CN111386224A - 航空器用内装部件及其制造方法、以及其更换方法 - Google Patents
航空器用内装部件及其制造方法、以及其更换方法 Download PDFInfo
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Abstract
本公开的目的在于提供一种能够抑制更换成本的航空器用内装部件及其制造方法、以及其更换方法。本公开的航空器用内装部件(10)具备基材(11)、覆盖基材(11)的表面的装饰层(13)和将装饰层(13)粘贴在基材(11)上的粘接层(12),装饰层(13)经由粘接层(12)以满足所要求的粘接强度、且能够在不影响基材(11)的范围内剥离的方式粘贴在基材(11)的表面。
Description
技术领域
本公开涉及航空器用内装部件及其制造方法、以及其更换方法。
背景技术
作为航空器的内装面板,通常构成为在蜂窝夹层板上经由粘接剂粘贴兼具表面保护和装饰的装饰薄膜。在装饰薄膜的粘接中,使用薄膜粘接剂等。
如专利文献1所述,航空器的内装面板要求难燃性。
在民间航空器的开发中,将航空器的机体自身设计、制造为能够安全飞行是很重要的。因此,需要取得型式证明,证明机体的设计符合安全性标准。
现有技术文献
专利文献
专利文献1:美国专利申请公开第2014/0050901号说明书
发明内容
发明所要解决的技术问题
在以往的内装面板中,装饰薄膜被牢固地粘接在蜂窝夹层板(基材)上。因此,将装饰薄膜从基材上剥离是很麻烦的。另外,在意图从这样的基材上剥离装饰薄膜的情况下,基材有变形或损坏的可能性。出于这样的缘由,在由于污染、破损、装饰的设计变更等而想要更换装饰薄膜的情况下,要连带基材一起更换,成本高。因此,一般很少更换航空器的内装面板。
假设不剥离装饰薄膜而将其覆盖,则内装面板的材料构成发生变化,所以需要型式证明。型式证明所需的费用很高。
本公开是鉴于这样的情况而作出的,其目的在于提供一种抑制成本且容易更换的航空器用内装部件及其制造方法、以及其更换方法。
用于解决技术问题的手段
为了解决上述技术问题,本公开的航空器用内装部件及其制造方法、以及其更换方法采用以下的手段。
本公开提供一种航空器用内装部件,其中,具有:基材;装饰层,其覆盖所述基材的表面;粘接层,其将所述装饰层粘接在所述基材上;所述装饰层经由所述粘接层以满足所要求的粘接强度、且能够在不影响所述基材的范围内剥离的方式粘贴在所述基材的表面。
本公开提供一种航空器用内装部件的制造方法,该制造方法是在基材的表面经由粘接剂粘接装饰材料而成的航空器用内装部件的制造方法,其中,作为所述粘接剂,使用由如下材料构成的树脂:该材料满足所要求的粘接强度,并且,能够在不影响所述基材的范围内通过加热或施加外力而将所述装饰层从所述基材剥离。
本公开提供一种航空器用内装部件的更换方法,该更换方法是上述航空器用内装部件的更换方法,其中,在不影响所述基材的范围的条件下将所述装饰层从所述基材剥离,在除去所述粘接层之后,经由新的粘接剂在所述基材的表面贴附新的装饰层。
在上述公开中,能够不损伤基材地将装饰层从基材剥离。由此,无需更换基材,就可以更换装饰层。通过对基材进行再利用,能够仅以装饰层及粘接层的费用容易地更换装饰层。上述航空器用内装部件在出于临时活动用的装饰及广告等目的而更换内装部件时是有利的。
“粘接剂”是具有粘接力或粘着力的制剂。“粘接剂”除了包括液体固化成为固体而发挥粘接力的制剂之外,还包括保持湿润状态发挥粘接力的粘接剂。“粘接层”是将基材和装饰层粘接或粘着的层。下文中,“粘接强度”、“粘接力”、“粘接层”这些记载可以适当置换为“粘着强度”、“粘着力”、“粘着层”。
“所要求的粘接强度”是指在航空器的运用环境状况下不会剥离,且乘客不能容易地剥离的力。“不影响基材的范围”是指不会造成损伤和变形,在剥离了装饰层之后也保持基材刚性的范围。
