A wing tank reinforcement seal structure

Abstract

The utility model discloses a kind of wing tank reinforcing sealing structure in the technical field of aviation tank structure design, including wing root beam, the both sides of wing root beam are respectively provided with edge rib piece, sealing structure is used between wing root beam and edge rib piece to be connected, reinforcing piece is arranged between wing root beam and edge rib piece, wing root beam, edge rib piece and reinforcing piece combination constitute triangular buffer zone. The utility model constructs triangular buffer zone by reinforcing piece between wing root beam and edge rib piece, the complex stress of the maximum load, bending moment and torque most concentrated area of the intersection point of beam and rib originally directly acting, shunt and transfer to newly set reinforcing piece, fundamentally reduce the dynamic stress and alternating load acting on the boundary of tank, delay the aging of sealing material and the process of nail hole expansion due to fatigue, eliminate leakage risk, ensure the sealing integrity of tank under long-term complex working condition.

Description

Technical Field

[0001] This utility model relates to the field of aviation fuel tank structure design technology, and in particular to a reinforced sealing structure for an aircraft wing fuel tank. Background Technology

[0002] Aircraft wing fuel tanks are typically integral fuel tank structures, meaning they are formed by connecting internal wing components such as bulkheads, skin, and spars using sealants, riveting, and welding to create a sealed fuel container. This design maximizes the use of internal wing space to reduce aircraft structural weight. Key features include: the use of fuel-resistant sealing materials that are compatible with structural materials like aluminum alloys to ensure a tight seal; internal anti-sloshing baffles and fuel deflectors to limit fuel sloshing during flight, preventing it from affecting the aircraft's center of gravity and stability; and fuel delivery, fuel level monitoring, and pressure balancing via fuel pumps, sensors, and vent valves.

[0003] However, existing technologies have some problems: In existing technologies, the fuel tank sealing structure at the wing root, specifically at the wing root, experiences large loads, maximum bending moments, and maximum torques near the joint between the beam and the root rib, resulting in complex operating conditions and high stress at the skin and rib nail points. In addition, the load at the wing root is large and variable during flight or landing. Therefore, over time, the nail holes in the fuel tank area at the wing root are prone to enlargement, leading to seal failure and oil leakage or seepage. Therefore, we propose a reinforced sealing structure for wing fuel tanks. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a reinforced sealing structure for wing fuel tanks. A short oblique rib is added at the wing root to isolate the area with the highest load at the intersection of the beam and the root rib. The short oblique rib serves as a new boundary for the fuel tank, allowing the fuel tank to avoid the area with the highest load on the wing and the tight space at the intersection of the beam and the root rib, thus expanding the operational space for fuel tank sealing measures.

[0005] The purpose of this utility model is achieved as follows: a reinforced sealing structure for an airfoil fuel tank, including an airfoil root beam, side ribs respectively provided on both sides of the airfoil root beam, the airfoil root beam and the side ribs are connected by a sealing structure, a reinforcing member is provided between the airfoil root beam and the side ribs, the airfoil root beam, the side ribs and the reinforcing member are combined to form a triangular buffer zone, and the fuel tank boundary is reconstructed based on the reinforcing member, the reinforcing member is provided correspondingly to the airfoil root beam.

[0006] Optionally, the side rib includes a first side rib and a second side rib, wherein a front beam joint is provided on the first side rib and a rear beam joint is provided on the second side rib.

[0007] Optionally, the reinforcing member includes short oblique ribs and long oblique ribs, the short oblique ribs, the first side ribs and the wing root beams forming a first buffer zone, and the long oblique ribs, the second side ribs and the wing root beams forming a second buffer zone.

[0008] Optionally, a support plate is provided on the short inclined rib, one end of the short inclined rib is fixedly connected to the first side rib, the other end of the short inclined rib is provided with a first connecting plate, and a first connecting groove is provided on the wing root beam, with the first connecting plate inserted into the first connecting groove.

[0009] Optionally, a second connecting plate is provided at both ends of the long diagonal rib, and a second connecting groove is provided on both the wing root beam and the second side rib, and the second connecting plate is inserted into the second connecting groove.

[0010] Optionally, the connection between the first connecting plate and the short oblique rib is thickened, the long oblique rib is provided correspondingly to the short oblique rib, and the short oblique rib is provided with a cable channel.

