fuselage further includes a flexible connection structure provided between the first connection joint (10) and the fuselage. The spherical bearing (40) between the second connecting joints (201).
The flexible connection structure (100) between the blocking wall and the fuselage according to claim 3, characterized in that the first connection joint (10), the second connection joint (201) and the spherical bearing (40) Pivotably secured together via fasteners (50).
The flexible connection structure (100) between the blocking wall and the fuselage according to claim 4, characterized in that the short beams (30) between frames are fixed to adjacent frames (60) by means of paired connecting corner pieces (60). 301).
The flexible connection structure (100) between the blocking wall and the fuselage according to claim 5, characterized in that the inter-frame short beam (30) includes a first C-shaped short beam (31) and a second C-shaped short beam (31) fixed back to back. stub beams (32), and the connecting gussets (60) are fixed to the web portions of the first C-shaped stub beam (31) and the second C-shaped stub beam (32).
The flexible connection structure (100) between the blocking wall and the fuselage according to any one of claims 1-6, characterized in that the flexible transition piece (20) is a flexible transition plate.
The flexible connection structure (100) between the blocking wall and the fuselage according to claim 7, characterized in that the material of the flexible transition plate is stainless steel or titanium alloy.
The flexible connection structure (100) between the blocking wall and the fuselage according to any one of claims 1-6, characterized in that the first connection joint (10) includes a binaural joint, and the second connection joint (201) Includes a monaural connector cooperating with said binaural connector.
An aircraft (300), characterized in that the aircraft includes:

Frames (301) arranged at intervals in the heading direction (F) of the aircraft (300);

Long girder (302), which extends along the heading direction (F) and is fixedly connected to the frame (301);

A blocking wall (200) used to divide the load compartment of the aircraft (300) into multiple sections in the heading direction (F); and

The flexible connection structure (100) between the blocking wall and the fuselage according to any one of claims 1-9, the flexible connecting structure (100) between the blocking wall and the fuselage is used to fix the blocking wall (200) to The frame (301) and the girder (302).