Integral fuel tank based on aircraft wings, manufacturing method of integral fuel tank and aircraft
By using carbon fiber cloth or glass fiber cloth as a sealant in the integral fuel tank of the aircraft wing, the problem of complex and heavy sealing is solved, and a more efficient sealing effect and lightweight design are achieved.
Patent Information
- Application Number
- CN202510677079.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-23
- Publication Date
- 2025-09-09
AI Technical Summary
The sealing method of the existing aircraft wing integral fuel tank is complicated, and the use of metal connectors leads to high weight and poor sealing effect.
Carbon fiber cloth or glass fiber cloth is used as a sealant, which is filled into the boundary gap of the fuel tank through a wet molding process, and the fuel tank frame and skin are connected by adhesive, avoiding the use of metal fasteners.
The sealing effect is improved, the weight of the entire fuel tank is reduced, the possibility of bubble generation is reduced, and the sealing stability is enhanced.
Smart Images
Figure CN120606954A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of aircraft wing manufacturing, and in particular to an integral fuel tank based on an aircraft wing, a manufacturing method thereof, and an aircraft. Background Art
[0002] The manufacturing process for an integral fuel tank on an existing aircraft wing involves sealing the tank's perimeter. This sealing process typically involves simply bonding the various components of the integral tank together with adhesives, or mechanically securing the components with fasteners before sealing with sealant.
[0003] However, the inventors of this application have discovered that the aforementioned sealing method requires multiple metal connectors to seal the integral fuel tank on an aircraft wing, resulting in a complex connection process and a relatively heavy weight of the assembled integral fuel tank. Furthermore, this sealing method relies solely on sealant or adhesive to achieve the sealing of the integral fuel tank on an aircraft wing, resulting in poor sealing performance.
[0004] The contents of the background technology section are merely technologies known to the public and do not necessarily represent the existing technologies in this field. Summary of the Invention
[0005] The present application provides an integral fuel tank based on an aircraft wing and a manufacturing method thereof, which are used to solve at least one of the above-mentioned technical problems.
[0006] According to one aspect of the present application, an integrated fuel tank for an aircraft wing is provided, comprising a fuel tank frame and a fuel tank wall. The fuel tank frame includes a first spar, a second spar, and at least two ribs. The first spar is arranged along the span of the aircraft wing. The second spar is arranged along the span of the aircraft wing. The ribs are connected to the first and second spar at their respective ends, with one end of the rib forming a first joint with the first spar, and the other end of the rib forming a second joint with the second spar. The fuel tank wall includes a first skin connected to one side of the fuel tank frame, a second skin connected to the other side of the fuel tank frame, and a sealant. The outer edge of the first skin is sealed to the outer edge of the second skin. The first skin forms a third joint with one side of the fuel tank frame. The second skin forms a fourth joint with the other side of the fuel tank frame. The sealant is filled into the first, second, third, and fourth joints through a wet-laying process. The enclosed space between the fuel tank wall and the fuel tank frame constitutes the fuel storage space of the integrated fuel tank.
[0007] According to an exemplary embodiment, the at least two ribs include a first boundary rib and a second boundary rib. The first boundary rib is provided on one side of the fuel tank frame to form a first boundary of the entire fuel tank. The second boundary rib is provided on the other side of the fuel tank frame to form a second boundary of the entire fuel tank.
[0008] According to an example embodiment, the sealant is a carbon fiber cloth or a glass fiber cloth.
[0009] According to an exemplary embodiment, the fuel tank wall further includes a maintenance section. The maintenance section is disposed on an outer surface of the fuel tank wall. The maintenance section includes a maintenance access port and a maintenance airtight locking member. The location of the maintenance access port corresponds to the location of the fuel storage space. The maintenance airtight locking member is disposed on the maintenance access port.
[0010] According to an example embodiment, the inner surface of the service access is provided with a seal.
[0011] According to an exemplary embodiment, the fuel tank wall further comprises a refueling portion. The refueling portion is disposed on the outer surface of the fuel tank wall. The refueling portion includes a refueling port and an airtight refueling locking member. The refueling port is positioned to correspond to the location of the fuel storage space. The airtight refueling locking member is disposed on the refueling port.
