Multispars join of wingbox section with the wing central section

Abstract

One of the most important tasks that are solved when transport aircraft are designing is the task of analyzing the stress distribution in the elements of the longitudinal set of wingbox. The existing integral methods do not allow to calculate with the necessary accuracy the stress-strain state of arbitrary complex structures, which makes it impossible to apply them for optimization the rigid parameters of the wing of a transport category airplane. Also, the integral methods do not take into account the mutual influence of deformations of adjacent structural elements, as well as the influence of elements intended for the perception of concentrated loads, which significantly affect the results of stress calculation. To solve this problem, the results of integral calculations are introduced corrections, the values of which are given in the form of empirical dependencies, determined on the basis of experimental studies of certain types of structures. Integral methods of calculating the rigidity parameters of the console structure elements do not provide the required accuracy of load determination, which complicates the analysis of the distribution of normal and tangential stresses. The introduction of empirical corrections narrows the range of structures for which stress-strain state (SSS) analysis can be performed. The most effective method of solving the problem of determining the effect of deformations on the SSS structures is the finite element method, which is a universal method of calculating the SSS of arbitrary structures.This article presents the results of the analysis of the stress-strain state of a transport category plane wingbox of in the place of joint of the caisson negative part with the centroplane, in case of use of a multi-lateral joint design. There is shown that, under the same loading conditions, the mass of the multispars joint is approximately equal to the mass of the traditional flange joint.