为了在不损伤基材的情况下剥离装饰层,可以使所述粘接层由如下树脂构成:该树脂粘的粘接力通过不影响所述基材的范围的温度下的加热而下降。
粘接力因为加热而下降的树脂在通常使用时能够满足所要求的粘接强度,在想要剥离时能够通过加热树脂而使粘接力降低,从而容易剥离。
为了在不损伤基材的情况下剥离装饰层,也可以使所述粘接层由如下树脂构成:该树脂所具备的粘接力满足作为航空器用内装部件所要求的粘接强度,并且,通过施加不影响所述基材的范围的大小的外力,能够将所述装饰层从所述基材剥离。
为了在不损伤基材的情况下剥离装饰层,也可以使所述粘接层的基底表面是凹凸面。
为了在不损伤基材的情况下剥离装饰层,也可以使所述粘接层分散配置在所述基材的表面上。
为了在不损伤基材的情况下剥离装饰层,也可以在所述粘接层的基底表面配置剥离层。
发明效果
根据上述公开的航空器用内装部件及其制造方法、以及其更换方法,通过使装饰层能够剥离,容易更换为新的装饰层。另外,由于能够再利用基材,因此能够抑制更换成本。
附图说明
图1是一实施方式的内装面板的部分剖面分解图。
图2是示例了装饰层的图案的示意图。
图3是侧壁的正面示意图。
图4是表示粘接层的配置例的示意图。
图5是表示粘接层的配置例的示意图。
具体实施方式
本公开的航空器用内装部件(内装面板)特别适于侧壁、顶棚、行李架、厨房、盥洗室以及分隔壁(ディバインダー)等。
图1是本实施方式的内装面板的部分剖面分解图。内装面板10具备基材11、粘接层12以及装饰层13。
图1的基材11由蜂窝夹层板14和覆盖蜂窝夹层板14的表面的中间层15构成。蜂窝夹层板14是将蜂窝芯由预浸料等薄板夹持并成型的面板。基材11并不限于蜂窝夹层板,也可以是泡沫芯夹层板等。中间层15可以省略。
蜂窝芯可以使用市售品。蜂窝芯是Nomex(诺梅克斯)(注册商标)制等。Nomex(注册商标)由包含芳纶纤维和酚醛树脂的耐火性高的材料构成。
薄板的预浸料包括强化纤维以及基质树脂。强化纤维是玻璃纤维、碳纤维以及芳纶纤维等。基质树脂是酚醛类树脂、环氧类树脂等。
蜂窝夹层板14的耐热温度为100℃到200℃左右。该耐热温度因材料的组合、基质树脂的配合而不同。
作为中间层15的填充物可以是环氧类树脂、聚酯类树脂等热固性树脂或热塑性树脂。填充物可以是膏状、薄膜状、粉末状等。
粘接层12将基材11和装饰层13粘接。在通常使用时,粘接层12以航空器用内装部件所要求的粘接强度将基材11和装饰层13连接。粘接层12由环氧类树脂和硅酮类树脂等热固性树脂、丙烯酸类树脂或其他热塑性树脂构成。粘接层12除了上述树脂(粘接剂)之外,还可以包含脱模剂以调整粘接力。
装饰层13经由粘接层12粘接在基材11上。装饰层13被配置为覆盖基材11的表面。装饰层13是由聚氟乙烯(PVF)、聚偏氟乙烯(PVDF)等氟类薄膜和聚氯乙烯(PVC)薄膜等构成的多层薄膜。装饰层13是以加饰、基材保护等为目的的薄膜。
装饰层13既可以通过涂料着色成所希望的颜色,也可以印刷图案。例如,可以将图2的樱花图案用于图3所示的航空器的侧壁20的装饰层13。在此,用于着色及图案的涂料的种类及量优选在材料规格书等定义的范围内选择。
为了在不损伤基材11的情况下从基材11上剥离装饰层13,在本实施方式的内装面板10中还采用如下的结构。
<第一实施例>
粘接层12可以由能够通过温度控制粘接力的树脂构成。树脂是热塑性树脂或者热固化性树脂。
在构成粘接层12的树脂为热塑性树脂的情况下,所使用的热塑性树脂的软化温度比基材11的耐热温度低。使这样的热塑性树脂固化而构成的粘接层12能够通过温度来控制其粘接力。
例如,粘接层12的热塑性树脂的软化温度优选在比基材11的硬化温度低20℃以上的范围内。作为这种热塑性树脂,可列举出聚醚酰亚胺(PEI)等。
