CN114368170A - Manufacturing method of airplane cargo bridge body - Google Patents
Manufacturing method of airplane cargo bridge body Download PDFInfo
- Publication number
- CN114368170A CN114368170A CN202210034187.1A CN202210034187A CN114368170A CN 114368170 A CN114368170 A CN 114368170A CN 202210034187 A CN202210034187 A CN 202210034187A CN 114368170 A CN114368170 A CN 114368170A
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- China
- Prior art keywords
- bridge body
- cargo bridge
- manufacturing
- reinforcing ribs
- panel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000004519 manufacturing process Methods 0.000 title claims abstract description 18
- 230000003014 reinforcing effect Effects 0.000 claims abstract description 23
- 238000000034 method Methods 0.000 claims abstract description 17
- 229920000049 Carbon (fiber) Polymers 0.000 claims abstract description 11
- 239000004917 carbon fiber Substances 0.000 claims abstract description 11
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 claims abstract description 11
- 238000003801 milling Methods 0.000 claims abstract description 5
- 238000005520 cutting process Methods 0.000 claims abstract description 4
- 239000006260 foam Substances 0.000 claims description 22
- 238000004026 adhesive bonding Methods 0.000 claims description 15
- 210000001503 joint Anatomy 0.000 claims description 11
- 238000010438 heat treatment Methods 0.000 claims description 9
- 239000004744 fabric Substances 0.000 claims description 8
- 239000003795 chemical substances by application Substances 0.000 claims description 7
- CSCPPACGZOOCGX-UHFFFAOYSA-N Acetone Chemical compound CC(C)=O CSCPPACGZOOCGX-UHFFFAOYSA-N 0.000 claims description 6
- 238000000576 coating method Methods 0.000 claims description 5
- 238000005056 compaction Methods 0.000 claims description 5
- 238000007789 sealing Methods 0.000 claims description 5
- 239000011248 coating agent Substances 0.000 claims description 4
- 229910000831 Steel Inorganic materials 0.000 claims description 3
- 238000001816 cooling Methods 0.000 claims description 3
- 238000001035 drying Methods 0.000 claims description 3
- 239000000835 fiber Substances 0.000 claims description 3
- 238000004321 preservation Methods 0.000 claims description 3
- 238000003825 pressing Methods 0.000 claims description 3
- 239000012945 sealing adhesive Substances 0.000 claims description 3
- 239000010959 steel Substances 0.000 claims description 3
- 230000003746 surface roughness Effects 0.000 claims description 2
- 239000003292 glue Substances 0.000 claims 1
- 229920000915 polyvinyl chloride Polymers 0.000 abstract description 27
- 239000004800 polyvinyl chloride Substances 0.000 abstract description 27
- 239000002131 composite material Substances 0.000 abstract description 10
- 239000002184 metal Substances 0.000 abstract description 7
- 229920003023 plastic Polymers 0.000 abstract description 6
- 239000004033 plastic Substances 0.000 abstract description 6
- 230000000694 effects Effects 0.000 abstract description 2
- 238000000465 moulding Methods 0.000 abstract 1
- 238000005260 corrosion Methods 0.000 description 2
- 230000007797 corrosion Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000001746 injection moulding Methods 0.000 description 1
- 238000007689 inspection Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005201 scrubbing Methods 0.000 description 1
- 238000007493 shaping process Methods 0.000 description 1
- 238000003892 spreading Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Images
Classifications
-
- 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
- B29C70/04—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts comprising reinforcements only, e.g. self-reinforcing plastics
- B29C70/28—Shaping operations therefor
- B29C70/30—Shaping by lay-up, i.e. applying fibres, tape or broadsheet on a mould, former or core; Shaping by spray-up, i.e. spraying of fibres on a mould, former or core
- B29C70/34—Shaping by lay-up, i.e. applying fibres, tape or broadsheet on a mould, former or core; Shaping by spray-up, i.e. spraying of fibres on a mould, former or core and shaping or impregnating by compression, i.e. combined with compressing after the lay-up operation
-
- 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
- B29C70/04—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts comprising reinforcements only, e.g. self-reinforcing plastics
- B29C70/28—Shaping operations therefor
- B29C70/54—Component parts, details or accessories; Auxiliary operations, e.g. feeding or storage of prepregs or SMC after impregnation or during ageing
Abstract
