CN101474658B - 组装复合材料结构的方法和装置 - Google Patents

组装复合材料结构的方法和装置 Download PDF

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CN101474658B
CN101474658B CN2008102463869A CN200810246386A CN101474658B CN 101474658 B CN101474658 B CN 101474658B CN 2008102463869 A CN2008102463869 A CN 2008102463869A CN 200810246386 A CN200810246386 A CN 200810246386A CN 101474658 B CN101474658 B CN 101474658B
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assembly
composite
rivet
metal
sleeve
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CN101474658A (zh
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史蒂文·G·基纳
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Boeing Co
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Boeing Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C70/00—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts
    • B29C70/88—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts characterised primarily by possessing specific properties, e.g. electrically conductive or locally reinforced
    • B29C70/882—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts characterised primarily by possessing specific properties, e.g. electrically conductive or locally reinforced partly or totally electrically conductive, e.g. for EMI shielding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C65/00—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor
    • B29C65/56—Joining or sealing of preformed parts, e.g. welding of plastics materials; Apparatus therefor using mechanical means or mechanical connections, e.g. form-fits
    • B29C65/60—Riveting or staking
    • B29C65/601—Riveting or staking using extra riveting elements, i.e. the rivets being non-integral with the parts to be joined
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C66/00—General aspects of processes or apparatus for joining preformed parts
    • B29C66/01—General aspects dealing with the joint area or with the area to be joined
    • B29C66/05—Particular design of joint configurations
    • B29C66/10—Particular design of joint configurations particular design of the joint cross-sections
