CN103339028B - 复合材料构造体及具备该复合材料构造体的航空器主翼 - Google Patents

复合材料构造体及具备该复合材料构造体的航空器主翼 Download PDF

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CN103339028B
CN103339028B CN201280007133.0A CN201280007133A CN103339028B CN 103339028 B CN103339028 B CN 103339028B CN 201280007133 A CN201280007133 A CN 201280007133A CN 103339028 B CN103339028 B CN 103339028B
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composite material
structure body
main wing
material structure
structural member
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CN103339028A (zh
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田中雄也
铃木秀之
金山丰
佐藤一贵
波多野正刚
斋藤晓
渡边晃永
安部良
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Mitsubishi Heavy Industries Ltd
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Abstract

本发明提供一种复合材料构造体，该复合材料构造体是可轻量化的带孔复合材料构造体。该带孔复合材料构造体具备：前方部（3a），其在一方向延伸并且设定为纤维强化塑料制的复合材料；后方部（3c），其相对于前方部（3a）离开规定间隔在一方向延伸，并且设定为纤维强化塑料制的复合材料；检修面板（5），其设于前方部（3a）和后方部（3c）之间，在一方向具有比这些前方部（3a）及后方部（3c）更短的尺寸，检修面板（5）相对于前方部（3a）及后方部（3c）在与一方向大致正交的正交方向被固定，并且在一方向能够自由位移地设置并且能够拆卸。