The invention discloses a manufacturing method of an airplane cargo bridge body, which comprises the steps of optimizing a metal cargo bridge body according to the structural design idea of a composite material, changing the internal structure on the basis of ensuring the unchanged appearance of the metal cargo bridge body, reducing inclined reinforcing ribs, adding straight reinforcing ribs, filling the cavity in the cargo bridge body with PVC (polyvinyl chloride) plastics, and enabling upper and lower panels and all reinforcing ribs to be made of carbon fiber composite materials. The manufacturing method is that the internal PVC plastic milling is finished by adopting a five-axis numerical control machining center according to the composite material cargo bridge body; then finishing cutting the carbon fiber prepreg according to the size requirements of the upper panel, the lower panel and the reinforcing ribs, finishing paving according to the thickness requirements of the upper panel, the lower panel and the reinforcing ribs, feeding the paved blank into an autoclave for curing and molding, and finishing demolding; by adopting the scheme, the method has great promotion effect on ensuring the strength of the cargo bridge body; meanwhile, the cavity inside the cargo bridge body is filled with PVC plastic, so that the overall quality of the cargo bridge body is effectively reduced.
Description
Technical Field
The invention relates to the field of manufacturing of airplane cargo bridges, in particular to a method for manufacturing an airplane cargo bridge body.
Background
Due to the comprehensive popularization of e-commerce and the annual increase of the air freight volume, air freight companies have higher and higher requirements on the freight bridge body, and the air freight companies need to be light in weight, high in strength and corrosion resistant at present since only have requirements on strength.
Disclosure of Invention
On the basis of the prior art, the cargo bridge body is further structurally designed, and particularly, the cargo bridge body processing scheme is improved, so that the strength performance of the cargo bridge body is improved, and the overall weight is reduced.
The technical scheme provided by the invention is as follows:
a method for manufacturing an airplane cargo bridge body comprises the following specific steps:
A. manufacturing a gluing clamp in a flat plate structure;
B. milling PVC foam according to a preset size structure;
C. blanking carbon fiber prepreg;
D. heating the gluing mold, and paving according to the thickness requirement of the upper panel to form an upper panel;
E. paving and pasting the PVC foam according to the thickness of the reinforcing ribs to form a supporting part;
F. d, closing the upper panel completed in the step D and the supporting part completed in the step E, and simultaneously filling gaps in the upper panel and the supporting part with unidirectional fibers;
G. paving according to the thickness requirement of the lower panel to form a lower panel;
H. sequentially laying demolding cloth, an isolating film, a uniform pressing plate, a ventilated felt and a vacuum bag on the laid blank, and sealing by using a sealing adhesive tape;
I. and D, placing the blank in the step H into an autoclave for cementing and curing, taking out the product after preset conditions are achieved, and standing at room temperature for 2H to unseal and demould.
Furthermore, the gluing clamp is formed by milling No. 45 steel and comprises a panel, a cavity core film and a profile clamping plate; the work surface roughness of the gluing clamp is Ra1.6, and end face lines are carved on the panel.
Further, before the step D, scrubbing the working surface of the gluing clamp by using acetone to ensure that the surface is clean and free of oil stains; and (3) coating a release agent on the cleaned working surface for at least 3 times, and drying for 10min each time.
And step C, adopting a manual or automatic cutting bed to perform carbon fiber prepreg blanking, wherein the blanking size is in accordance with the overall dimension of the bridge body, and the prepreg blanking process cannot be folded or overhead.
Further, in step D, E, G, the butt joint width is not more than 1.5mm in the paving process, each layer of butt joint is staggered by more than 25mm, and the angular tolerance of the fabric prepreg is controlled at 5 degrees; controlling the angular tolerance of the unidirectional prepreg at 3 degrees; meanwhile, vacuumizing and pre-compacting are carried out after the first layer is paved; then, pre-compaction is performed every 10 layers.
Further, in the step H, after the sealing tape is sealed, the vacuum bag is vacuumized to-0.092 MPa, the vacuum bag is placed for 10 minutes, and the vacuum leakage in the vacuum bag cannot exceed 0.017 MP.