通过以热塑性树脂的软化温度以上且低于基材11的耐热温度的温度进行加热,由固化的热塑性树脂构成的粘接层12能够降低粘接力。因此,通过在不影响基材11的范围内加热,能够在不损伤基材11的情况下从基材11剥离装饰层13。加热可以在比基材11的耐热温度低20℃左右的温度下实施。
在构成粘接层12的树脂为热固性树脂的情况下,该热固性树脂的固化温度比基材11的耐热温度低。使这样的热固性树脂固化而成的粘接层12能够通过温度来控制其粘接力。作为热固性树脂,可列举出环氧树脂等。
通过以热固性树脂的固化温度以上且低于基材11的耐热温度的温度进行加热,由固化的热固性树脂构成的粘接层12能够降低粘接力。因此,通过在不影响基材11的范围内加热,能够在不损伤基材11的情况下从基材11剥离装饰层13。
<第二实施例>
粘接层12具有粘接力FA,该粘接力FA能够满足航空器的内装面板10所要求的粘接强度,同时,通过施加较强的力(外力FC),能够在不损伤基材11的情况下剥离装饰层13。粘接层12由能够发挥该粘接力FA的树脂构成。
以粘接力FA粘接在基材11上的装饰层13既能承受运行环境,又不易让乘客剥落。粘接层12的粘接力FA比以往使用的粘接剂的粘接力低。在不影响基材11的范围内施加的外力FC根据基材11的刚性来确定。粘接力FA比外力FC小。
本实施例可以与上述第一实施例组合。该情况下,粘接力FA在加热前后发生变化。即,加热前的粘接层12具有满足航空器的内装面板10所要求的粘接强度的粘接力FAa,加热后的粘接层12具有能够在不损伤基材11的情况下剥离装饰层13的粘接力FAb。粘接力FAb比粘接力FAa小。通过借助加热使粘接力FA变化,能够在提高通常使用时的粘接力的同时,不损伤基材11地将装饰层13剥离。另外,增加了可使用的粘接剂的选项。
<第三实施例>
在本实施例中,粘接层12的基底表面为凹凸表面。本实施例中的基底是中间层15。中间层15在与粘接层12粘接的一侧具有凹凸表面。如果降低凸部的面积率,则接触面积减少,粘接层12向中间层15的粘接力降低。粘接层12相对于中间层15的表面的粘接力FD只要与上述第二实施例的粘接力FA同等大小即可。由此,能够满足航空器的内装面板10所要求的粘接强度,同时能够通过施加较强的力(外力FC),不损伤基材11地从基材11剥离装饰层13。粘接层12由能够发挥粘接力FD的树脂构成。在本实施例中,因为以比第二实施例小的面积粘接,所以构成粘接层12的树脂具有比在第二实施例中使用的树脂更高的粘接力。
本实施例可以与上述第一实施例组合。粘接力FD在加热前后发生变化。即,加热前的粘接层12具有满足航空器的内装面板10所要求的粘接强度的粘接力FDa,加热后的粘接层12具有能够在不损伤基材11的情况下剥离装饰层13的粘接力FDb。粘接力FDb小于粘接力FDa。通过借助加热使粘接力FD变化,能够在提高通常使用时的粘接力的同时,不损伤基材11地剥离装饰层13。另外,增加了可使用的粘接剂的选项。例如,能够将温度对粘接力的控制幅度窄的树脂用作粘接层12的材料。另外,与第一实施例的组合在仅通过设置凹凸面不能使粘接力FD小于外力FC的情况下是有效的。
本实施例还能够与上述第二实施例组合。
<第四实施例>
粘贴层12可以分散配置。例如,粘接层12呈纵条纹状(参照图4)、横条纹状、波浪条纹状、斜条纹状、点状(见图5)配置。虽然也取决于粘接层12的粘接力,但由于通过这样地设置粘接层12,接触面积减少,所以装饰层13容易剥离。
粘接层12可以呈纵条纹状、横条纹状、波浪条纹状、斜条纹状、点状等配置。粘接层12相对于基材11的粘接力FE与上述第二实施例的粘接力FA同等大小即可。以使粘接力FE与粘接力FA同等的方式,设定粘接层12的设置面积。由此,能够在不损伤基材11的情况下将装饰层13从基材11上剥离。粘接层12由能够发挥粘接力FE的树脂构成。在本实施例中,由于以比第二实施例小的面积进行粘接,所以构成粘接层12的树脂具有比在第二实施例中使用的树脂更高的粘接力。