[0012] According to another aspect of the present application, a method for manufacturing an integral fuel tank for an aircraft wing is also provided. This manufacturing method is used to process the integral fuel tank described above. The manufacturing method includes: sealingly connecting a first spar, a second spar, and at least two ribs to a first skin and a second skin, respectively, using an adhesive, and completing curing at a preset temperature; using a wet molding process to fill a sealant into the first, second, third, and fourth connection seams, such that the widths of the first, second, third, and fourth connection seams are less than a preset threshold; sealing the first, second, third, and fourth connection seams using a sealant; sealingly connecting the first and second skins using an adhesive, and completing curing at a second preset temperature to complete the manufacture of the integral fuel tank.
[0013] According to an example embodiment, the first spar, the second spar, and the at least two ribs are respectively sealed and connected to the first skin and the second skin based on an adhesive, and before completing the curing at a preset temperature, the method further includes: wet-forming the first skin, the second skin, the first spar, the second spar, and the at least two ribs based on an aircraft wing mold, wherein the first skin, the second skin, the first spar, the second spar, and the at least two ribs are composite materials.
[0014] According to another aspect of the present application, an aircraft is provided, comprising the above-mentioned integral fuel tank.
[0015] Beneficial effects
[0016] This application improves the sealing effectiveness of the aircraft wing's integral fuel tank by filling the gaps to be sealed at the edges of the integral fuel tank with a sealant made of a highly stable material. This avoids the problem of sealant aging and resulting in seal failure, thereby improving the sealing effectiveness of the aircraft wing's integral fuel tank. This process eliminates the need for metal fasteners, thereby reducing the weight of the aircraft wing's integral fuel tank. Furthermore, this application utilizes a wet process for filling the sealant. This layer-by-layer wet process reduces the generation of bubbles during the laying process, thereby improving the sealing effectiveness. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.
[0018] Figure 1 A cross-sectional schematic diagram of an integral fuel tank according to an embodiment of the present application is shown;
[0019] Figure 2 A schematic structural diagram of an integral fuel tank according to an embodiment of the present application is shown;
[0020] Figure 3 Another structural schematic diagram of the integral fuel tank according to an embodiment of the present application is shown;
[0021] Figure 4 A schematic flow chart showing a method for manufacturing an integral fuel tank for an aircraft wing according to an embodiment of the present application is shown;
[0022] Figure 5 A flow chart of step S500 of the method for manufacturing an integral fuel tank according to an embodiment of the present application is shown.
[0023] Description of reference numerals:
[0024] Integral fuel tank 1; fuel tank frame 11; fuel tank wall 12; fuel storage space 13; first spar 111; second spar 112; rib 113; first skin 121; second skin 122; maintenance port 123; refueling port 124; first boundary rib 1131; second boundary rib 1132. DETAILED DESCRIPTION
[0025] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be embodied in many forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete and will fully convey the concepts of the example embodiments to those skilled in the art. Like reference numerals in the drawings represent like or similar parts, and thus repetitive description thereof will be omitted.
[0026] The described features, structures or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present disclosure. However, those skilled in the art will appreciate that the technical solutions of the present disclosure may be practiced without one or more of these specific details, or other methods, components, materials, devices, etc. may be employed. In these cases, well-known structures, methods, devices, implementations, materials or operations will not be shown or described in detail.
[0027] Furthermore, the terms "include," "comprise," and "have," and any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or elements is not limited to the listed steps or elements, but may optionally include steps or elements not listed, or may optionally include other steps or elements inherent to the process, method, product, or apparatus.
[0028] The terms "first", "second" and the like in the specification, claims and drawings of this application are used to distinguish different objects rather than to describe a specific order.
[0029] The following is a clear and complete description of the technical solution of this application in conjunction with the drawings in the embodiments of this application. The described embodiments are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without making creative efforts are within the scope of protection of this application.
[0030] According to one aspect of the present application, an integral fuel tank based on an aircraft wing is provided. Figure 1 A cross-sectional schematic diagram of the integral fuel tank according to an embodiment of the present application is shown. Figure 2 A structural schematic diagram of the integral fuel tank according to an embodiment of the present application is shown. Figure 3 Another structural schematic diagram of the integral fuel tank according to an embodiment of the present application is shown.
