JP2012162148A - 複合材構造体およびこれを備えた航空機主翼 - Google Patents
複合材構造体およびこれを備えた航空機主翼 Download PDFInfo
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Abstract
【解決手段】一方向に延在するとともに繊維強化プラスチック製の複合材とされた前方部3aと、前方部3aに対して所定間隔離間して一方向に延在するとともに繊維強化プラスチック製の複合材とされた後方部3cと、前方部3aと後方部3cとの間に設けられ、これら前方部3a及び後方部3cよりも短い一方向の寸法を有するアクセスパネル5とを備え、アクセスパネル5は、前方部3a及び後方部3cに対して、一方向に略直交する直交方向に固定されるとともに一方向には変位自由とされて設置され、取り外し可能とされている。
【選択図】図1
Description
しかし、図6のような構造は、上記特許文献1のようなピンやスティッチを施す工程を不要とするものの、アクセスホール102の補強のみの観点からするとテーパ部分104bは本来不要であり、重量増の原因となっている。
すなわち、本発明にかかる複合材構造体は、一方向に延在するとともに繊維強化プラスチック製の複合材とされた第1構造部材と、該第1構造部材に対して所定間隔離間して前記一方向に延在するとともに繊維強化プラスチック製の複合材とされた第2構造部材と、前記第1構造部材と前記第2構造部材との間に設けられ、これら第1構造部材および第2構造部材よりも短い前記一方向の寸法を有するパネルとを備え、前記パネルは、前記第1構造部材側および前記第2構造部材側に対して、前記一方向に略直交する直交方向に固定されるとともに前記一方向には変位自由とされて設置され、取り外し可能とされていることを特徴とする。
また、パネルは取り外し可能とされているので、パネルを取り外した後に形成される孔は、メンテナンス等の種々の作業に用いることができる。このように、取り外し可能としたパネルによって孔付き複合構造体を実現することができる。
パネルの材料としては、繊維強化プラスチックが好適であるが、他の材料であってもよく、例えばチタン合金やアルミ合金といった金属材料を用いることもできる。
また、パネルは引張り荷重を負担しないので、薄厚化することにより軽量化された主翼を提供することができる。
また、パネルを取り外して孔を形成することしたので、孔付きの複合構造体を実現することができる。
図1(a)には、航空機の主翼1の下面外板3が示されている。下面外板3は、繊維強化プラスチック(FRP:Fiber Reinforced Plastics)製の複合材構造体で形成されている。同図に示した破線は、フラップやスラット等を含む主翼1の外形線を示している。
中央部3bは、主翼1の長手方向(一方向)に沿って連続して並べられた複数のアクセスパネル5によって構成されている。
また、ボックス構造とされた主翼1の内部には、その内部空間を長手方向において複数に分割するようにリブ28が設けられている。リブ28は、主翼1の幅方向(長手方向に直交する方向)にわたって延在した板状とされており、長手方向に所定間隔を有して複数配置されている。図3に示すように、各リブ28の前後の端部は、それぞれ、フロントスパー20及びリアスパー22に対してボルト・ナット等の所定のファスナ30によって固定されている。
アクセスパネル5は、取り外し可能とされており、主翼1内に設けられた燃料タンクの点検時や組立時等に用いるためのアクセスホール(孔)5として利用することができる。これにより、主翼1の下面外板3を孔付き構造部材とすることができる。なお、上述した前方部3a及び後方部3cには、アクセスホール5が形成されていない。
アクセスパネル5は、図1(b)に示されているように、前方部3a及び後方部3cに比べると主翼1の長手方向の荷重を負担する必要がないので、積層数が少なくされて薄厚化されている。
なお、アクセスパネル5として、チタン合金やアルミ合金といった金属材料を用いても良い。
図4には、図2のB−Bにおける縦断面図が示されている。同図には、アクセスパネル5の連設方向の取り付け方法が示されており、主翼本体側(主翼本体に固定された前方部3a側及び後方部3b側)に対してスライド可能(変位自由)に取り付けられている。すなわち、主翼本体側のリブ28のフランジ部28aを、アクセスパネル5とクランプアングル40とで挟み込む取り付け構造を採用している。具体的には、アクセスパネル5の下面側から皿ボルト42を挿入し、アクセスパネル5の上部(主翼1のトルクボックス内)に設置したクランプアングル40に螺入させる。これにより、クランプアングル40のリブ側端部40aにおいて、クランプアングル40とアクセスパネル5との間隔が狭まり、リブ28のフランジ部28aを挟み込む。なお、クランプアングル40とアクセスパネル5との接触面と、クランプアングル40とリブ28のフランジ部28aとの接触面には、それぞれ、Oリング44a,44bが設けられている。これらOリング44a,44bにより、主翼1のトルクボックス内に収容された燃料に対する液密性が確保される。
このように、アクセスパネル5は、リブ28に対して(すなわち主翼本体側に対して)スライド可能に取り付けられているので、主翼1の長手方向(同図において左右方向)に引張り荷重(又は圧縮荷重)が生じた場合であっても荷重を負担することはない。
ストリンガ26と前方部3aとは、接着部48にて接着した上でファスナ50によって固定されている。なお、ストリンガ26と前方部3aとの固定は、接着のみ又はファスナのみであっても良い。また、接着としては、ストリンガ26と前方部3aとの両者をそれぞれ硬化させた後に、接着剤を用いて接着する方法(キュア後接着法)の他、硬化後のストリンガ26と硬化前の前方部3a、又は硬化前のストリンガ26と、硬化後の前方部3aとの間に接着剤を介挿した後に、温度及び/又は圧力を加えて一体的に硬化させるコボンド(co-bond)法や、硬化前のストリンガ26と硬化前の前方部3aとの間に接着剤を介挿した後に、温度及び/又は圧力を加えて一体的に硬化させるコキュア(co-cure)法等が用いられる。
このように、アクセスパネル5は、リブ28に対して(すなわち主翼本体側に対して)固定されているので、主翼1の長手方向に直交する方向にせん断荷重が生じた場合には、アクセスパネル5が剪断方向の荷重を負担することができる。
飛行時、主翼1には、その先端が上向きに変位するように荷重が加わる。したがって、主翼1の下面外板3には、その長手方向(0°方向)に引張り荷重が加わる。この場合、アクセスパネル5は長手方向に変位自由に設置されているので、前方部3a及び後方部3cのみによって強度を負担する。一方、長手方向に直交する直交方向の荷重(せん断荷重)については、前方部3a及び後方部3cだけでなく、アクセスパネル5も負担する。このように、アクセスパネル5は、せん断荷重のみを負担し、引張り荷重または圧縮荷重は負担する必要がないので、その分だけ強度を下げることができる。すなわち、パネルを薄厚化して軽量化を図ることができる。