    • B29C66/11—Joint cross-sections comprising a single joint-segment, i.e. one of the parts to be joined comprising a single joint-segment in the joint cross-section
    • B29C66/112—Single lapped joints
    • B29C66/1122—Single lap to lap joints, i.e. overlap joints
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B29C66/01—General aspects dealing with the joint area or with the area to be joined
    • B29C66/05—Particular design of joint configurations
    • B29C66/20—Particular design of joint configurations particular design of the joint lines, e.g. of the weld lines
    • B29C66/21—Particular design of joint configurations particular design of the joint lines, e.g. of the weld lines said joint lines being formed by a single dot or dash or by several dots or dashes, i.e. spot joining or spot welding
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    • B29C66/40—General aspects of joining substantially flat articles, e.g. plates, sheets or web-like materials; Making flat seams in tubular or hollow articles; Joining single elements to substantially flat surfaces
    • B29C66/41—Joining substantially flat articles ; Making flat seams in tubular or hollow articles
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16B19/06—Solid rivets made in one piece
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    • B29C66/73—General aspects of processes or apparatus for joining preformed parts characterised by the composition, physical properties or the structure of the material of the parts to be joined; Joining with non-plastics material characterised by the intensive physical properties of the material of the parts to be joined, by the optical properties of the material of the parts to be joined, by the extensive physical properties of the parts to be joined, by the state of the material of the parts to be joined or by the material of the parts to be joined being a thermoplastic or a thermoset