Description

复合材料构造体及具备该复合材料构造体的航空器主翼
技术领域
本发明涉及具有孔的复合材料构造体及具备该复合材料构造体的航空器主翼。
背景技术
例如，在航空器、船舶、汽车等领域，作为设定为高强度且轻量化的构造体广泛使用纤维强化塑料（FRP：FiberReinforcedPlastics）制的复合材料。对于这种复合材料，为了检查及装配时的检修用，有时形成有孔。在形成有孔的情况下，由于在孔的周缘部产生应力集中，因此需要强化孔的周缘部的强度。
在下述的专利文献1中公示了一种发明，即，为了强化航空器的外板的检修孔的周缘部，附加强化层来增厚，以提高强度。该专利文献1所记载的强化层是通过用销及缝线对基体材料进行固定，防止承受负荷时的剥离。
现有技术文献
专利文献
专利文献1：（日本）特表2003－513821号公报
发明内容
发明要解决的问题
但是，上述专利文献1所记载的发明在附加强化层时增加实施销和缝线的工序，因此在生产性方面存在问题。
作为不使用这种销及缝线的方法，公知的有图6所示的构造的航空器的主翼100的下面外板103。如图6A所示，在下面外板103的宽度方向中央部，形成有多个检修孔102。检修孔102用于检查设于主翼100内的燃料箱，或在装配时使用。另外，同图所示的虚线表示含有襟翼和前缘缝翼等的主翼100的外形线。
如图6B所示，为了强化检修孔102的周缘部的强度，强化用层叠体104相对于基体材料层叠体106进行层叠（垫起来）。强化用层叠体104如在图6B那样剖面看的情况下，形成为厚度随着从检修孔102离开而减少的锥形状。为了增强检修孔102，利用位于检修孔102的周缘部并且设定为一定厚度的一定厚度部分104a就足矣，但假设只形成一定厚度部分104a时，承受负荷的情况下，在与基体材料106的界面就会产生剥离。为了防止该剥离，不仅设定一定厚度部分104a，而且还将该厚度部分延长而形成锥形部分104b，逐渐地增厚。另外，在图6B中，为了容易理解，将锥形部分104b作为阴影显示，但锥形部分104b和一定厚度部分104a连续，由同一层叠薄板构成。
但是，如图6A及图6B的构造虽然不需要实施上述专利文献1的销及缝线的工序，但是从加强检修孔102的观点考虑，本来不需要锥形部分104b，而该部分成为重量增加的原因。
本发明是鉴于以上的事情而开发的，其目的在于，提供可轻量化的带孔复合材料构造体及具备该复合材料构造体的航空器主翼。
解决问题的技术方案
为解决上述课题，本发明的复合材料构造体及具备该构造体的航空器主翼采用以下装置。
即，本发明的第一方面的复合材料构造体，其具备：第一构造部件，其在一方向延伸并且设定为纤维强化塑料制的复合材料；第二构造部件，其相对于该第一构造部件离开规定间隔在所述一方向延伸，并且设定为纤维强化塑料制的复合材料；面板，其设于所述第一构造部件和所述第二构造部件之间，在所述一方向具有比这些第一构造部件及第二构造部件更短的尺寸，所述面板相对于所述第一构造部件侧及所述第二构造部件侧，在与所述一方向大致正交的正交方向被固定，并且在所述一方向能够自由位移地设置并且能够拆卸。
在复合构造体的一方向负载拉伸负荷或压缩负荷的情况下，由于面板在一方向变位自由地设置，因此，仅由第一构造部件及第二构造部件负担强度。另一方面，对于复合材料构造体的正交方向的负荷（剪切负荷），不仅第一构造部件及第二构造部件负担，在正交方向被固定的面板也负担。这样，面板仅负担剪切负荷，不需要负担拉伸负荷或压缩负荷，因此，能够减少该部分的强度。即，能够将面板减薄，实现轻量化。
另外，由于面板是可拆卸的，因此，拆下面板后形成的孔能够用于维修等各种各样的作业。这样，能够利用可拆卸的面板实现带孔复合构造体。
作为面板的材料，合适的是纤维强化塑料，但也可以是其它材料，例如，也可以使用钛合金及铝合金之类的金属材料。
另外，所述第一方面的复合材料构造体，也可以是具有多个所述面板，这些面板在所述一方向连续排列设置的结构。
由于多个面板在一方向连续排列设置，因此，可以通过拆卸任意位置的面板而在任意的位置形成孔。
另外，所述第二方面的复合材料构造体，也可以是航空器的主翼的下面外板由所述第一构造部件、所述第二构造部件及所述面板构成的结构。
下面外板构成负担施加于航空器的主翼的负荷的扭矩箱的下面部分。因此，在该下面外板上，在飞行时，在主翼长度方向施加有拉伸负荷。该拉伸负荷由第一构造部件及第二构造部件负担。在主翼上设有进行扭矩箱内的检查等的检修孔，但在本发明中由于是通过拆卸面板而形成孔，因此，可以将该孔作为检修孔来利用。
另外，面板不负担拉伸负荷，因此，能够提供通因减薄而轻量化的主翼。
发明效果
根据本发明的复合材料构造体及具备给复合材料构造体的航空器主翼，采用了不负担拉伸强度及压缩负荷而仅负担剪切负荷的面板，因此，能够将面板减薄而实现轻量化。