[0011] Compared with the prior art, the beneficial effects of this utility model are as follows: 1. This application achieves a redesign of the load-bearing point at the boundary of the wing fuel tank by constructing a triangular buffer zone composed of reinforcing members between the wing root beam and the side rib. By reconstructing the force transmission path, the high-load area is transferred to the reinforcing members, reducing the load on the sealing area. Specifically, the triangular buffer zone diverts and transfers the complex stress that was originally directly acting on the intersection of the beam and rib—the area with the largest load, bending moment, and torque—to the newly installed reinforcing members. This is equivalent to establishing an unloading structure at the critical corner of the fuel tank, fundamentally reducing the dynamic stress and alternating load acting on the fuel tank boundary. This greatly delays the aging of the sealing material and the expansion of the nail holes due to fatigue, eliminating the risk of leakage caused by structural deformation at the source and ensuring the sealing integrity of the fuel tank under long-term complex operating conditions.

[0012] 2. The rigid structural system of the triangular buffer zone can improve the overall stiffness and deformation resistance of the fuel tank boundary, making it more stable in flight and effectively suppressing the impact of fuel sloshing on the center of gravity and structure. Secondly, the reinforcement provides sufficient space for the sealing operation of the new fuel tank boundary, which facilitates high-quality construction. This not only makes the structural layout more compact and efficient, but also creates convenience for later maintenance and repair. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the overall structure provided by this utility model.

[0015] Figure 2 This is a frontal schematic diagram of the overall structure provided by this utility model.

[0016] Figure 3 This is an exploded view of the overall structure provided by this utility model.

[0017] Figure 4 This is a schematic diagram of the connection between the short oblique rib and the flange root beam provided by this utility model.

[0018] Figure 5 This is a schematic diagram of the short oblique rib structure provided by this utility model.

[0019] Figure 6 This is a schematic diagram of the connection between the long diagonal rib and the flange root beam provided by this utility model.

[0020] In the figure: 1. Wing root beam; 11. First connecting groove; 12. Second connecting groove; 2. Side rib; 21. First side rib; 22. Second side rib; 23. Front beam joint; 24. Rear beam joint; 3. Reinforcing member; 31. Short diagonal rib; 32. Long diagonal rib; 33. Support plate; 34. First connecting plate; 35. Second connecting plate. Detailed Implementation

[0021] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0022] like Figures 1 to 6 The wing fuel tank reinforcement and sealing structure shown includes a wing root beam 1, side ribs 2 are respectively provided on both sides of the wing root beam 1, the wing root beam 1 and the side ribs 2 are connected by a sealing structure, and a reinforcing member 3 is provided between the wing root beam 1 and the side ribs 2. The wing root beam 1, the side ribs 2 and the reinforcing member 3 are combined to form a triangular buffer zone, and the fuel tank boundary is reconstructed based on the reinforcing member 3. The reinforcing member 3 is correspondingly provided with the wing root beam 1.

[0023] It should be noted that as the main load-bearing component for lift of the flight platform, the wing can effectively utilize its space as a fuel tank, which can not only increase the fuel tank volume of the aircraft and increase the range, but also reduce the wing loading and reduce the structural weight. However, the wing fuel tank is a typical structural fuel tank. In a typical beam-type wing structure, there is a concentration of bending moment and torque at the wing root and the wing-body connection joint. The concentrated load results in the structural components at this point being thick and large. At the same time, the beam and rib intersect at the joint. If it is used as a fuel tank area, the sealing operation space here is small, the load is concentrated, and the working conditions are complex.

[0024] Furthermore, this application adds a short diagonal rib 31 as a reinforcing member 3 between the wing root beam 1 and the side rib 2, constructs a triangular buffer zone and reconstructs the fuel tank boundary, achieving multiple significant benefits: First, it effectively isolates the area with the maximum wing load, and moves the intersection of the beam and root rib, which originally bore the bending moment and was highly concentrated, to the newly set reinforcing member 3 inside the fuel tank, greatly reducing the complex load directly borne by the corner area of ​​the fuel tank, fundamentally reducing the fatigue risk of the sealing structure caused by alternating stress, and improving long-term reliability; Secondly, the new boundary shell provides more space for sealing and operation, ensuring the sealing integrity of the tank; at the same time, the structural reinforcement of the triangular buffer zone improves the structural stiffness and deformation resistance of the tank boundary, further enhancing the stability and safety of the tank under complex working conditions, and achieving a synergistic improvement in structural strength and sealing reliability.

[0025] Specifically, the side rib 2 includes a first side rib 21 and a second side rib 22. The first side rib 21 is provided with a front beam joint 23, and the second side rib 22 is provided with a rear beam joint 24.

[0026] Furthermore, the front beam joint 23 and the rear beam joint 24 are key force transmission components connecting the front and rear beams of the wing to the fuselage, respectively, and undertake the core function of transmitting loads such as lift, drag, bending moment, and torque of the wing to the core load-bearing structure of the fuselage. The front spar joint 23 typically bears the aerodynamic loads and part of the bending moment transmitted by the wing, ensuring a stable connection between the front of the wing and the fuselage. The rear beam joint 24 focuses on transmitting torque and residual bending moment, working in conjunction with the front beam joint 23 to form a complete force transmission path, ensuring the overall stability and structural reliability of the wing when it is loaded during flight.