    • B29C66/739—General aspects of processes or apparatus for joining preformed parts characterised by the composition, physical properties or the structure of the material of the parts to be joined; Joining with non-plastics material characterised by the intensive physical properties of the material of the parts to be joined, by the optical properties of the material of the parts to be joined, by the extensive physical properties of the parts to be joined, by the state of the material of the parts to be joined or by the material of the parts to be joined being a thermoplastic or a thermoset characterised by the material of the parts to be joined being a thermoplastic or a thermoset
    • B29C66/7392—General aspects of processes or apparatus for joining preformed parts characterised by the composition, physical properties or the structure of the material of the parts to be joined; Joining with non-plastics material characterised by the intensive physical properties of the material of the parts to be joined, by the optical properties of the material of the parts to be joined, by the extensive physical properties of the parts to be joined, by the state of the material of the parts to be joined or by the material of the parts to be joined being a thermoplastic or a thermoset characterised by the material of the parts to be joined being a thermoplastic or a thermoset characterised by the material of at least one of the parts being a thermoplastic
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    • Y10T29/5377—Riveter

Abstract

用于机械接合组件以组装复合材料结构的方法和装置。提供第一和第二组件。第一和第二组件至少之一包括复合材料组件。在第一和第二组件的每一个上都形成孔。在第一和第二组件的孔中放置金属套筒，从而金属套筒接触第一和第二组件，在金属套筒中放置复合材料铆钉。对复合材料铆钉进行加热和施加变形力，以接合第一和第二组件从而构成组装的复合材料结构。

Description

组装复合材料结构的方法和装置
技术领域
本发明一般涉及一种通过接合包括非金属材料的组件来组装结构的方法和装置。更具体地，本发明涉及一种紧固装置和方法，以机械连接组件来组装飞机和其他应用的复合材料结构。
背景技术
复合材料结构的应用在近些年来越来越广泛了，特别是在例如飞行器等应用上，其具有优越的耐久性和可维护性，且能显著减轻重量。
尽管复合材料结构在民机和军机上都有应用，但到近几年来之前，其应用通常局限在飞行器次级组件和部件上，而不愿将复合材料应用于大型飞机部件以及主要结构的机身组件上。
用在飞机和其他应用上的复合材料结构通常由多个单独的复合材料组件组装而成。关于使用组装复合材料结构的一个特殊关注点就是需要机械接合这些复合材料组件以组装该结构。除了发展大型共固化(co-cured)复合材料结构以及粘合技术的继续改进，还需要可以机械接合飞机所用的复合材料组件，特别是那些在飞机服役期间的某些阶段中不得不被拆下以进行返修或更换的那些复合材料组件。
利用机械紧固件来组装飞机应用中的金属结构已采用多年了，而组装金属结构的过程相对来说比较简单。然而，利用机械紧固件来组装高级复合材料构成的结构则需要与组装金属结构明显不同的技术手段。除非有可靠的机械接合复合材料组件的机构，才能完全利用复合材料的优势。
