CN103501983A - 蒙面实体和具有这种类型的蒙面实体的飞机机身 - Google Patents

蒙面实体和具有这种类型的蒙面实体的飞机机身 Download PDF

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CN103501983A
CN103501983A CN201180049665.6A CN201180049665A CN103501983A CN 103501983 A CN103501983 A CN 103501983A CN 201180049665 A CN201180049665 A CN 201180049665A CN 103501983 A CN103501983 A CN 103501983A
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T·博伊姆勒
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Airbus Operations GmbH
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Abstract

公开了一种蒙面实体，特别用作飞机机身的蒙皮壁板，在边缘区域中具有碳纤维增强塑料层压板和铝基金属层压板，碳纤维增强塑料层压板和铝基金属层压板通过粘结剂粘结部彼此连接，由此彼此电绝缘，并分层回缩；还公开了一种具有至少一个这种类型的蒙面实体的飞机的机身单元。

Description

蒙面实体和具有这种类型的蒙面实体的飞机机身
技术领域
本发明涉及一种根据权利要求1的前序部分的特别是用作飞机机身的蒙皮壁板的蒙面实体，并且还涉及具有至少一个这种类型的蒙面实体的飞机机身。
背景技术
民航飞机传统上制造为具有由金属蒙皮壁板制成的机身。然而最近为了优化机身，而采用了例如具有多个三明治型粘结的铝层和玻璃纤维层(GLARE
Figure BPA00001751682200011
)的铝层压板等复合材料。现有的例子是空中客车A380宽体飞机，其外部机身壳体就由这种类型的铝层压板组成。为了优化机身，同样使用碳纤维增强塑料层压板(CFRPs或CFCs)。与传统的金属蒙皮壁板相比，塑料层压板和铝层压板都以更轻的重量区分开，其中特别是铝层压板与传统的金属蒙皮壁板相比，具有更高的疲劳强度和更低的裂纹扩展速率。此外，铝层压板在机械损坏方面是相对坚固的，并具有高隔音性和隔热性。因此，人们努力由具有不同类型层压板的多个蒙皮壁板制造机身。然而，塑料层压板与铝层压板的连接是有问题的，因为在铝层与碳纤维层接触的情况下，铝层往往锈蚀，使得必须不惜代价避免这两种材料之间的任何直接接触。为了解决这个问题，德国专利申请DE102007046478A1的申请人提出了将实心钛型材插入到碳层压板的相应的纵向接缝区域中，并将实心铝型材插入到铝层压板的相应的纵向接缝区域中；然后利用摩擦焊接将这些型材彼此连接。然而，由于实心金属的纵向接缝区域的存在，使得层压板中的载荷和应力不是最佳地分布在机身上，使得在插入部区域中会出现应力峰值。此外，层压板的机械性能在边缘区域中发生改变。另外，制造这种类型的插入部是相对成本密集的。
发明内容
本发明的目的在于制造一种蒙面实体，特别用作飞机机身的蒙皮壁板，其消除了上面列举的缺陷，并且使得能够在碳层压板和铝层压板之间实现最佳的应力分布，以及制造一种飞机机身，其在碳纤维层压板和铝层压板之间具有最佳的连接。
该目的是通过具有权利要求1的特征的蒙面实体和具有权利要求6的特征的飞机机身来实现的。
本发明的蒙面实体，特别用作飞机机身的蒙皮壁板，具有带多个碳纤维层的塑料层压板，所述碳纤维层嵌入到塑料基体中。此外，该蒙面实体具有金属基边缘区域，根据本发明其由具有多个铝薄片的金属层压板构成，在各种情况下，多个铝薄片借助于容纳至少一个玻璃纤维层的树脂层彼此连接，其中塑料层压板和铝层压板形成基于电绝缘粘结剂粘结部的搭接接头，并且在搭接接头的区域中分层回缩。本发明的方案允许将蒙面实体与铝层压板连接，其中借助于塑料层压板和金属层压板的分层回缩，将塑料层压板的硬度被逐层转移到金属层压板中。因此，蒙面实体在其整个表面上具有相同的或几乎相同的机械性能。而且，搭接接头在生产工程方面制造简单，并且使得能够可靠地补偿部件和组装公差。
在实施方式的一个优选示例中，粘结剂粘结部执行为包含至少一个玻璃纤维层的树脂层。这样，粘结剂粘结部类似相当于金属层压板的粘结剂层，使得为了将塑料层压板和金属层压板连接，而不需要附加的材料。
在实施方式的一个示例中，塑料层压板的碳纤维层沿着金属层压板的方向下降。由此非回缩碳纤维层用作蒙面实体的外层，因此，一方面回缩碳纤维层受到保护而不被损坏。另一方面，这种类型的蒙面实体具有没有台阶或几乎没有台阶的外层，使得当使用本发明的蒙面实体作为蒙皮壳体时，除了已经形成的气动湍流以外，没有另外的气动湍流形成。
金属层压板的铝薄片和玻璃纤维层优选地沿着远离塑料层压板的方向下降。由此，在回缩碳纤维层和非回缩铝薄片之间形成粘结剂粘结，使得在塑料层压板和金属层压板之间获得最佳的应力引入或转移。此外，以这种方式，没有插入部引入到塑料层压板或金属层压板中，使得能够以相对宽松的方式实施下降或回缩。
塑料层压板和金属层压板可以具有至少大致相同的壁厚，其中使它们回缩，使得搭接接头的区域中的壁厚与塑料层压板或金属层压板的壁厚大致对应。
本发明的飞机机身具有至少一个带有多个蒙皮壳体的机身单元，在各种情况下，多个蒙皮壳体经由纵向接缝彼此连接，其中塑料层压板和铝层压板通过本发明的蒙面实体连接，所述蒙面实体具有塑料层压板和由金属层压板制成的纵向接缝区域。