[0027] As the transition zone between the wing and the fuselage, the wing root is the area where the overall load of the wing is most concentrated. The area near the edge ribs where the front spar joint 23 and the rear spar joint 24 are located is subjected to an extremely complex load environment: on the one hand, the bending moment reaches its peak here, causing the edge rib and wing root beam 1 to bear large tensile and compressive stresses; on the other hand, when the torque is transmitted through the wing root, shear stress and torsional stress will be generated at the intersection of the beam and the rib, forming a complex stress concentration phenomenon. When this area serves as the boundary of the fuel tank, these high-value, dynamic loads will be directly transmitted to the fuel tank structure (such as the sealing surfaces and connections of the side ribs 2 and the flange root beam 1), causing repeated deformation and vibration of the fuel tank wall. Over time, this will accelerate the aging of materials such as sealant and sealant, and may even cause fretting fatigue at the rivet connections, damaging the sealing integrity of the fuel tank and ultimately leading to the risk of fuel leakage. Meanwhile, concentrated loads can cause the fuel tank structure to deform beyond the design tolerance, affecting the fuel sloshing characteristics and the normal operation of the fuel pump, further threatening flight safety.

[0028] Specifically, the reinforcing component 3 includes a short oblique rib 31 and a long oblique rib 32. The short oblique rib 31, the first side rib 21 and the wing root beam 1 form a first buffer zone, and the long oblique rib 32, the second side rib 22 and the wing root beam 1 form a second buffer zone.

[0029] Furthermore, by setting short inclined ribs 31 and long inclined ribs 32 to construct the first and second buffer zones with the first side ribs 21, the second side ribs 22 and the flange root beam 1 respectively, the load is transferred in stages and the tank boundary is optimized and reconstructed. First, the short diagonal rib 31 diverts the concentrated bending moment at the joint 23 between the first side rib 21 and the front beam to the flange root beam 1, forming the first-level buffer. The long diagonal rib 32 bears the torque load of the second side rib 22 and the rear beam joint 24, forming a second buffer zone, dispersing the complex load originally concentrated at the intersection of the beam and rib along the reinforcement 3, significantly reducing the stress peak directly borne by the boundary of the oil tank. Meanwhile, the triangular structure formed by the two reinforcing components 3 has a much higher rigidity than the original planar connection, which effectively suppresses the dynamic deformation of the fuel tank area during flight and avoids fatigue cracks in the sealing structure due to alternating stress. In addition, the addition of a buffer zone can expand the operating space for sealing the oil tank, making it easier to ensure the quality of sealing construction and fundamentally improving the structural stability and sealing reliability of the oil tank under complex load conditions.

[0030] Specifically, a support plate 33 is provided on the short inclined rib 31, one end of the short inclined rib 31 is fixedly connected to the first side rib 21, and the other end of the short inclined rib 31 is provided with a first connecting plate 34. A first connecting groove 11 is provided on the wing root beam 1, and the first connecting plate 34 is inserted into the first connecting groove 11.

[0031] Furthermore, the short oblique ribs 31 are connected by plugging and then welding. Compared with traditional direct welding or riveting, the plugging process first provides a precise positioning reference for the first connecting plate 34 and the first connecting groove 11, ensuring geometric alignment after connection and effectively avoiding stress concentration in the weld caused by assembly deviation during direct welding. At the same time, the plug-in structure increases the welding contact area, enabling the weld to be evenly distributed along the periphery of the connecting plate and the connecting groove, forming a "ring weld", which replaces the linear stress area of ​​traditional butt welding or fillet welding, and greatly improves the fatigue resistance and load-bearing capacity of the joint. In addition, the process of inserting first and then welding avoids the residual effects of high temperature on the first side rib 21 or the processed area of ​​the flange beam 1 when directly welding the short diagonal rib 31, thus reducing the risk of component deformation.

[0032] Specifically, a second connecting plate 35 is provided at both ends of the long diagonal rib 32, and a second connecting groove 12 is provided on the wing root beam 1 and the second side rib 22. The second connecting plate 35 is inserted into the second connecting groove 12.

[0033] Furthermore, compared to the short diagonal rib 31 which is inserted and then welded at one end, the long diagonal rib 32 uses this welding structure at both ends. First, the long diagonal rib 32 has a large span, and the constraints at both ends can further prevent instability. By providing bidirectional constraints, it is transformed into a stable structure of a beam with fixed supports at both ends, fundamentally ensuring its load-bearing capacity and structural integrity. Secondly, the plug-in connection at both ends can establish a more direct force transmission path, connect the wing root beam 1 and the second side rib 22 more efficiently, and distribute the load evenly between the two to form a closed loop of force flow: whether the load comes from the wing root beam 1 or the load comes from the second side rib 22, it can be smoothly and directly transmitted to the other end through the diagonal rib, maximizing the diversion and buffering functions and protecting the main structure at both ends.