在飞机工业领域，公知的是利用全金属组件构成的紧固件来通过机械接合由复合材料构成的组件而组装复合材料结构，例如碳、环氧树脂、石墨、碳/芳族聚酰胺、芳族聚酰胺和玻璃增强复合材料。在飞机中通常用金属紧固件来组装复合材料结构，包括实心铆钉、螺纹销、两件套的螺栓、和用MonelTM金属、钛、不锈钢和铝合金材料制成的单面紧固件。然而，由于几个原因而使得用金属紧固件接合由复合材料形成的组件并不能完全令人满意。
首先，尽管实心金属铆钉是最简单的紧固件形式，但是当常规的实心金属铆钉，例如实心MonelTM铆钉用于接合由复合材料构成的组件时，铆钉不能完全达到所需要求，因为铆钉会在安装过程中易于径向膨胀而在复合材料组件上产生边缘压力。金属紧固件，例如铝合金和不锈钢紧固件，在暴露在极端温度环境下也会膨胀及收缩，比如飞机应用中会遇到的极端环境，这也不能达到要求。特别是当组件由碳纤维复合材料构成时，这在飞机中被普遍应用，金属紧固件的收缩和膨胀会引起与紧固件相关的夹紧或预加载。
用来接合复合材料组件的金属紧固件也会受到起撬或杠杆力、温度波动等因素引起的复合材料松驰、孔累积磨损的综合影响。
使用金属紧固件接合复合材料组件的一个特别显著的问题就是电化学腐蚀。电化学腐蚀会发生在当金属材料特别是铝合金材料与复合材料接触时，特别是碳纤维复合材料。电化学腐蚀会由于铝和所要接合的复合材料中的碳纤维发生化学反应而引起。尽管已知可以对传统的金属紧固件采用牺牲涂层或保护涂层来帮助防止电化学腐蚀，但是涂层会增加紧固件成本。钛、不锈钢或MonelTM材料制成的紧固件能更好的抵抗电化学腐蚀问题，而可以取代铝合金紧固件来接合碳纤维复合材料。但是这种紧固件比铝合金紧固件昂贵。
为了防止接触碳纤维复合材料中的碳纤维，紧固件制造商已尝试使用不同的材料组合，包括带有玻璃纤维或粘结型网格布隔绝层的钢和铝合金紧固件。这些材料组合也不是完全令人满意。
制造商还试验了由金属以外的复合材料来制造机械紧固件。例如，玻璃或碳环氧复合材料紧固件都是公知的。然而复合材料制成的紧固件在例如飞机应用中也不能完全满足要求，因为其不能提供或获得适当的强度及材料相容性特性，或者符合导电要求。
特别地，飞机结构必须提供能耗散电能的机构，例如飞机被闪电击中时产生的电能。因此飞机中使用的复合材料结构通常包括导电金属组件，其可以夹在组装的复合材料组件之间，或者作为一个复合材料组件的一层，以通过直接将电流导向飞机外部边界例如翼尖来方便并满足放电的要求。
然而，如果用复合材料紧固件来接合复合材料组件，则电流在接合组件之间的自由流动受到限制，因此，可能无法为耗散例如被闪电击中时产生的电流提供适当的路径。同样，由于没有适当耗散电流的路径，则电动势会增加，当电动势足够大时，会产生电火花或电弧，这对于飞机结构来说是不利的，或者会对于无线电通信或飞机的其他电子系统产生“噪音”。
因此，需要一种组装复合材料结构例如飞机的复合材料结构用来机械接合组件的机构，其能符合导电要求同时还能提供适当的强度和材料相容性特性。
发明内容
本发明的实施例提供了一种机械接合组件以组装复合材料结构的方法。提供第一和第二组件。第一和第二组件至少之一包括复合材料组件。在第一和第二组件的每一个上都形成孔。在第一和第二组件的孔中放置金属套筒，从而金属套筒接触第一和第二组件，在金属套筒中放置复合材料铆钉。对复合材料铆钉进行加热和施加变形力，以接合第一和第二组件并构成组装的复合材料结构。
本发明的另一实施例提供了一种用于机械接合组件以组装复合材料结构的紧固件装置。该紧固件装置包括复合材料铆钉；和环绕该复合材料铆钉的金属套筒。
本发明的另一实施例提供了机械接合组件以组装飞机的复合材料结构的方法。提供第一和第二组件。第一和第二组件至少之一包括复合材料组件。提供导电金属组件。在第一和第二组件以及导电金属组件的孔中放置金属套筒，从而金属套筒接触第一、第二组件和导电金属组件，复合材料铆钉放置在金属套筒中从而使该复合材料铆钉延伸穿过该金属套筒。对复合材料铆钉进行加热和施加变形力，以接合第一、第二组件和该导电金属组件，从而接合的第一、第二组件及该导电金属组件构成了组装的复合材料结构。
根据本发明进一步的实施方式，其中该金属套筒包括钛、不锈钢、MonelTM金属套筒之一。
根据本发明进一步的实施方式，其中第一和第二组件包括碳纤维复合材料组件。
根据本发明进一步的实施方式，其中该复合材料结构包括飞机的复合材料结构。
一种机械接合组件以组装飞机的复合材料结构的方法，包括：
提供第一和第二组件，第一和第二组件至少之一包括复合材料组件；
提供导电金属组件；
在第一和第二组件以及导电金属组件的孔中放置金属套筒，从而金属套筒接触第一、第二组件和导电金属组件；
复合材料铆钉放置在金属套筒中从而使该复合材料铆钉延伸穿过该金属套筒；且
对复合材料铆钉进行加热和施加变形力，以接合第一、第二组件和该导电金属组件，从而接合的第一、第二组件及该导电金属组件构成了组装的复合材料结构。
根据本发明进一步的实施方式，其中复合材料铆钉包括氟聚合物复合材料铆钉，金属套筒包括钛、不锈钢、MonelTM金属套筒之一。
特征、功能和优点可以独立地从各实施例中获得，或者可以结合其他实施例。
附图说明