在实施方式的一个优选示例中，铝层压板是下部壳体，塑料层压板是上部壳体，并且在各种情况下，本发明的蒙面实体是侧部壳体或位于侧部壳体中，因此至少在一些部分中构成侧部壳体。由于铝层压板在飞机机身的地板下区域中的设置，使得以相对坚固的方式设计机身区域，在紧急着陆的情况下，机身区域会受到特别大的力，并且其中可能在跑道上与地面勤务车、装卸车和罐车发生碰撞。
当沿着飞机机身的竖直方向观察时，纵向接缝区域优选地设置在乘客地板下面。
本发明实施方式的其他有利示例是进一步的从属权利要求的主题。
附图说明
下面借助示意图来更详细地解释本发明实施方式的优选示例。这里：
图1示出了穿过本发明飞机机身的机身单元的剖面，
图2示出了来自图1的纵向接缝区域的详细图，和
图3示出了图2中以剖面表示的本发明蒙面实体的详细图。
在附图中，相同的设计元件具有相同的参考标号，其中在一幅图中有多个相同设计元件的情况下，为了清楚，而仅对其中一些元件提供了参考标号。
具体实施方式
根据图1中的剖面图，本发明的飞机的机身单元1由上部壳体2、下部壳体4和两个侧部壳体或侧部蒙面实体6、8构成。蒙皮壳体2、4、6、8借助于沿着飞机纵向方向的纵向接缝10a、10b、10c、10d彼此连接。如图2所示，在各种情况下，连接借助于铆钉12a、12b进行。
此外，地板承架14在机身单元1中标示，用于容纳机舱地板，地板承架14经由下部壳体4上的竖直支柱16a、16b支撑在未示出的加强元件上，并且当沿着飞机的竖直轴线z的方向观察时，地板承架14定位在下部壳体侧纵向接缝10b、10c上方。
上部壳体2是塑料层压板，并由多个碳纤维层组成，所述碳纤维层嵌入到塑料或树脂基体中。
下部壳体4是例如GLARE等铝层压板，根据图2具有多个铝薄片18a、18b，多个铝薄片18a、18b借助于粘结剂层彼此粘结，在各种情况下，在粘结剂层中设置有至少一个玻璃纤维层20。
在各种情况下，侧部壳体6、8具有待与上部壳体2连接的部分，其以与上部壳体2相似的方式实施为具有多个碳纤维层24a、24b、24c的塑料层压板22，所述碳纤维层嵌入在未标号的塑料基体中。根据本发明，侧部壳体6、8具有待与下部壳体4连接的部分，其以与下部壳体4相似的方式实施为具有多个铝箔或铝薄片28a、28b、28c的金属层压板26，在各种情况下，所述铝薄片由至少一个玻璃纤维垫或玻璃纤维层30a、30b彼此隔开，并且在各种情况下借助容纳至少一个玻璃纤维层30a、30b的粘结剂层彼此连接。
这样在各种情况下，侧部壳体6、8至少在上部纵向接缝10a、10d的区域中具有碳纤维基塑料层压板22，并且在下部纵向接缝10b、10c的区域中具有铝基金属层压板26，并且因此具有与待连接的上部壳体2和下部壳体4相同的材料，使得例如如关于下部壳体4的铆钉12a、12b与金属层压板26的非常简化图的图2所示，在蒙皮壳体2、4、6、8的侧部连接中，不必担心例如腐蚀等负反应，因为待连接的纵向接缝区域中的材料性质是相同的。
根据图3中的对侧部壳体6的下部纵向接缝10c的区域的详细图示，塑料层压板22和金属层压板26形成大表面积的搭接接头32。这里塑料层压板22和金属层压板26借助基于例如环氧树脂的其中设置有至少一个玻璃纤维垫36的粘结剂粘结部34彼此粘结，从而彼此电绝缘。粘结剂粘结部34允许例如塑料层压板22和金属层压板26之间的热应力消除，并且因此与例如铆接接头不同，防止将应力引入到搭接接头32中。
在各种情况下，碳纤维层24b-24j、铝箔28b-28e和玻璃纤维层30a-30d在从外侧向内侧观察的径向方向上，相对于相邻的层板或层分层回缩，使得在搭接接头32的区域中，塑料层压板22和金属层压板26沿着相反的圆周方向以近似楔形的方式终止。这里塑料层压板22和金属层压板26是具有特定尺寸的，即具有一定数量的碳层24a-24j、铝箔28a-28d和玻璃纤维层30a-30d，使得侧部壳体6、8在其整个剖面上并且因此在搭接接头32的区域中也具有恒定或接近恒定的壁厚。
塑料层压板22的非回缩碳纤维层24a形成机身单元1的外表面部分38，并且与玻璃纤维垫36粘结在一起，玻璃纤维垫36形成相邻的外表面部分40。因此，碳纤维层24b-24j在金属层压板26的方向上从外侧向内侧径向下降。借助于塑料层压板22和金属层压板26的该定位，使得在机身单元1的外表面区域26中仅形成一个台阶42，并且事实上这是非回缩碳纤维层24a终止的位置。
金属层压板26的非回缩铝箔28a在回缩碳纤维层24b-24j的边缘部分上延伸，并借助于包含玻璃纤维垫36的粘结剂层34与碳纤维层粘结，由此在非回缩铝箔28a的边缘区域中仅形成一个台阶44，并因此在塑料层压板22和金属层压板26之间仅有一次应力的阶跃变化。铝箔28b-28e和玻璃纤维层30a-30d沿着远离塑料层压板22的方向从外侧向内侧径向地下降。
在制造本发明的蒙面实体6、8的示例性方法中，选择了HSS玻璃纤维垫和FR7475合金的铝箔28a-28e，它们根据其下降设置，并在高压釜中在175℃下与根据其下降分层的碳纤维层24a-24j固化在一起，以形成蒙面实体6、8。设置在搭接接头32的区域中的纵梁46a-46e与固化的蒙面实体6、8在第二高压釜中在175℃下结合。替代地，纵梁46a-46e也可以借助钛螺栓或钛铆钉附接到蒙面实体6、8。
公开了一种蒙面实体，特别用作飞机机身的蒙皮壁板，在边缘区域中具有碳纤维增强塑料层压板和铝基金属层压板，碳纤维增强塑料层压板和铝基金属层压板通过粘结剂粘结部彼此连接，由此彼此电绝缘，并分层回缩；还公开了一种具有至少一个这种类型的蒙面实体的飞机的机身单元。
参考标记列表
Figure BPA00001751682200061