例えば、図6に示したような楕円孔回りの応力集中係数を2とし、図6に示した構造の強度を100とした場合、主翼1の下面外板3に加わる剪断荷重と引張り荷重との比は3:7であることを考慮すると、下式により、15%程度までアクセスパネル5の板厚を低下させることができる。
100÷2×(3/10)=15
図6に示した構造に比べて、前方部3a及び後方部3cのみで引張り荷重を負担することになるので、図6に示した構造よりも前方部及び後方部3cの板厚は大きくなるが、主翼全体としてみれば十分に軽量化が図れる。
例えば、下面外板3とともにトルクボックスを構成する上面外板に、下面外板3と同様の構成を適用しても良い。
3 下面外板(複合材構造体)
3a 前方部(隣接構造部材)
3b 中央部
3c 後方部(隣接構造部材)
5 パネル(アクセスパネル)
Claims (4)
- 一方向に延在するとともに繊維強化プラスチック製の複合材とされた第1構造部材と、
該第1構造部材に対して所定間隔離間して前記一方向に延在するとともに繊維強化プラスチック製の複合材とされた第2構造部材と、
前記第1構造部材と前記第2構造部材との間に設けられ、これら第1構造部材および第2構造部材よりも短い前記一方向の寸法を有するパネルと、
を備え、
前記パネルは、前記第1構造部材側および前記第2構造部材側に対して、前記一方向に略直交する直交方向に固定されるとともに前記一方向には変位自由とされて設置され、取り外し可能とされていることを特徴とする複合材構造体。 - 前記パネルを複数有し、
これらパネルが前記一方向にわたって連続して並べて設けられていることを特徴とする請求項1に記載の複合材構造体。 - 航空機の主翼の下面外板が、前記第1構造部材、前記第2構造部材、及び前記パネルによって構成されていることを特徴とする請求項1又は2に記載の複合材構造体。
- 請求項3に記載の複合材構造体を備えていることを特徴とする航空機主翼。
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JP2011023155A JP5808112B2 (ja) | 2011-02-04 | 2011-02-04 | 複合材構造体およびこれを備えた航空機主翼 |
US13/881,521 US9027881B2 (en) | 2011-02-04 | 2012-01-26 | Composite material structure and aircraft wing provided therewith |
PCT/JP2012/051700 WO2012105416A1 (ja) | 2011-02-04 | 2012-01-26 | 複合材構造体およびこれを備えた航空機主翼 |
CN201280007133.0A CN103339028B (zh) | 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 |
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JP2018076049A (ja) * | 2016-08-24 | 2018-05-17 | ザ・ボーイング・カンパニーThe Boeing Company | 翼及び製造方法 |
JP2018127211A (ja) * | 2012-10-30 | 2018-08-16 | ザ・ボーイング・カンパニーThe Boeing Company | 一致した導電率を有するボンドラインを有する複合構造 |
JP2020083263A (ja) * | 2018-11-30 | 2020-06-04 | 三菱重工業株式会社 | パネル構造体及び航空機 |
WO2021157672A1 (en) * | 2020-02-04 | 2021-08-12 | Hapsmobile Inc. | Trailing edge spar connection for an unmanned aerial vehicle |
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JP6093192B2 (ja) * | 2013-01-25 | 2017-03-08 | 三菱航空機株式会社 | 航空機の機体用パネル、航空機の翼 |
US9849967B2 (en) * | 2015-04-01 | 2017-12-26 | The Boeing Company | Composite rib for an aircraft |
US10040536B2 (en) * | 2015-09-17 | 2018-08-07 | The Boeing Company | Wing structure, stringer structure, and related apparatus and methods of assembly |
WO2018154846A1 (ja) * | 2017-02-22 | 2018-08-30 | 三菱重工業株式会社 | 複合材料及び複合材料の製造方法 |
US11047831B2 (en) * | 2019-07-15 | 2021-06-29 | Kellogg Brown & Root Llc | Nondestructive inspection apparatus and methods of use |
US11319051B2 (en) * | 2020-01-03 | 2022-05-03 | The Boeing Company | Stiffened composite ribs |
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CN103339028B (zh) | 2015-12-23 |
EP2671795B1 (en) | 2019-07-03 |
US9027881B2 (en) | 2015-05-12 |
US20130216766A1 (en) | 2013-08-22 |
WO2012105416A1 (ja) | 2012-08-09 |
JP5808112B2 (ja) | 2015-11-10 |
EP2671795A1 (en) | 2013-12-11 |
EP2671795A4 (en) | 2018-01-03 |
CN103339028A (zh) | 2013-10-02 |
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