体现实施例特性的新颖性特征在所附权利要求中列出。然而实施例自身，及其优选使用模式，以及其进一步优点和目的，将结合附图参考下文对优选实施例的详细说明而被更好地理解。
图1是飞机制造和服役方法的流程图；
图2是飞机的方框图；
图3是实施本发明优选实施例的飞机图示；
图4是示出图3飞机主要子组件的示图，该飞机实施本发明的优选实施例；
图5A是根据本发明优选实施例组装复合材料结构的用于机械接合组件的紧固件装置图示；
图5B是根据本发明优选实施例的图5A紧固件装置在安装过程中的图示；
图5C是根据本发明优选实施例的图5A和5B的紧固件装置在安装后的图示；
图6是一流程图，示出了机械接合组件以组装根据本发明一优选实施例的复合材料结构。
具体实施方式
更具体地参考附图，本发明实施例将在下文中介绍，结合如图1所示的飞机制造和服役方法100以及如图2所示的飞机200。在预生产过程中，典型方法100可以包括图2所示飞机200的规格说明和设计102以及材料采购104。在生产期间，进行飞机102的组件和子装配件制造106和系统集成108。随后，图2飞机200可以进行认证和交付110以就位服役112。在为客户服役的同时，图2飞机200也被规划进行日常维修服务114(其可以还包括改型、改装、整修等等)。
方法100的各步骤可以由系统集成方、第三方、和/或操作者(例如，用户)进行或执行。为了便于说明，系统集成方可以包括数目不限的飞机制造商和主系统分包商；第三方可以包括数目不限的售卖方、分包商、和供应商；操作者可以是航空公司、租赁公司、军方、服务组织等。
如图2所示，由典型方法100制造的飞机200可以包括具有多个系统204的机体202和内部结构206。高级系统204的范例包括一个或多个推进系统208、电子系统210、液压系统212和环境系统214。可以包括任意数量的其他系统。尽管图示为一航空实施例，但本发明原理可以应用于其他行业，例如汽车行业。
这里实施的装置和方法可以在制造和服役方法100的任意一个或多个阶段中进行。例如，对应于生产过程106的组件或子装配件可以以类似于飞机200服役期间的组件或子装配件的方式制造或生产。同样，一个或多个装置实施例、方法实施例、或其组合可以在生产阶段106和108期间使用，例如，通过基本促进飞机200的组装或降低其成本。类似地，一个或多个装置实施例、方法实施例、或其组合可以在服役阶段114期间使用，例如但不局限于在维修服务114中。
现在参考图3，示出了采用本发明优选实施例的飞机。更具体地，飞机300，其可以按照图2所示的飞机200那样被实施，它是采用复合材料结构的应用实例，其通过根据本发明优选实施例的用来机械接合复合材料组件的方法和装置进行组装。
在这个图示实例中，飞机300具有连接到机身或机体306上的机翼302和304。飞机300包括装在机翼上的发动机308和310。另外，飞机300还分别包括水平安定面312和垂直安定面314。
复合材料构成的结构在飞机上越来越多的使用，部分是因为这种结构提供了优异的耐久性和可维护性，同时显著减轻重量。飞机300例如可以包括复合材料结构构成的机体306、机翼302和304、水平安定面312和垂直安定面314，以及其他结构，包括但不局限于——可动飞行控制面和起落架舱门。
图4是示出了图3中的用来实施本发明优选实施例的飞机的主要子装配件。如图4所示，飞机300包括各种主要的子装配件组件，其可以被组装形成飞机机身。这些组件包括单板402，其可以被组装以构成特级板组件404。该特级板组件404进而可以组装构成半壳体子装配件406；而该半壳体子装配件406可以组装构成筒形子装配件408。该筒形子装配件408最终可以组装构成机身组件410。
子装配件404、406、408和机身组件410是可以根据本发明优选实施例组装的复合材料结构的实例。但是，应当理解这些仅用于举例说明优选实施例，而不局限于组装任何特定类型的复合材料结构用于任何特定类型的应用。
除了研究大型共固化复合材料结构以及继续改进粘合技术，还需要用机械接合飞机所用的复合材料组件，特别是那些在飞机服役期间某些阶段中可能不得不拆下以进行返修或更换的复合材料组件。
尽管利用机械紧固件来组装飞机应用中的金属结构已采用多年了，且组装金属结构的过程相对来说比较简单；但是利用机械紧固件来组装高级复合材料构成的结构则需要与组装金属结构明显不同的技术手段。
优选实施例提供了一种方法和紧固件装置，用于机械接合组件以组装飞机的复合材料结构，以及其他应用，其符合导电要求并能提供适当的强度同时符合材料相容特性。