[0031] According to an example embodiment, Figure 1 、 Figure 2 and Figure 3 As shown, the integral fuel tank 1 includes a fuel tank frame 11 and a fuel tank wall 12. The fuel tank frame 11 includes a first spar 111, a second spar 112, and at least two ribs 113. The first spar 111 is arranged along the span direction of the aircraft wing. The second spar 112 is arranged along the span direction of the aircraft wing. The ends of the rib 113 are respectively connected to the first spar 111 and the second spar 112. A first connection seam (not shown) is formed between one end of the rib 113 and the first spar 111, and a second connection seam (not shown) is formed between the other end of the rib 113 and the second spar 112.
[0032] For example, both ends of the rib 113 may be connected to the first spar 111 and the second spar 112 by means of normal temperature gluing using an adhesive.
[0033] For example, both ends of the rib 113 may be fan-shaped transition structures, which match and contact the contact surfaces of the first spar 111 and the second spar 112. The first spar 111 and the second spar 112 may be I-beams or C-beams.
[0034] The fuel tank wall 12 includes a first skin 121 connected to one side of the fuel tank frame 11, a second skin 122 connected to the other side of the fuel tank frame 11, and a sealant (not shown in the figure). The outer edge of the first skin 121 is sealed to the outer edge of the second skin 122. The first skin 121 forms a third connecting seam with one side of the fuel tank frame 11 (not shown in the figure). The second skin 122 forms a fourth connecting seam with the other side of the fuel tank frame 11 (not shown in the figure). The sealant is filled into the first connecting seam, the second connecting seam, the third connecting seam and the fourth connecting seam through a wet molding process. The enclosed accommodation space between the fuel tank wall 12 and the fuel tank frame 11 constitutes the oil storage space 13 of the entire fuel tank 1.
[0035] For example, the first skin 121 and the second skin 122 can be connected to the two sides of the fuel tank frame 11 by adhesive bonding at room temperature. The outer edges of the first skin 121 and the outer edges of the second skin 122 can be sealed by adhesive bonding at room temperature. The outer edges of the first skin 121 and the outer edges of the second skin 122 can also be seamlessly sealed by laser welding or co-curing.
[0036] For example, the sealant can be a highly stable composite material or a filler (e.g., carbon fiber cloth or glass fiber cloth) made of the same material as the first skin 121 and the second skin 122. The first skin 121 and the second skin 122 can be made of a composite material, carbon fiber cloth, glass fiber cloth, or a metal material (e.g., aluminum alloy, titanium alloy, etc.).
[0037] Through the above-described embodiments, the present application improves the sealing effectiveness of the aircraft wing's integral fuel tank by filling the gap to be sealed at the edge of the integral fuel tank with a sealant made of a highly stable material, thereby avoiding the problem of sealant aging and resulting in seal failure. This process eliminates the need for metal fasteners, thereby reducing the weight of the aircraft wing's integral fuel tank. Furthermore, the present application utilizes a wet process for filling the sealant. This layer-by-layer wet process reduces the generation of bubbles during the laying process, thereby improving the sealing effectiveness.
[0038] According to an example embodiment, Figure 1As shown, the at least two ribs 113 include a first boundary rib 1131 and a second boundary rib 1132. The first boundary rib 1131 is provided on one side of the fuel tank frame 11 to form a first boundary of the entire fuel tank 1. The second boundary rib 1132 is provided on the other side of the fuel tank frame 11 to form a second boundary of the entire fuel tank 1.
[0039] Through the above embodiments, the present application completes the setting of the physical boundary of the entire fuel tank by respectively setting the first boundary rib and the second boundary rib on both sides of the fuel tank frame.
[0040] According to an example embodiment, Figure 1 As shown, the fuel tank wall 12 also includes a maintenance section (not shown). The maintenance section is located on the outer surface of the fuel tank wall 12. The maintenance section includes a maintenance access 123 and a maintenance airtight locking member (not shown). The location of the maintenance access 123 corresponds to the location of the fuel storage space 13. The maintenance airtight locking member is located on the maintenance access 123.
[0041] Illustratively, the maintenance airtight locking member may be an airtight support plate nut.
[0042] Through the above embodiments, the present application provides a maintenance section on the wall of the fuel tank, so that maintenance personnel can perform maintenance work on the interior of the entire fuel tank through the maintenance section.
[0043] According to an exemplary embodiment, a sealing member is provided on the inner surface of the maintenance port 123. For example, the sealing member may be a sealing gasket.