Further, the setting parameters of the curing in the step I are as follows: vacuumizing the vacuum bag to-0.092 MPa, and pressurizing the vacuum bag in the tank to 0.2 MPa; heating to 125 ℃ at a heating rate of not more than 3 ℃/min; preserving the heat for 3 hours; after the heat preservation is finished, cooling at a speed of not more than 3 ℃/min to below 70 ℃; the pressure in the tank is unloaded to 0 at a rate of not more than 0.01 MPa.
The beneficial effect that adopts this technical scheme to reach does:
in the scheme, the metal cargo bridge body is optimized according to the structural design thought of the composite material, particularly PVC foam in a special-shaped structure is designed, and the paving and pasting of the reinforcing ribs on the PVC foam are completed, so that the purposes of reducing inclined reinforcing ribs and increasing straight reinforcing ribs are achieved, and the method has a great promotion effect on ensuring the strength of the cargo bridge body; meanwhile, the cavity inside the cargo bridge body is filled with PVC plastic, so that the overall quality of the cargo bridge body is effectively reduced.
Drawings
Fig. 1 is a three-dimensional structure view of a cargo bridge body when not filled with PVC foam.
Fig. 2 is a plan view of a cargo bridge when it is not filled with PVC foam.
Fig. 3 is a plan view of the completed cargo bridge.
FIG. 4 is a diagram of one of the PVC foams.
Detailed Description
The principles and features of this invention are described below in conjunction with the following drawings, which are set forth by way of illustration only and are not intended to limit the scope of the invention.
The embodiment provides a manufacturing method of an airplane cargo bridge body, which specifically comprises the steps of optimizing a metal cargo bridge body by adopting a composite material structural design idea, changing an internal structure on the basis of ensuring that the appearance of the metal cargo bridge body is not changed, reducing inclined reinforcing ribs and adding straight reinforcing ribs, filling a cavity in the cargo bridge body with PVC (polyvinyl chloride) plastics, and enabling upper and lower panels and all reinforcing ribs to be made of carbon fiber composite materials; by adopting the design of the process, the finally provided cargo bridge body has high strength and corrosion resistance, and the weight of the cargo bridge body is reduced by one time compared with the traditional cargo bridge body.
In the scheme, the metal cargo bridge body is optimized according to the structural design thought of the composite material, the internal structure is changed on the basis of ensuring the appearance of the bridge body to be unchanged, the inclined reinforcing ribs are reduced, and the straight reinforcing ribs are added; and filling the cavity inside the cargo bridge body with PVC foam.
Referring to fig. 1-4, the composition of the cargo bridge may be summarized as an upper panel 10, a support portion (including PVC foam 21 and reinforcing ribs 22), and a lower panel 30, wherein the upper and lower panels and all the reinforcing ribs are made of carbon fiber composite. Wherein the thickness of the upper panel and the lower panel is 4mm, the thickness of the straight reinforcing rib is 3mm, and the thickness of the inclined reinforcing rib is 2 mm; simultaneously adopt the mode of spreading respectively to the manufacturing process of goods bridge body in this scheme, this is because the bridge body length that this scheme provided is 2.4m, and the cavity is heterotypic structure, and the mode shaping that if adopt traditional whole injection molding will lead to the condition appearance of unable drawing of patterns.
The following steps for the specific manufacture of the cargo bridge will be described in detail:
the first step is as follows: manufacturing a gluing clamp which is of a flat plate structure; the gluing clamp is milled from No. 45 steel and comprises a panel, a cavity core film and a profile clamping plate; the roughness of the working surface of the gluing clamp is Ra1.6 to ensure the air tightness; end face lines are carved on the panel.
Secondly, milling PVC foam according to a preset size structure; of course, in order to ensure the processing precision of the PVC foam, nine pieces of PVC foam are milled by a five-axis numerical control processing center according to the requirements of a drawing.
Thirdly, blanking carbon fiber prepreg; and (3) blanking the carbon fiber prepreg by adopting a manual or automatic cutting bed, wherein the blanking size is in accordance with the overall dimension of the bridge body, and the prepreg cannot be folded or overhead in the blanking process.