图5A是根据本发明优选实施例组装复合材料结构的、用于机械接合组件的紧固件装置图示。该紧固件装置通常用附图标记500指代，可以包括单件紧固件502，在这里通常被称作铆钉502，被圆柱形套筒504环绕。在图5A所示的优选实施例中，所示紧固件装置500被显示为延伸穿过分别处在相邻的复合材料组件514、516中的对齐的孔510和512，该复合材料组件514、516通过紧固件装置500接合。复合材料组件514、516可以为例如图4所示的单板402或其他任何的子装配件404、406或408或机身组件410的部件。然而，应当理解其仅用于举例说明，而紧固件装置500可以用于接合任何应用的任意数量的复合材料组件。同样，尽管图5A示出了三个组件，包括两个复合材料组件，被接合以构成一个复合材料结构，其总体用附图标记540指代，但是紧固件装置500可以用于紧固任意数量的复合材料组件或可以用来紧固一个或多个复合材料组件到一个或多个非复合材料构成的组件上。此外，尽管在图5A所示的优选实施例中，复合材料组件514、516包括平板复合材料板，但是这也仅用于举例说明，而复合材料组件514、516也可以是波状的或者是其他形状。
如图5A所示，复合材料结构540还可以包括导电金属组件518，例如在复合材料组件514、516之间的导电金属条，以便于耗散例如被闪电击中所产生的电能。当金属条518被包括在复合材料结构540中时，紧固件装置500可以延伸穿过金属条518上与分别处在复合材料组件514、516中的孔510、512对齐的孔528。导电金属组件518也可以是，例如但不局限于，网状、箔片、或筛网形式，并且可以是如图5所示的分离层，或者其可以是嵌在复合材料组件514、516之一或者两个中的层。
铆钉502可以是复合材料形式的实心铆钉，套筒504可以是导电金属材料的圆柱形筒，且在其一端具有向外伸出的环形凸环522。铆钉和套筒可以通过传统方式进行预镀，例如但不局限于——使用Hi-Kote 1TM涂层，但是正如下文将进行解释的，套筒的外表面通常不进行预镀从而不会影响套筒的导电特性。Hi-Kote 1TM涂层和其他类似涂层在共同受让的美国专利5614037、5858133、5922472中进行介绍，在此结合其全部内容作为参考。
根据优选实施例，铆钉502可以由热塑性聚合物树脂构成。热塑性聚合物树脂是可以熔化或随后再熔化的树脂，通常与热固性聚合物树脂例如环氧树脂相比其更优选用来制造耐用产品，热固性聚合物树脂通过化学反应而被硬化。热塑性聚合物通常比热固性聚合物具有更短的处理时间，且需要的话能够之后被重复性地进行再加热和再成型。另一方面，热固性聚合物树脂当通过混合和/或加热被固化时，一旦硬化，不通过显著的变化或改变树脂的材料特性就无法被再熔化或再重塑。
根据本发明优选实施例，铆钉502可以包括热塑性氟聚合物树脂，例如聚醚醚酮氟聚合物。聚醚醚酮氟聚合物可以从Victrex Plc.公司PEEKTM商标的产品购买获得。
聚醚醚酮聚合物相对容易处理并具有很多使其特别适于用来形成紧固件装置500的铆钉502的特性。在聚醚醚酮聚合物的所需特性中，包括下述内容：
-耐化学性；
-耐磨性；
-耐高温；
-耐水解；
-耐燃性，低烟低毒气；
-卓越的电特性；和
-优良的抗伽马射线能力。
聚醚醚酮聚合物可以安全地用于温度能持续上升到+500°F的操作环境。该材料对于很宽范围内的化学环境都有良好的耐受力，即便是在高温下。氟聚合物具有低抗张强度和表面柔软性。但是，这些特性可以通过在聚合物中添加适当的填充剂和/或添加剂来进行调节，例如，通过热熔混合。例如，可以在聚合物中添加大约20-60体积百分比的短玻璃纤维、碳或钛，更优选地，在20-30体积百分比范围内，来增强铆钉502的强度，同时不会损失聚合物所需的热、化学及电特性。另外，该体积的纤维除了随机添加的长短纤维外也可以包括置于铆钉外表面或外周的编织圆柱形套筒或长纤维堆来增强强度。通常，增强纤维有助于减小不一致性同时提高尺寸稳定性、抗张强度、耐切割性能等等。“不一致性”，如在贯穿本发明的上下文适当位置所用的术语，指的是复合材料结构在测试时(可能通过暴露在包括但不局限于以下因素——热负荷、结构载荷、光照、或电弧中来进行影响)的一种或多种测量到的指标与没有受到暴露在这些因素下影响的类似复合材料结构的相同指标的预期值之间的差异。
应当理解尽管优选实施例包括由聚醚醚酮氟聚合物构成的铆钉，但是其他氟聚合物以及其他聚合物也可以用于铆钉502。例如，铆钉502可以由聚酰亚胺(商标为“Kapton”)、聚醚酰亚胺(商标为“Ultem”)、或聚丙烯酰亚胺(商标为“Torlon”)芳香氟聚合物树脂制成。
套筒504可以由导电金属例如钛、不锈钢、MonelTM材料、或者其他在接触所接合复合材料组件时能抗腐蚀的适合金属制成。MonelTM可以是与石墨/环氧树脂复合材料组件一同使用的适宜金属，而许多金属可以与凯夫拉尔(Kevlar)/环氧树脂复合材料一起安全使用。钛套筒可以与由石墨/环氧树脂支持的复合材料组件一起使用而无需抗腐蚀保护；然而，通常推荐并优选进行预镀。
铆钉502和套筒504的构造和尺寸根据特定应用的需要而不同。但是通常，铆钉502可以具有相对较大的头部构造，以在更大的表面积上均匀分布载荷。在这点上，复合材料比金属材料具有更低的厚度压缩强度，并且让铆钉具有相对较大的头部提供了更大的承载面积或覆盖面积，这能缓和作用在所接合的复合材料组件上的过度负载。这可以减轻复合材料在组件安装和组装期间的破损。典型的铆钉头部具有100度和130度的锥形扩孔构造。铆钉502可以具有130度的头部构造，如图5C清楚显示的，以更好的分散载荷。