另外，由于是将面板拆下而形成孔，因此，能够实现带孔复合构造体。
附图说明
图1A是表示本发明的复合材料构造体的一实施方式的航空器的主翼的下面外板的平面图；
图1B是表示本发明的复合材料构造体的一实施方式的航空器的主翼的下面外板的纵剖面图；
图2是表示构成设定为箱构造的主翼的一部分的下面外板及纵梁的立体图；
图3是图2的A－A的横剖面图；
图4是图2的B－B的纵剖面图；
图5是图2的C－C的横剖面图；
图6A是表示现有的航空器的主翼的下面外板的平面图；
图6B是表示现有的航空器的主翼的下面外板的纵剖面图。
具体实施方式
下面，使用图1～图5对本发明的一实施方式进行说明。
图1A表示航空器的主翼1的下面外板3。下面外板3由纤维强化塑料（FRP：FiberReinforcedPlastics）制的复合材料构造体形成。同图所示的虚线表示含有襟翼和前缘缝翼等的主翼1的外形线。
下面外板3由位于主翼1的前缘侧的前方部（第一构造部件）3a、与前方部3a连接的中央部3b、与中央部3b连接且位于主翼1的后缘侧的后方部（第二构造部件）3c这三部分构成。前方部3a、中央部3b及后方部3c被向主翼1的长度方向延伸的分割面4分割。
中央部3b由沿主翼1的长度方向（一方向）连续排列的多个检修面板5构成。
如图2及图3所示，下面外板3与从下面外板3的宽度方向两端立设的成为侧面外板的前翼梁20及后翼梁22、和连接这些前翼梁20及后翼梁22的上端彼此的上面外板24一起形成箱形的扭矩箱，负担主翼1的负荷。
在主翼1的长度方向设有多个纵梁26。纵梁26与下面外板3等同样设定为FRP制的复合材料。各纵梁26相对于下面外板3及上面外板24的内表面被固定，主要负担主翼1的长度方向的负荷。
另外，在形成箱构造的主翼1的内部，设有将其内部空间在长度方向分割为多个的肋28。肋28制成在主翼1的宽度方向（与长度方向正交的方向）延伸的板状，在长度方向具有规定间隔而配置多个。如图3所示，各肋28的前后的端部分别相对于前翼梁20及后翼梁22由螺栓、螺母等规定的紧固件30进行固定。
下面外板3的前方部3a成为以碳素纤维强化塑料（CFRP：CarbonFiberReinforcedPlastics）为主体的复合材料。碳素纤维的定向比率设定为作为航空器的构造体使用的通常程度，例如，在设主翼1的延伸方向（长度方向）为0°时，以（0°，＋45°，－45°，90°）=（30％，30％，30％，10％）的方式，层叠具有各纤维方向的多个薄板而构成。用于前方部3a的复合材料的层叠数根据负担的强度来决定。
下面外板3的后方部3c与前方部3a同样，成为以碳素纤维强化塑料（CFRP）为主体的复合材料。碳素纤维的定向比率与前方部3a同样，设定为作为航空器的构造体使用的通常程度，例如，在设主翼1的延伸方向（长度方向）为0°时，以（0°，＋45°，－45°，90°）=（30％，30％，30％，10％）的方式，层叠具有各纤维方向的多个板而构成。用于后方部3c的复合材料的层叠数根据负担的强度来决定。
构成下面外板3的中央部3b的检修面板5，成为以碳素纤维强化塑料（CFRP）为主体的复合材料。
检修面板5设定为可拆卸，可以用作在设于主翼1内的燃料箱的检查时及组装时等使用的检修孔（孔）5。由此，可以将主翼1的下面外板3设定为带孔构造部件。另外，在上述的前方部3a及后方部3c，未形成检修孔5。
如图1B所示，检修面板5与前方部3a及后方部3c相比，不需要负担主翼1的长度方向的负荷，因此，层叠数少而薄壁化。
另外，作为检修面板5，也可以使用钛合金及铝合金之类的金属材料。
下面，对检修面板5的安装方法进行说明。
图4表示图2的B－B的纵剖面图。在同图中，显示有检修面板5的连设方向的安装方法，相对于主翼主体侧（固定于主翼主体的前方部3a侧及后方部3b侧）可滑动地（变位自由）安装。即，采用由检修面板5和固定角钢40夹着主翼主体侧的肋28的凸缘部28a的安装构造。具体而言，从检修面板5的下面侧插入碟形螺栓42，将其拧入设置于检修面板5的上部（主翼1的扭矩箱内）的固定角钢40。由此，在固定角钢40的肋侧端部40a，固定角钢40和检修面板5的间隔变窄，将肋28的凸缘部28a夹住。另外，在固定角钢40和检修面板5的接触面、固定角钢40和肋28的凸缘部28a的接触面，分别设有O形环44a、44b。通过这些O形环44a、44b确保对于收容于主翼1的扭矩箱内的燃料的液密性。
这样，检修面板5相对于肋28（即相对于主翼主体侧）可滑动地安装，因此，即使在主翼1的长度方向（在同图中左右方向）产生拉伸负荷（或压缩负荷）的情况下也不会负担负荷。