[0044] Through the above embodiments, the present application seals the inner surface of the maintenance port by using a sealing gasket.
[0045] According to the exemplary embodiment, the fuel tank wall 12 is further provided with a refueling portion (not shown). This portion is located on the outer surface of the fuel tank wall 12. The refueling portion includes a refueling port 124 and an airtight refueling locking member. The position of the refueling port 124 corresponds to the position of the fuel storage space 13. The airtight refueling locking member is provided on the refueling port 124.
[0046] Exemplarily, the refueling airtight locking member may be an airtight support plate nut.
[0047] Through the above embodiments, the present application realizes filling oil into the interior of the overall oil tank or draining oil from the interior of the overall oil tank 1 to the outside through the filling portion by arranging a filling portion on the wall of the oil tank.
[0048] According to another aspect of the present application, a method for manufacturing an integral fuel tank of an aircraft wing is provided, which is used to process the integral fuel tank described above. Figure 4 The flowchart of the manufacturing method of the integral fuel tank of the aircraft wing according to the embodiment of the present application is shown. Figure 4As shown, the manufacturing method includes steps S100-S400.
[0049] In step S100 , the first spar, the second spar and at least two ribs are sealed and connected to the first skin and the second skin respectively using an adhesive, and are cured at a preset temperature.
[0050] For example, the adhesive may be an epoxy-cyanate mixed adhesive, the preset temperature may be 20° C.-25° C., and the curing time may be 8 hours.
[0051] In step S200 , a sealant is filled into the first, second, third and fourth connecting seams using a wet molding process so that the widths of the first, second, third and fourth connecting seams are no greater than a preset threshold.
[0052] For example, the sealant can be cured at a temperature of 20°C-25°C for 8 hours. The sealant can extend 10-50 mm beyond both sides of the first, second, third, and fourth connecting seams, respectively, to cover the first, second, third, and fourth connecting seams.
[0053] For example, the sealant can be a composite material (such as carbon fiber prepreg) or a filler made of the same material as the first and second skins (for example, carbon fiber cloth or glass fiber cloth). The sealant can be applied layer by layer using a wet lay process. The preset threshold can be 1 mm.
[0054] In step S300 , the first connecting seam, the second connecting seam, the third connecting seam, and the fourth connecting seam are sealed using a sealant.
[0055] For example, the sealant may be polysulfide rubber. In the present application, the first connection seam, the second connection seam, the third connection seam, and the fourth connection seam may be sealed again using the sealant.
[0056] For example, the present application may also treat the inner area of the integral fuel tank with a sealant to perform a sealing treatment on the inner area of the integral fuel tank.
[0057] For example, the process of sealing the entire fuel tank 1 with a sealant may include the following steps:
[0058] S1: Use acetone to clean the inner surface of the integral fuel tank. The cleaning area should extend at least 30 mm beyond the edge of the inner surface of the integral fuel tank. Leave the integral fuel tank for at least 10 minutes.
[0059] S2: Use a brush to apply sealant to the inner surface of the entire fuel tank, dry the entire fuel tank for no less than 30 minutes, and heat and cure at 50℃ for 8 hours.
[0060] In step S400, the first skin and the second skin are sealed and connected with an adhesive, and are cured at a second preset temperature to complete the manufacture of the integral fuel tank.
[0061] For example, the adhesive may be an epoxy-cyanate mixed adhesive, the preset temperature may be room temperature of 20° C. to 25° C., and the curing time may be 8 hours.
[0062] Through the above-described embodiments, the present application improves the sealing effectiveness of the integral fuel tank of an aircraft wing by filling the gap to be sealed at the edge of the integral fuel tank with a sealant. This process eliminates the need for metal fasteners, thereby reducing the weight of the integral fuel tank of the aircraft wing. Furthermore, the present application utilizes a wet process for filling the sealant. This layer-by-layer wet process reduces the generation of bubbles during the laying process, thereby improving the sealing effectiveness.
[0063] Figure 5 FIG. 5 is a flow chart showing step S500 of the method for manufacturing an integral fuel tank according to an embodiment of the present application. Figure 5 As shown, in step S500, a first skin, a second skin, a first spar, a second spar and at least two ribs are wet-formed based on an aircraft wing mold.