铆钉502的柄部542可以伸出或超过所接合的、堆叠一起的组件的厚度，在安装期间可便于镦粗或成形，以避免压碎周围的复合材料基体。铆钉502柄部542突出部分的长度可以是铆钉直径的1.1-1.5倍。铆钉502的直径可以为3/16英寸到5/16英寸，但是应当理解不局限于优选实施方式，铆钉可以具有任何特定的尺寸。
套筒504具有大致等于复合材料组件514、516上对齐的孔510、512以及所接合的金属条组件518上对齐的孔528直径的外径，从而套筒可以直接接触所有的组件514、516和518，来为组件之间提供电流通路，下文将进行介绍。套筒504的长度可以等于或小于组件514、516和518的对齐孔510、512、528的总长度，但套筒504的长度应当足以能直接接触到所有的组件514、516和518。套筒504环形凸环522的扩口直径大致等于铆钉502的头部520的直径，从而铆钉头部不会接触到复合材料组件516。凸环522也用于正确定位套筒504对齐孔510、512、528，通过让凸环522在安装套筒504到上述对齐的孔的过程中接触组件516的顶面来限制套筒504插入孔中的长度。
套筒504可以相对较薄，以最小化紧固件装置500的总重量。根据优选实施例，套筒504可以具有大约0.008英寸到0.016英寸的厚度。但是，应当理解，这仅用于举例说明，套筒的厚度可以改变而不偏离优选实施例的范围。
在套筒504和铆钉502之间存在一个初始间隙。通常，该间隙为大约+0.002英寸到大约+0.004英寸之间。在安装铆钉502过程中，柄542扩张来提供一个净安装(net installation)或者过盈配合安装。
铆钉502可以通过给铆钉局部加热使其软化来进行安装，随后挤压铆钉使其变形。不推荐液压驱动紧固方法。图5B是根据本发明实施例在安装过程中的图5A紧固装置的图示。如图5B所示，铆钉502可以通过对铆钉的头部和尾端分别施加如箭头530、532所示的相反方向的力来进行挤压。在本文所述的优选实施例中，紧固件装置500处于与组件514、516、518相互配合的适当位置，可通过紧固件安装工具来给复合材料铆钉加热和施加变形力。所施加的热量可以为大约600-900华氏度温度，且可以施加大约1-5分钟，这取决于铆钉的类型和尺寸。紧固件安装工具所施加的热量和变形力使得突出的铆钉柄部变形膨胀，形成铆钉镦粗。之后，让铆钉502冷却。冷却使得复合材料铆钉502以铆钉镦粗部分固持组装复合材料组件的方式被重新加固或重新固化。通过这种方式，复合材料组件514、516和导电金属组件518被机械紧固或接合到一起。
紧固件安装工具(未示出)可以采取各种形式。例如，紧固件安装工具可以是手动装置，其中紧固件装置500用手放置到正确位置并穿过对齐的组件514、516和518。在该例中，紧固件安装工具提供热量和力来让铆钉柄部542突出部分内的复合材料再成型或再变形。在其他实施例中，紧固件安装工具可以是自动系统或机器人式系统，其中紧固件安装工具包含或找到紧固件供应来将对齐的组件514、516和518相互接合到一起。
在图5B中，铆钉502的头部520被放置到复合材料组件516的孔512中，从而头部520不再从孔中突出。在该安装过程中，圆柱形套筒504及其环形凸环522变形以适应于孔。
图5C是根据本发明优选实施例图5A和5B紧固件装置在安装后的图示。如图5C所示，铆钉柄部突出部分也如544所示向外变形，从而牢固接合复合材料组件514、516和导电金属组件518。在这点上，应当理解铆钉镦粗部544的构造或形状仅仅是示例说明，而铆钉镦粗部544也可以是其他构造或形状。
复合材料组件514、516上的孔510、512可以在制造组件的过程中形成，或者它们也可以在对齐后、组装之前被钻出。当复合材料组件，例如碳纤维复合材料组件进行钻孔时，组件中的纤维就会露出。这些纤维可以吸水，这可能是不希望的。在防止吸收潮气上可以使用密封剂，但是这种方案会让工艺复杂化并增加很大成本。也可能会抵消保持复合材料组件和紧固件之间的导电性的努力，因为典型的抑制腐蚀的聚硫化物密封剂本身是绝缘的并阻碍传导。根据优选实施例在复合材料铆钉周围环绕导电套筒的紧固件装置可以提供足够紧密的配合来减小吸水的可能性，同时保持燃料密封(对于储存燃料的复合材料结构)，因而无需密封剂。
根据优选实施例的紧固件装置与类似金属紧固件相比可以显著减轻重量。例如，一架普通飞机可能需要200000个铆钉，当根据优选实施例的紧固件装置用于接合组件而不用单体金属铆钉式紧固件时，可减轻大约600磅的重量。所减轻的重量可以进而导致操作飞机的燃油消耗的显著节省。
根据优选实施例的紧固件装置还可以在所接合的复合材料组件之间的电流流动提供有效路径。这是因为紧固件装置随后安装中，套筒504可以直接接触所接合复合材料组件内的导电纤维以及接触夹在复合材料组件之间或位于其中的导电金属组件。因此，套筒504提供了更好的导电路径来允许电流从一个复合材料组件流向另一个。这对于飞机应用来说尤为重要，以耗散飞机被闪电击中时所产生的电能，或者防止电动势累积，电动势累积会引起电弧或电火花，这对结构会产生不良影响，至少会在飞机的电子系统中产生不良噪音。如之前指出过的，套筒504的外表面通常不进行预镀，因为预镀会影响套筒在复合材料组件之间传导电流的能力。