本实施例能够与上述第一实施例组合。通过将本实施例和第一实施例组合,与第一实施例和第三实施例的组合相同,能够将温度对粘接力的控制幅度窄的树脂用作粘接层12的材料。另外,与第一实施例的组合在仅通过分散配置粘接层12不能使粘接力FG小于外力FC的情况下有效。
本实施例也可以与上述第二实施例~第三实施例组合。
<第五实施例>
在本实施例中,在基材11与粘接层12之间,在粘接层12的基底表面配置剥离层(未图示)。剥离层由脱模剂构成。脱模剂例如是FREKOTE(注册商标)等硅酮类脱模剂。通过设置剥离层,粘接层12与基底的粘接力降低,装饰层13容易剥离。
剥离层可以分散配置。所谓“分散配置”,是指纵条纹状、横条纹状、波浪条纹状、斜条纹状、点状等配置。剥离层只要使粘接层12相对于基材11的粘接力FG与上述第二实施例的粘接力FA同等大小即可。以使粘接力FG与粘接力FA同等的方式,设定剥离层的设置面积。由此,能够在不损伤基材11的情况下从基材11剥离装饰层13。
本实施例可以与上述第一实施例组合。通过将本实施例和第一实施例组合,与将第一实施例和第三实施例、第四实施例的组合相同,能够将温度对粘接力的控制幅度窄的树脂用作粘接层12的材料。另外,与第一实施例的组合在仅通过配置剥离层不能使粘接力FG小于外力FC的情况下是有效的。
本实施例还可以与上述第二实施例~第四实施例组合。在将本实施例与第五实施例组合的情况下,例如,粘接层12和剥离层能够以其图案重叠的方式配置。
根据上述第一实施例~第五实施例或它们的组合,能够在不损伤基材11的情况下将粘贴在基材11上的装饰层13剥离。由此,能够对剥离装饰层13之后的基材11进行再利用。
根据上述第一实施例~第五实施例或它们的组合,在内装面板10污染或要替换装饰设计的情况下,通过只剥离表层的装饰层13,并粘贴新的装饰层,能够将内装面板再生。在新的装饰层采用与要被更换的装饰层13相同的结构,或者结构差异处于没有脱离材料规格书等的定义之外的范围内的情况下,不需要取得再生的内装面板的型式证明。
以下,对上述实施方式的内装面板的制造方法以及装饰层的更换方法进行说明。
<内装面板的制造方法>
[基材]
在使用蜂窝夹层板14的情况下,利用填充物覆盖蜂窝夹层板14的表面,将表面修整平滑。然后,通过常温或者加热使填充物固化,得到具备蜂窝夹层板14和中间层15的基材11。在不设置中间层15(填充物)的情况下,省略该工序。
也可以赋予基材表面以规定的平滑性或规定的凹凸。在设置了填充物的情况下,平滑性或凹凸可以在固化前或固化后的任意时间实施。
在设置剥离层的情况下,在作为粘接层12的基底的层(中间层15,在不设置中间层15的情况下为蜂窝芯表面)上涂布脱模剂。脱模剂优选分散涂覆为纵条纹状、横条纹状、波浪条纹状、斜条纹状、点状等。
[粘接层及装饰层]
在装饰薄膜的背面涂覆粘接剂。粘接剂可以整面地涂覆,也可以涂覆成纵条纹状、横条纹状、波浪条纹状、斜条纹状、点状。粘接剂可以根据粘接剂的种类、剥离层的有无、基材表面的形状等以合适的形状涂覆。另外,粘接剂并不限于涂敷在装饰薄膜的背面,也可以涂敷在基材表面。粘接剂也可以是粘接薄膜。
使涂覆了粘接剂的面朝向基材11来重叠装饰薄膜,将装饰薄膜粘接到基材11上。在粘接剂为热固性树脂的情况下,通过加热而使其固化,得到粘接层12以及装饰层13。在粘接剂为热塑性树脂的情况下,通过冷却而使其固化,得到粘接层12以及装饰层13。
装饰薄膜的粘贴可通过手工粘贴或三维表面装饰工艺(TOM工艺)等真空成型来实施。通过使用真空成型,可抑制空气进入装饰薄膜与基材11之间,因此粘贴的品质较好。另外,真空成形能够以较低成本在短时间内将装饰薄膜粘贴为外观美丽的状态。
<装饰层的更换方法>
上述实施方式的内装面板10无需更换基材即可剥离装饰层13并更换为新的装饰层13。
对于具有上述第一实施例的粘接层12的内装面板10,在将其从航空器上取下后,用烤箱加热,实现使粘接层12的粘接力降低的状态,从而能够在不损伤基材11的情况下剥离装饰层13。加热温度低于基材11的耐热温度,且为粘接层12的材料树脂的固化温度或固化温度以上。加热手段并不限于烤箱,也可以用烙铁等局部地加热。