[0034] Specifically, the connection between the first connecting plate 34 and the short oblique rib 31 is thickened, the long oblique rib 32 is set correspondingly to the short oblique rib 31, and a cable channel is opened on the short oblique rib 31.

[0035] Furthermore, the thickening treatment at the connection between the first connecting plate 34 and the short diagonal rib 31 can effectively solve the problem of local stress concentration, enhance the structural strength and fatigue resistance of this key node, and ensure the reliability and durability of the connection under complex loads. Secondly, the corresponding arrangement of long diagonal ribs 32 and short diagonal ribs 31 constructs a mechanical balance system that supports each other and works in coordination, thereby improving the overall stiffness and load-bearing capacity of the triangular buffer zone.

[0036] In summary, this application achieves a redesign of the load-bearing point at the wing fuel tank boundary by constructing a triangular buffer zone composed of reinforcing members 3 between the wing root beam 1 and the side rib 2. By reconstructing the force transmission path, the high-load area is transferred to the reinforcing members 3, reducing the load on the sealing area. Specifically, the triangular buffer zone diverts and transfers the complex stress that was originally directly acting on the intersection of the beam and rib—the area with the largest load, bending moment, and torque—to the newly installed reinforcing members 3. This is equivalent to establishing an unloading structure at the critical corner of the fuel tank, fundamentally reducing the dynamic stress and alternating load acting on the fuel tank boundary. This greatly delays the aging of the sealing material and the expansion of the nail holes due to fatigue, eliminating the risk of leakage caused by structural deformation at the source and ensuring the sealing integrity of the fuel tank under long-term complex operating conditions.

[0037] The rigid structure of the triangular buffer zone can improve the overall stiffness and deformation resistance of the fuel tank boundary, making it more stable in flight and effectively suppressing the impact of fuel sloshing on the center of gravity and structure. Secondly, the reinforcement component 3 provides sufficient space for the sealing operation of the new fuel tank boundary, which facilitates high-quality construction. This not only makes the structural layout more compact and efficient, but also creates convenience for later maintenance and repair.

[0038] The above description of the embodiments is only for the purpose of helping to understand the method and core idea of ​​this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principle of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. A reinforced sealing structure for a wing fuel tank, comprising a wing root spar (1), characterized in that: Side ribs (2) are provided on both sides of the wing root beam (1). The wing root beam (1) and the side ribs (2) are connected by a sealing structure. A reinforcing member (3) is provided between the wing root beam (1) and the side ribs (2). The wing root beam (1), the side ribs (2) and the reinforcing member (3) are combined to form a triangular buffer zone. The oil tank boundary is reconstructed based on the reinforcing member (3). The reinforcing member (3) is provided correspondingly to the wing root beam (1).

2. The wing fuel tank reinforced sealing structure according to claim 1, characterized in that: The side rib (2) includes a first side rib (21) and a second side rib (22). A front beam joint (23) is provided on the first side rib (21), and a rear beam joint (24) is provided on the second side rib (22).

3. The wing fuel tank reinforced sealing structure according to claim 1, characterized in that: The reinforcing member (3) includes a short oblique rib (31) and a long oblique rib (32). The short oblique rib (31), the first side rib (21) and the wing root beam (1) constitute a first buffer zone, and the long oblique rib (32), the second side rib (22) and the wing root beam (1) constitute a second buffer zone.

4. The wing fuel tank reinforced sealing structure according to claim 3, characterized in that: A support plate (33) is provided on the short inclined rib (31). One end of the short inclined rib (31) is fixedly connected to the first side rib (21). The other end of the short inclined rib (31) is provided with a first connecting plate (34). A first connecting groove (11) is provided on the wing root beam (1). The first connecting plate (34) is inserted into the first connecting groove (11).

5. The wing fuel tank reinforced sealing structure according to claim 3, characterized in that: The long diagonal rib (32) is provided with a second connecting plate (35) at both ends, and a second connecting groove (12) is provided on the wing root beam (1) and the second side rib (22). The second connecting plate (35) is inserted into the second connecting groove (12).

6. The wing fuel tank reinforced sealing structure according to claim 4, characterized in that: The connection between the first connecting plate (34) and the short oblique rib (31) is thickened. The long oblique rib (32) is correspondingly arranged with the short oblique rib (31). The short oblique rib (31) has a cable channel.

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