CN107073874A - 用于飞机发动机的护套和用于制造这种护套的方法 - Google Patents

用于飞机发动机的护套和用于制造这种护套的方法 Download PDF

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CN107073874A
CN107073874A CN201580045292.3A CN201580045292A CN107073874A CN 107073874 A CN107073874 A CN 107073874A CN 201580045292 A CN201580045292 A CN 201580045292A CN 107073874 A CN107073874 A CN 107073874A
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CN107073874B (zh
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G·内尔伯克
A·维尔廷格
W·费尔斯特
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Abstract

本发明涉及一种用于飞机发动机(2)的护套(1)、尤其是旁通管或风扇罩，包括多个时效硬化的、具有不同纤维(9)定向的预浸层(3)，以及一种用于制造这种护套(1)的方法。为了改善护套(1)的、尤其是耐火测试时的强度特性并且为了减少预浸材料的废料，设置至少一个加强层(5)，该加强层由以多个线圈设置的预浸带(6)制成，并且每个加强层(5)的预浸带(6)设有侧向重叠(7)。

Description

用于飞机发动机的护套和用于制造这种护套的方法
技术领域
本发明涉及一种用于飞机发动机的护套、尤其是旁通管或风扇罩，包括多个时效硬化的、具有不同纤维定向的预浸层。
本发明还涉及一种用于制造这种飞机发动机护套的方法，其中，多个具有不同纤维定向的预浸层设置在模具上并且时效硬化。
背景技术
为了减少飞机部件的重量，飞机发动机的护套、尤其是旁通管或所谓的风扇罩也逐渐由纤维增强塑料制成。在此护套通常由多个预浸层制成，各个预浸层又包括多个、通常3至4个区段，所述区段沿护套的圆周方向重叠地设置。为了改善抗弯和抗扭强度，各个预浸层的纤维定向具有不同角度，尤其是对于抗弯强度选择0°和90°并且对于抗扭强度选择+/-45°。
作为飞机发动机护套尤其是制造旁通管(其构成所谓的旁通通道、即环绕发动机的环状间隙的外部边界)和风扇罩(其构成发动机螺旋桨的圆柱形外罩)。
例如EP 1646776 B1描述了一种具有这种旁通壳体的飞机发动机。
US 2013/0216367 A1涉及一种用于飞机发动机的风扇罩，其由纱线和稀松布的线圈制成，重点针对于在发动机螺旋桨断裂情况下的强度，而没有说明耐火强度。
这种护套的缺点在于预浸材料相对高的废料，尤其是在+/-45°范围内的纤维定向时，因为用于预浸料的原材料通常以具有纵向延伸的纤维的连续辊筒的形式存在。此外由于缺少围绕护套整个圆周连续延伸的纤维而产生强度损失，这尤其是在飞机制造业规定的耐火测试中可导致分层以及构件废品。
虽然强度方面的缺点可通过减少每个预浸层的区段数量和必要时增大重叠区域来改善，但尤其是在纤维倾斜延伸时产生较多废料的缺点依然存在并导致制造成本增加。
发明内容
本发明的任务在于提供一种用于飞机发动机的上述护套和一种用于这种护套的制造方法，通过它们可改善强度特性并降低制造成本。应避免或至少减少已知护套或用于这种护套的制造方法的缺点。
所述任务通过上述护套来解决，其中，设置至少一个加强层，其由以多个线圈设置的预浸带制成，并且每个加强层的预浸带具有侧向重叠。通过附加设置这种由预浸带制成的加强层可显著提高护套强度，所述预浸带以多个线圈设置以便形成护套。此外，通过相应设置每个加强层的预浸带可省却具有倾斜纤维定向的预浸层，这种具有倾斜纤维定向的预浸层导致较多废料。因此可在不降低护套强度特性的情况下降低制造成本。每个加强层的预浸带的纤维优选无中断地在至少一个线圈上延伸。通过预浸带的侧向重叠还可进一步提高护套强度。尤其是由此也有效防止耐火测试时的分层或至少使得这种分层变难。
根据本发明的另一特征，每个加强层的预浸带具有至少相应于待形成护套的周长的长度和具有相应于一小部分护套长度的宽度。护套的加强层因此通过一个缠绕多圈的预浸带制成。预浸带常常须根据预浸带的宽度和预浸带一个线圈与下一线圈的重叠相应缠绕之前的预浸层或相应基底。
每个加强层的预浸带线圈可具有恒定螺旋角。通过这种大致恒定的螺旋角产生预浸带中纤维的相应倾斜(纤维通常沿预浸带纵向方向延伸)，由此可提高护套的抗扭强度，且无须使用具有倾斜纤维方向的预浸料。
作为替代方案，每个加强层的预浸带线圈也可具有连续的螺距。代替上述恒定螺旋角，每个加强层的预浸带线圈也可大致直线延伸并且仅为了形成下一线圈大致偏移或者说移动预浸带的宽度，这相应常常在预浸带每缠绕一圈时重复。在此重要的是，至少大部分的预浸带纤维无中断地在至少一个线圈上延伸。
每个加强层的预浸带线圈可交叉设置。通过加强层预浸带线圈的这种交叉设置可实现特别高的抗扭强度。但可使用具有纵向延伸的纤维的预浸带，其没有废料或没有显著废料。
当至少一个预浸层和至少一个加强层的纤维具有基本上0°或90°定向时，可相应最大程度减少废料。在使用大多数具有这种纤维定向或与之稍有偏差的预浸层和预浸带时产生极少废料。此外可通过每个加强层的预浸带的倾斜延伸实现所要求的抗扭强度。