It should be noted that, here, before using the gluing fixture, the working surface of the gluing fixture is scrubbed with acetone to ensure that the surface is clean and free of oil stains; coating a release agent on the cleaned working surface for at least 3 times, and drying for 10min each time; in order to prevent the release agent from not completely covering the clamp, the release agent is coated at least three times during coating, and the release agent is dried and then coated again in the coating process because the release agent contains volatile substances.
Heating the gluing mold, and paving according to the thickness requirement of the upper panel to form an upper panel; in order to increase the strength of the product, the butt joint width is required to be not more than 1.5mm, wherein the butt joint width specifically refers to the width of each paving, and the whole bridge body is 2.4m in length, so that the sectional paving is required; the thickness of each layer of paving paste is 0.125-0.2 mm, the butt joint of each layer is staggered by more than 25mm, and the angular tolerance of the fabric prepreg is controlled at 5 degrees; controlling the angular tolerance of the unidirectional prepreg at 3 degrees; in order to fully compact the laid and pasted prepreg, vacuumizing and pre-compacting are carried out after the first layer of laying and pasting is finished; then, pre-compaction is performed every 10 layers.
Fifthly, paving and pasting the PVC foam according to the thickness of the reinforcing ribs to form a supporting part; it is understood that nine pieces of PVC foam are separately applied to form PVC foam with diagonal and straight ribs, and for ease of understanding, the PVC foam with ribs is collectively referred to herein as a brace.
Similarly, in order to increase the product strength, when PVC foam is paved, the butt joint width is required to be not more than 1.5mm, each layer of butt joint seam is staggered by more than 25mm, and the angular tolerance of the fabric prepreg is controlled at 5 degrees; controlling the angular tolerance of the unidirectional prepreg at 3 degrees; in order to fully compact the laid and pasted prepreg, vacuumizing and pre-compacting are carried out after the first layer of laying and pasting is finished; then, pre-compaction is performed every 10 layers.
And sixthly, closing the upper panel completed in the fourth step and the supporting part completed in the fifth step, assembling according to the overall dimension of the bridge body, and simultaneously filling gaps in the bridge body with unidirectional fibers.
Laying and pasting according to the thickness requirement of the lower panel, wherein in order to increase the strength of the product, the butt joint width is required to be not more than 1.5mm, each layer of butt joint is staggered by more than 25mm, and the angular tolerance of the fabric prepreg is controlled at 5 degrees; controlling the angular tolerance of the unidirectional prepreg at 3 degrees; in order to fully compact the laid and pasted prepreg, vacuumizing and pre-compacting after the first layer is laid and pasted; then pre-compaction is performed every 10 layers to form the lower panel.
And eighthly, sequentially paving demoulding cloth, an isolating film, a uniform pressing plate, an air-permeable felt and a vacuum bag on the paved blank, and sealing the blank by using a sealing adhesive tape, wherein in order to prevent the vacuum bag from air leakage, the vacuum bag is vacuumized to-0.092 MPa after being finished, and is placed for 10 minutes, so that the vacuum leakage in the vacuum bag can not exceed 0.017 MP.
Putting the blank subjected to vacuum inspection into an autoclave for cementing and curing, wherein the curing process comprises the following steps: vacuumizing to-0.092 MPa, and pressurizing to 0.2 MPa; heating to 125 ℃ at a heating rate of not more than 3 ℃/min; preserving the heat for 3 hours; after the heat preservation is finished, cooling at a speed of not more than 3 ℃/min to below 70 ℃; the pressure in the tank is unloaded to 0 at a rate of not more than 0.01 MPa. And opening the door of the tank, taking out the product, standing at room temperature for 2h, unsealing and demolding.
It should be noted that the actual curing pressure of the carbon fiber composite material is 0.6MPa, but the pvc foam core bears 0.3MPa at high temperature, so the curing pressure is 0.2MPa in the scheme, and the whole process is vacuumized.