图5表示图2的C－C的横剖面图。在同图中，显示有检修面板5和前方部3a的安装方法，经由纵梁26相对于主翼主体侧（固定于主翼主体的前方部3a侧）被固定。另外，图示省略，关于与后方部3c的连接也是一样的。
纵梁26和前方部3a在经由粘接部48粘接的基础上由紧固件50固定。另外，纵梁26和前方部3a的固定也可以仅用粘接或紧固件。另外，作为粘接，除了在使纵梁26和前方部3a两者分别固化后，使用粘接剂进行粘接的方法（固化后粘接法）之外，可以使用在固化后的纵梁26和固化前的前方部3a或、固化前的纵梁26和固化后的前方部3a之间插入粘接剂后，施加温度及/或压力使之一体地固化的共结合（co-bond）法、在固化前的纵梁26和固化前的前方部3a间插入粘接剂后，施加温度及/或压力使之一体地固化的共固化（co-cure）法等。
检修面板5通过碟形螺栓52固定于纵梁26上。具体而言，将从检修面板5的下面侧插入的碟形螺栓52与圆顶螺母54螺合，由此，将夹于其间的纵梁26的凸缘部26a及密封固定件56紧固。圆顶螺母54带有自密封功能，可实现液密的固定。另外，在密封固定件56和检修面板5之间设有密封管58。另外，在纵梁26的凸缘部26a的下面和检修面板5之间设有O形环60，通过这些圆顶螺母54、密封管58及O形环60确保相对于收容于主翼1的扭矩箱内的燃料的液密性。
这样，检修面板5相对于肋28（即相对于主翼主体侧）被固定，因此在与主翼1的长度方向正交的方向产生了剪切负荷的情况下，检修面板5能够负担剪切方向的负荷。
下面，对使用了上述结构的主翼1时的作用效果进行说明。
在飞行时，在主翼1上以使其前端向上变位的方式施加负荷。因此，在主翼1的下面外板3上施加向其延伸方向（0°方向）拉伸的负荷。该情况下，由于检修面板5在长度方向变位自由地设置，因此仅由前方部3a及后方部3c负担强度。另一方面，对于与长度方向正交的正交方向的负荷（剪切负荷），不仅前方部3a及后方部3c负担，检修面板5也负担。这样，检修面板5仅负担剪切负荷，不需要负担拉伸负荷或压缩负荷，因此，能够降低这部分的强度。即，能够将面板减薄而实现轻量化。
例如，在将图6所示的椭圆孔周围的应力集中系数设为2，将图6所示的构造的强度设为100的情况下，考虑施加于主翼1的下面外板3的剪切负荷和拉伸负荷的比为3:7的情况，根据下式，能够使检修面板5的板厚减小15%程度。
100÷2×（3／10）＝15
与图6所示的构造相比，仅用前方部3a及后方部3c负担拉伸负荷，因此，相比图6所示的构造，前方部及后方部3c的板厚增大，但作为主翼整体看，充分地实现了轻量化。
另外，由于检修面板5可拆卸，因此可以将拆下检修面板5后形成的孔用作用于维修等的检修孔。这样，通过可拆卸的检修面板5能够实现设定为带孔复合构造体的主翼。
另外，本实施方式对向主翼1的下面外板3的应用进行了说明，但本发明不限于此，只要是具有孔的复合材料构造体就能够广泛地应用。
例如，与下面外板3一起构成扭力箱的上面外板也可以应用与下面外板3同样的结构。
另外，在上述实施方式中，主要使用碳纤维强化塑料（CFRP），但本发明不限于此，例如，也可以使用玻璃纤维强化塑料（GFRP：GlassFiberReinforcedPlastic）及芳族聚酰胺纤维强化塑料（AFRP：AramidFiberReinforcedPlastic）。
符号说明
1主翼
3下面外板（复合材料构造体）
3a前方部（邻接构造部件）
3b中央部（带孔构造部件）
3c后方部（邻接构造部件）
5面板（检修面板）

Claims (4)

1.一种复合材料构造体，其具备：
第一构造部件，其在一方向延伸并且设定为纤维强化塑料制的复合材料；
第二构造部件，其相对于该第一构造部件离开规定间隔而在所述一方向延伸，并且设定为纤维强化塑料制的复合材料；
面板，其设于所述第一构造部件和所述第二构造部件之间，在所述一方向具有比这些第一构造部件及第二构造部件更短的尺寸，
所述面板相对于所述第一构造部件侧及所述第二构造部件侧在与所述一方向大致正交的正交方向被固定，并且安装后沿所述一方向能够自由位移地设置并且能够拆卸。
2.如权利要求1所述的复合材料构造体，其中，
具有多个所述面板，
这些面板在所述一方向连续排列设置。
3.如权利要求1或2所述的复合材料构造体，其中，航空器的主翼的下面外板由所述第一构造部件、所述第二构造部件及所述面板构成。
4.一种航空器主翼，其具备权利要求3所述的复合材料构造体。
CN201280007133.0A 2011-02-04 2012-01-26 复合材料构造体及具备该复合材料构造体的航空器主翼 Expired - Fee Related CN103339028B (zh)

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