每个预浸层优选包括多个、优选3或4个区段，所述区段具有大致相应于护套长度的宽度，并且所述区段沿护套的圆周方向具有重叠地设置。这种本身公开的结构方式现在与至少一个、必要时多个包括相应缠绕的预浸带的加强层组合，由此可提高强度。
所述纤维可由碳纤维和/或玻璃纤维和/或芳纶纤维和/或陶瓷纤维制成。所用增强纤维的类型及其定向适应具体应用和要求。
所述任务还通过一种上述制造方法来解决，其中，附加于预浸层在时效硬化之前在模具上设置至少一个加强层，该加强层由以多个线圈设置的预浸带制成，每个加强层的预浸带设有侧向重叠。如上所述，可通过使用这种加强层提高护套强度并通过减少预浸材料的废料降低制造成本。其它优点参见上述护套说明。
每个加强层的预浸带可设有大致恒定的螺旋角或设有连续的螺距。
当每个加强层的预浸带线圈交叉设置时，尤其是可提高抗扭强度。
优选使用具有基本上0°或90°纤维定向的至少一个预浸层和至少一个加强层。如上所述，由此可减少废料并且因此可降低制造成本。
为了形成每个预浸层，分别设置多个、优选3或4个区段，这些区段设置成沿着护套的圆周方向具有重叠，所述区段具有相应于护套长度的宽度。
优选使用具有由碳和/或玻璃和/或芳纶和/或陶瓷制成的纤维的预浸层和加强层。
附图说明
下面参考附图详细说明本发明。附图如下：
图1a和1b示出传统制造的飞机发动机护套的两个展开图；
图2为传统制造的飞机发动机护套的示意性横截面图；
图3为用于飞机发动机护套的本发明加强层的展开图；
图4为用于形成加强层的预浸带的原理图；
图5a至5e为根据本发明构造的护套在不同制造步骤中的侧视图；
图6a和6b为加强层预浸带的两种延伸方案。
以展开视图示出
具体实施方式
图1a示出传统制造的飞机发动机2的护套1的展开图。在此每个预浸层3包括多个、在此为四个区段4，其具有大致相应于护套长度l的宽度bB。为了提高强度，各个区段4沿护套1的圆周方向设有重叠7。预浸层3的区段4的纤维9的纤维方向在图1b中通过相应线示出。在此区段4的纤维9沿护套1的圆周方向或与之成90°设置，由此不产生显著的废料，因为预浸层3的区段4通常由具有这种纤维方向的连续幅面形式的原材料制成。相反，在纤维9倾斜设置以便实现护套1的抗扭强度时(如在下一预浸层3的区段4中所示)则产生较多废料，由此相应提高了制造成本。
通常多个预浸层3、如四至六个预浸层3上下重叠设置并且之后在高压釜中在相应温度和相应压力下时效硬化。通过组合具有不同纤维9方向的预浸层3可实现相应所需的构件强度。通常，抗弯强度通过组合具有0°和90°纤维方向的预浸层3实现，并且抗扭强度通过组合具有+/-45°纤维方向的预浸层3实现。
图2示出传统制造的飞机发动机2护套1的示意性横截面图。在此为每个预浸层3分别使用四个区段4，所述区段为了形成重叠7分别围起略大于90°的护套1。在这种结构方式中在使用具有倾斜的纤维9延伸的区段4时除了较多废料外还在重叠7区域中产生强度损失、尤其是在高温下(例如250℃)的耐火测试中发生分层，在这种温度下预浸层3的树脂液化。
图3示出用于飞机发动机2护套1的本发明加强层的展开图。在此加强层5由预浸带6制成，该预浸带6缠绕多圈(在此5个)。在所示示例中预浸带6不以恒定螺距卷绕，而是在到达预浸带6起点之前直线行进并且随后大致以预浸带6的宽度bB偏移并且继续缠绕。沿纵向方向预浸带6具有侧向重叠7，该重叠相应提高护套1的强度。通过这种方式克服耐火测试时的分层。
图4示出用于形成护套1的加强层5的预浸带6的原理图。预浸带6由具有相应的纤维方向(在此为预浸带6的纵向延伸方向)的连续预浸材料剪切出，因而与传统制造方法相反基本不产上废料。即使预浸带6纤维9的纤维方向相对于所示方案旋转90°，也比在倾斜设置的、例如以+/-45°角设置的纤维9时产生更少的废料。
图5a至5b示出根据本发明构造的护套1在不同制造步骤中的侧视图。
图5a示出用于制造飞机发动机2护套1的大致圆柱形的模具10，其中设有维护口8，该维护口用于检查和维护在运行中设置在护套1下方的飞机发动机2。在图5a中用于形成加强层5的预浸带6围绕模具10缠绕略超过一圈，在此该预浸带6的线圈大致水平延伸，并且在形成一圈后大致以预浸带6的宽度bB偏移。在第一幅面的重叠7区域中产生预浸带6纤维9的相应变化的纤维方向，这又有利于抗扭强度。
在图5b中预浸带6已经围绕模具10缠绕超过三圈并且预浸带6在维护口8区域中被相应剪切。该剪切可在预浸料较软的、尚未时效硬化的状态中借助相应剪切工具进行或在护套1于高压釜中时效硬化后通过适合的铣削工具进行。
图5c示出护套1或者说加强层5，预浸带6的线圈交叉设置，导致预浸带6纤维9的不同纤维方向，这又提高了抗扭强度。维护口8通过相应剪切预浸带6部分露出。
图5d示出护套1的一个制造阶段，在其中预浸层3的一个区段4被铺设到加强层5上。
在根据图5e的视图中预浸层3的另一区段4以沿圆周方向例如20°的重叠7被铺上。根据应用，四个、六个或更多这种预浸层3和加强层5上下重叠设置和组合并且之后在高压釜中在相应温度和相应压力下时效硬化。
最后由图6a和6b示出本发明护套1的加强层5预浸带6的两种延伸方案。在根据图6a的视图中加强层5的预浸带6以恒定螺旋角α缠绕(与根据图3的视图不同)。根据图6b的视图示出加强层5的预浸带6的交叉设置，由此纤维方向相应于不同的螺旋角+/-α设置，由此提高了护套1的抗扭强度。
本发明能以更高强度和更少废料并且因此更低的制造成本来制造用于飞机发动机2的护套1，尤其是旁通管或风扇罩。尤其是可通过这种设置防止或至少减少在高温下的耐火测试中预浸层的分层。