对于与上述实施例1组合的上述第二实施例~第五实施例的内装面板10,在将其从航空器上取下后,用烤箱加热,实现使粘接层12的粘接力降低的状态,从而能够在不损伤基材11的情况下剥离装饰层13。如第二实施例~第五实施例那样,在采用了粘接力比以往弱的粘接层12的情况下,即使不使用烤箱,也能够通过施加不影响基材11的范围的外力FC,在不损坏基材11的前提下剥离装饰层13。
新的装饰层与上述(内装面板的制造方法)同样,也可以通过TOM工艺等真空成型进行粘贴。
根据上述实施方式,不需要更换基材11,能够仅以装饰膜和粘接的费用容易地更换薄膜,因此,能够将内装面板10用于临时的活动用的装饰或广告等。
根据上述实施方式,能够应用于航空器的机舱内装面板的使用了装饰薄膜的任何位置。
附图标记说明
10 内装面板
11 基材
12 粘接层
13 装饰层
14 蜂窝夹层板
15 中间层
20 航空器的侧壁
Claims (8)
1.一种航空器用内装部件,其中,具有:
基材;
装饰层,其覆盖所述基材的表面;
粘接层,其将所述装饰层粘接在所述基材上;
所述装饰层经由所述粘接层以满足所要求的粘接强度、且能够在不影响所述基材的范围内剥离的方式粘贴在所述基材的表面。
2.如权利要求1所述的航空器用内装部件,其中,
所述粘接层由如下树脂构成:该树脂粘的粘接力通过不影响所述基材的范围的温度下的加热而下降。
3.如权利要求1所述的航空器用内装部件,其中,
所述粘接层由如下树脂构成:该树脂所具备的粘接力满足作为航空器用内装部件所要求的粘接强度,并且,通过施加不影响所述基材的范围的大小的外力,能够将所述装饰层从所述基材剥离。
4.如权利要求1~3中任一项所述的航空器用内装部件,其中,
所述粘接层的基底表面是凹凸面。
5.如权利要求1~3中任一项所述的航空器用内装部件,其中,
所述粘接层分散配置在所述基材的表面上。
6.如权利要求1~3中任一项所述的航空器用内装部件,其中,
在所述粘接层的基底表面配置有剥离层。
7.一种航空器用内装部件的制造方法,该制造方法是在基材的表面经由粘接剂粘接装饰材料而成的航空器用内装部件的制造方法,其中,
作为所述粘接剂,使用如下树脂:该树脂满足作为航空器用内装部件所要求的粘接强度,并且,能够在不影响所述基材的范围内通过加热或施加外力而将所述装饰层从所述基材剥离。
8.一种航空器用内装部件的更换方法,该更换方法是权利要求1~6中任一项所述的航空器用内装部件的更换方法,其中,
在不影响所述基材的范围的条件下将所述装饰层从所述基材剥离,
在除去所述粘接层之后,
经由新的粘接剂在所述基材的表面贴附新的装饰层。
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JP2018124774A JP6968759B2 (ja) | 2018-06-29 | 2018-06-29 | 航空機用内装部材およびその製造方法、並びにその交換方法 |
PCT/JP2019/024529 WO2020004226A1 (ja) | 2018-06-29 | 2019-06-20 | 航空機用内装部材およびその製造方法、並びにその交換方法 |
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JP2020001608A (ja) | 2020-01-09 |
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BR112020009051A2 (pt) | 2021-01-05 |
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