[0064] Illustratively, the first skin, the second skin, the first spar, the second spar and the at least two ribs may be composite materials.
[0065] Through the above-described embodiments, the present application utilizes a wet forming process based on an aircraft wing mold to fabricate a first skin, a second skin, a first spar, a second spar, and at least two ribs. The wet forming process is simple, efficient, and energy-efficient, thereby reducing the cost of fabricating the first skin, the second skin, the first spar, the second spar, and the at least two ribs.
[0066] According to another aspect of the present application, the present application also provides an aircraft, comprising the above-mentioned integral fuel tank.
[0067] Finally, it should be noted that the above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Although the present application is described in detail with reference to the aforementioned embodiments, those skilled in the art will be able to modify the technical solutions of the aforementioned embodiments or replace some of the technical features therein with equivalents. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included within the scope of protection of the present application.
Claims
1. An integral fuel tank based on an aircraft wing, characterized in that: The integral fuel tank comprises: Fuel tank frame, including: a first wing spar arranged along the span direction of the aircraft wing; a second spar arranged along the span direction of the aircraft wing; at least two ribs, with two ends of each rib connected to the first spar and the second spar, respectively, a first connection seam formed between one end of the rib and the first spar, and a second connection seam formed between the other end of the rib and the second spar; Fuel tank wall, including: a first skin connected to one side of the fuel tank frame; a second skin connected to the other side of the fuel tank frame; The outer edge of the first skin is sealed to the outer edge of the second skin, the first skin and one side of the fuel tank frame form a third connection seam, and the second skin and the other side of the fuel tank frame form a fourth connection seam; A sealant is filled into the first connecting seam, the second connecting seam, the third connecting seam and the fourth connecting seam through a wet molding process; The enclosed accommodating space between the oil tank wall and the oil tank frame constitutes the oil storage space of the integral oil tank.
2. The integral fuel tank according to claim 1, characterized in that: The at least two ribs include: a first boundary rib, provided on one side of the fuel tank frame to form a first boundary of the integral fuel tank; The second boundary rib is arranged on the other side of the fuel tank frame to form the second boundary of the integral fuel tank.
3. The integrated fuel tank according to claim 1, characterized in that: The sealant is carbon fiber cloth or glass fiber cloth.
4. The integrated fuel tank according to claim 1, characterized in that: The fuel tank wall further includes a maintenance portion, which is arranged on the outer surface of the fuel tank wall and includes: a maintenance port, the position of the maintenance port corresponding to the position of the oil storage space; A maintenance airtight locking piece is arranged on the maintenance opening.
5. The integral fuel tank according to claim 4, characterized in that: The inner surface of the maintenance port is provided with a sealing member.
6. The integrated fuel tank according to claim 1, characterized in that: The fuel tank wall is further provided with a refueling portion, which is arranged on the outer surface of the fuel tank wall and includes: a refueling port, the position of which corresponds to the position of the oil storage space; The refueling airtight locking piece is arranged on the refueling port.
7. A method for manufacturing an integral fuel tank of an aircraft wing, characterized in that: For processing the integral fuel tank according to any one of claims 1 to 6, the manufacturing method comprises: sealingly connecting the first spar, the second spar, and the at least two ribs to the first skin and the second skin, respectively, using an adhesive, and completing curing at a preset temperature; Filling the first connecting seam, the second connecting seam, the third connecting seam, and the fourth connecting seam with the sealant using a wet molding process so that the widths of the first connecting seam, the second connecting seam, the third connecting seam, and the fourth connecting seam are smaller than a preset threshold; sealing the first connecting seam, the second connecting seam, the third connecting seam, and the fourth connecting seam using a sealant; The first skin and the second skin are sealed and connected with an adhesive, and are cured at a second preset temperature to complete the manufacture of the integral fuel tank.
8. The manufacturing method according to claim 7, characterized in that The method further comprises: sealing and connecting the first spar, the second spar, and the at least two ribs to the first skin and the second skin respectively based on an adhesive, and completing curing at a preset temperature. The first skin, the second skin, the first spar, the second spar and the at least two ribs are wet-formed based on an aircraft wing mold, and the first skin, the second skin, the first spar, the second spar and the at least two ribs are composite materials.
9. An aircraft, characterized in that: Comprising the integral oil tank according to any one of claims 1-6.