Claims (14)

1.一种用于飞机发动机(2)的护套(1)、尤其是旁通管或风扇罩，包括多个时效硬化的、具有不同纤维(9)定向的预浸层(3)，其特征在于，设置至少一个加强层(5)，该加强层由以多个线圈设置的预浸带(6)制成，并且每个加强层(5)的预浸带(6)设有侧向重叠(7)。
2.根据权利要求1所述的护套(1)，其特征在于，每个加强层(5)的预浸带(6)具有至少相应于护套(1)周长(U)的长度(lB)和相应于护套(1)长度(l)的一小部分的宽度(bB)。
3.根据权利要求1或2所述的护套(1)，其特征在于，每个加强层(5)的预浸带(6)的线圈具有恒定螺旋角(α)。
4.根据权利要求1或2所述的护套(1)，其特征在于，每个加强层(5)的预浸带(6)的线圈具有连续的螺距。
5.根据权利要求1至4之一所述的护套(1)，其特征在于，每个加强层(5)的预浸带(6)的线圈交叉设置。
6.根据权利要求1至5之一所述的护套(1)，其特征在于，至少一个预浸层(3)的和至少一个加强层(5)的纤维(9)具有基本上0°或90°的定向。
7.根据权利要求1至6之一所述的护套(1)，其特征在于，每个预浸层(3)包括多个、优选3或4个区段(4)，所述区段具有基本上相应于护套(1)长度(l)的宽度(bB)，并且各区段(4)设有沿护套(1)的圆周方向的重叠(7)。
8.根据权利要求1至7之一所述的护套(1)，其特征在于，所述纤维(9)由碳纤维和/或玻璃纤维和/或芳纶纤维和/或陶瓷纤维制成。
9.一种用于制造飞机发动机护套(1)、尤其是旁通管或风扇罩的方法，其中，多个具有不同纤维(9)定向的预浸层(3)设置在模具(10)上并且时效硬化，其特征在于，附加于预浸层(3)在时效硬化之前在模具(10)上设置至少一个加强层(5)，该加强层由以多个线圈设置的预浸带(6)制成，每个加强层(5)的预浸带(6)设有侧向重叠(7)。
10.根据权利要求9所述的方法，其特征在于，每个加强层(5)的预浸带(6)设有恒定螺旋角(α)。
11.根据权利要求9或10所述的方法，其特征在于，每个加强层(5)的预浸带(6)设有连续的螺距。
12.根据权利要求9至11之一所述的方法，其特征在于，使用具有基本上0°或90°的纤维(9)定向的至少一个预浸层(3)和至少一个加强层(5)。
13.根据权利要求9至12之一所述的方法，其特征在于，为了形成每个预浸层(3)，分别设置多个、优选3或4个区段(4)，这些区段具有沿护套(1)的圆周方向的重叠(7)，所述区段具有基本上相应于护套(1)长度(l)的宽度(bB)。
14.根据权利要求9至13之一所述的方法，其特征在于，使用具有由碳和/或玻璃和/或芳纶和/或陶瓷制成的纤维(9)的预浸层(3)和加强层(5)。
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