By adopting the technical scheme, the metal cargo bridge body is optimized according to the structural design thought of the composite material, particularly the PVC foam with a special-shaped structure is designed, and the paving and pasting of the reinforcing ribs on the PVC foam are completed, so that the purposes of reducing the inclined reinforcing ribs and increasing the straight reinforcing ribs are achieved, and the strength of the cargo bridge body is greatly promoted; meanwhile, the cavity inside the cargo bridge body is filled with PVC plastic, so that the overall quality of the cargo bridge body is effectively reduced.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (7)
1. A method for manufacturing an airplane cargo bridge body is characterized by comprising the following specific steps:
A. manufacturing a gluing clamp in a flat plate structure;
B. milling PVC foam (21) according to a preset size structure;
C. blanking carbon fiber prepreg;
D. heating the gluing mold, and paving according to the thickness requirement of the upper panel (10) to form the upper panel (10);
E. paving the PVC foam (21) according to the thickness of the reinforcing ribs (22) to form a supporting part;
F. d, closing the upper panel (10) completed in the step D and the supporting part completed in the step E, and simultaneously filling gaps in the upper panel and the supporting part with unidirectional fibers;
G. paving according to the thickness requirement of the lower panel (30) to form the lower panel (30);
H. sequentially laying demolding cloth, an isolating film, a uniform pressing plate, a ventilated felt and a vacuum bag on the laid blank, and sealing by using a sealing adhesive tape;
I. and D, placing the blank in the step H into an autoclave for cementing and curing, taking out the product after preset conditions are achieved, and standing at room temperature for 2H to unseal and demould.
2. The method for manufacturing an aircraft cargo bridge according to claim 1, wherein the gluing jig is milled from 45 steel and comprises a panel, a cavity core film and a profile clamping plate; the work surface roughness of the gluing clamp is Ra1.6, and end face lines are carved on the panel.
3. A method of manufacturing an aircraft cargo bridge according to claim 2, wherein prior to step D, the working surface of the glue jig is scrubbed with acetone to ensure a clean surface and free of oil stains; and (3) coating a release agent on the cleaned working surface for at least 3 times, and drying for 10min each time.
4. The method for manufacturing the bridge body of the cargo bridge of the airplane as claimed in claim 1, wherein in the step C, a manual or automatic cutting bed is used for blanking the carbon fiber prepreg, the blanking size is in accordance with the external dimension of the bridge body, and the prepreg cannot be folded or overhead in the blanking process.
5. The method of claim 1, wherein in step D, E, G, the butt joint width during the laying process is not more than 1.5mm, and the butt joint seam is staggered by more than 25mm, and the angle tolerance of the fabric prepreg is controlled at 5 °; controlling the angular tolerance of the unidirectional prepreg at 3 degrees; meanwhile, vacuumizing and pre-compacting are carried out after the first layer is paved; then, pre-compaction is performed every 10 layers.
6. The method as claimed in claim 1, wherein in step H, the vacuum bag is evacuated to-0.092 MPa after the sealing tape is sealed, and the vacuum bag is left for 10 minutes, and the vacuum leakage in the vacuum bag cannot exceed 0.017 MP.
7. A method of manufacturing an aircraft cargo bridge according to claim 1, wherein the setting parameters for curing in step I are: vacuumizing the vacuum bag to-0.092 MPa, and pressurizing the vacuum bag in the tank to 0.2 MPa; heating to 125 ℃ at a heating rate of not more than 3 ℃/min; preserving the heat for 3 hours; after the heat preservation is finished, cooling at a speed of not more than 3 ℃/min to below 70 ℃; the pressure in the tank is unloaded to 0 at a rate of not more than 0.01 MPa.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210034187.1A CN114368170A (en) | 2022-01-12 | 2022-01-12 | Manufacturing method of airplane cargo bridge body |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210034187.1A CN114368170A (en) | 2022-01-12 | 2022-01-12 | Manufacturing method of airplane cargo bridge body |
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| Publication Number | Publication Date |
|---|---|
| CN114368170A true CN114368170A (en) | 2022-04-19 |
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ID=81144841
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210034187.1A Pending CN114368170A (en) | 2022-01-12 | 2022-01-12 | Manufacturing method of airplane cargo bridge body |
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2022
- 2022-01-12 CN CN202210034187.1A patent/CN114368170A/en active Pending
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| US5624622A (en) * | 1993-05-04 | 1997-04-29 | Foster-Miller, Inc. | Method of forming a truss reinforced foam core sandwich structure |
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