通常，根据优选实施例的紧固件装置与金属紧固件相比可以提供更好的安装质量。这部分是因为通过圆柱形套筒使得更容易适应紧固件装置所延伸穿过的孔的不一致性。这也可以在紧固件安装以及组件组装过程中减小对所要接合的复合材料组件可能的不良机械影响，但不局限于在安装过程或者实际操作过程中紧固件的膨胀或压缩所导致的不良机械影响。套筒或铆钉的返修/更换，如果需要的话，也会被改善，从而缓解与周围复合材料结构可能的不一致性。
图6是表示根据本发明优选实施例机械接合组件以组装复合材料结构的方法流程图。该方法整体用附图标记600指代，且从提供所要接合的以形成复合材料结构的第一、第二组件和导电金属组件(步骤602)开始。第一和第二组件中的至少一个或优选两个为复合材料组件。在第一、第二组件和导电金属组件的每一个上设有孔(步骤604)。该孔可以例如通过钻孔形成。或者，该孔可以在组装之前制造组件的时候形成，或者通过其他方式提供。
第一、第二组件和导电金属组件相互对齐，导电金属组件夹在第一和第二复合材料组件之间，或者作为嵌入层结合在第一和第二组件之一或两个中(步骤606)。组件可以通过首先在组件中形成孔、然后将孔对齐或者同时在对齐的组件上钻孔来进行对齐。在这两种情况下，钻孔都应当使碎裂和磨损最小化，复合材料组件的散纤维应当被除去。
然后将包括被金属套筒环绕的复合材料铆钉的紧固件装置放置在对齐的孔中，从而套筒直接接触第一、第二组件和导电金属组件(步骤608)。套筒可以包括从其端部延伸的环形凸环以帮助放置套筒。
金属套筒和复合材料铆钉可以在将其放置到对齐的孔中之前进行预组装，或者其可以同时放置到对齐的孔中，在这种情况下，套筒可以首先放入到对齐的孔中，然后将复合材料铆钉放入套筒中。
当紧固件装置位于对齐的孔中时，铆钉头部与套筒凸环部分齐平，且铆钉的圆柱形柄部从对齐孔的相对侧伸出或突出超过组装结构。金属套筒的内径面以及复合材料铆钉的表面可以被预镀，如果需要的话。
之后提供安装工具(步骤610)，然后对复合材料铆钉加热和施加变形力，以使铆钉软化及变形，来接合第一、第二组件和导电金属组件，构成组装好的复合材料结构(步骤612)。更具体地，变形力可以是使铆钉突出柄部变形以构成牢固接合的、组装复合材料结构的挤压力。所施加的热量可以为大约600-900华氏度，并可以施加约1-5分钟，这取决于铆钉的类型、尺寸和树脂材料。
在组件的随后接合过程中，铆钉被冷却到室温(步骤614)，并且移开安装工具(步骤616)。
给出了不同优选实施例说明用于解释说明，但其不是穷举的或者将实施方式局限于所公开的实施例。多种改型和变化对于本领域普通技术人员来说都是显而易见的。另外，不同优选实施例与其他优选实施例相比提供了不同的优点。所选一个实施例或多个实施例是为了能最好地解释本发明原理、实际应用而被选出并介绍的，以及使其他本领域技术人员能够理解本发明的各种实施方式具有各种变化来适应可想到的特定应用。

Claims (6)

1.一种机械接合组件以组装复合材料结构的方法，包括：
提供第一组件(514)和第二组件(516)，第一组件和第二组件至少之一包括复合材料组件；
提供导电金属组件(518)作为以下之一：在第一组件(514)和第二组件(516)之间的导电金属组件(518)，以及作为第一组件和第二组件中至少一个的一层的导电金属组件；
在第一组件、第二组件和导电金属组件的每一个上都形成孔(510，512)并且对齐所述孔；
在第一组件、第二组件和导电金属组件的孔(512)中放置金属套筒(504)，从而金属套筒接触第一组件、第二组件和导电金属组件；
在金属套筒中放置具有头部(520)和柄部(542)的复合材料铆钉(502)，所述柄部(542)延伸超过所述孔的长度；和
对复合材料铆钉(502)的头部和柄部的端部进行加热和施加变形力，以接合第一组件(514)和第二组件(516)从而构成组装的复合材料结构。
2.根据权利要求1的方法，其中在第一组件和第二组件的每一个上都形成孔包括：
在第一组件和第二组件的每一个上钻孔。
3.根据权利要求1的方法，其中将金属套筒(504)放入第一组件、第二组件和导电金属组件的孔(510，512)中的步骤以及将复合材料铆钉(502)放置到金属套筒中的步骤中包括：
预组装金属套筒(504)和复合材料铆钉(502)；和
将预组装的金属套筒和复合材料铆钉放入到第一组件、第二组件和导电金属组件的孔中。
4.根据权利要求1的方法，其特征在于，该复合材料铆钉(502)包括氟聚合物复合材料铆钉。
5.根据权利要求4的方法，其特征在于，该氟聚合物复合材料铆钉包括聚醚醚酮氟聚合物复合材料铆钉。
6.根据权利要求1的方法，其特征在于，该复合材料铆钉包括纤维增强复合材料铆钉。
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