Claims (8)

1.一种蒙面实体(6、8)，特别用作飞机机身的蒙皮壁板，具有塑料层压板(22)和金属基边缘区域，所述塑料层压板由多个碳纤维层(24a-24j)制成，所述碳纤维层嵌入到塑料基体中，其特征在于，所述边缘区域由具有多个铝薄片(28a-28e)的金属层压板(26)构成，所述多个铝薄片在各种情况下借助于容纳至少一个玻璃纤维层(30a-30d)的树脂层彼此连接，其中所述塑料层压板(22)和所述金属层压板(26)基于电绝缘粘结剂粘结部(34)形成搭接接头(32)，并且在所述搭接接头(32)的区域中分层回缩。
2.根据权利要求1所述的蒙面实体，其中所述粘结剂粘结部(34)是包含至少一个玻璃纤维垫(36)的树脂层。
3.根据权利要求1或2所述的蒙面实体，其中所述塑料层压板(22)的碳纤维层(24b-24j)沿着所述金属层压板(26)的方向下降。
4.根据权利要求3所述的蒙面实体，其中所述铝箔(28b-28e)和玻璃纤维层(30a-30d)沿着远离所述塑料层压板(22)的方向下降。
5.根据前述权利要求中任一项所述的蒙面实体，其中所述塑料层压板(22)和所述金属层压板(26)具有至少大致相同的壁厚，并且回缩为使得所述搭接接头(32)的区域中的壁厚与所述塑料层压板(22)或所述金属层压板(26)的壁厚大致对应。
6.一种飞机机身，具有至少一个机身单元(1)，所述机身单元(1)具有多个蒙皮壳体(2、4、6、8)，所述多个蒙皮壳体在各种情况下借助于纵向接缝(10a、10b、10c、10d)彼此连接，其中一个塑料层压板的蒙皮壳体(2)具有多个碳纤维层，所述多个碳纤维层嵌入到塑料基体中，并且一个铝层压板的蒙皮壳体(4)具有多个铝薄片(18a、18b)，所述多个铝薄片在各种情况下借助于容纳至少一个玻璃纤维层(20)的树脂层彼此连接，其特征在于，所述塑料层压板和所述铝层压板借助于根据前述权利要求中一项所述的蒙面实体(6、8)彼此连接，所述蒙面实体具有塑料层压板(22)和由金属层压板(26)制成的纵向接缝区域。
7.根据权利要求6所述的飞机机身，其中所述铝层压板是下部壳体(4)，所述塑料层压板是上部壳体(4)，并且至少在一些区域中所述蒙面实体(6、8)是侧部壳体。
8.根据权利要求7所述的飞机机身，其中当沿着所述机身单元(1)的竖直方向(z)观察时，所述下部壳体(4)的纵向接缝(10b、10c)设置在机舱地板(14)的下面。
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