KR102102149B1 - Method for manufacturing nosecone of aircraft - Google Patents

Abstract

The present invention relates to a manufacturing method of a nose cone of an aircraft, which comprises: a nose cone main body installed at a front end of the aircraft; and a nose cone tip installed on the top of the nose cone main body. The manufacturing method comprises: a nose cone main body forming step of primarily forming the nose cone main body by laminating a composite material ply (P) on an inner mold corresponding to an inner cone shape; an out mold installation step of installing an out mold on the nose cone main body; a vacuum bagging step of vacuum-bagging the nose cone main body on which the out mold is installed to adhere to the laminated composite material ply (P); and a final molding step of inserting the nose cone main body into an autoclave and finally melting and impregnating the same to be finally molded.

Description

Manufacturing method of aircraft nose cone {METHOD FOR MANUFACTURING NOSECONE OF AIRCRAFT}

The present invention relates to a method for manufacturing a nose cone for an aircraft, and more particularly, to a method for manufacturing a nose cone for an aircraft having rigidity and impact resistance during a bird collision.

Bird Strike accidents may occur in aircraft flying at low altitudes or taking off and landing. Here, the bird strike refers to an accident in which the bird strikes the aircraft body. For example, if a real 1.8 kg bird hits an aircraft flying at 960 km / h, it may cause a shock to about 64 tons and damage the hole and parts of the aircraft body, which can seriously impair safety. In particular, the nose cone exposed in the direction of travel when the aircraft is flying is a very high bird collision probability. Therefore, even with the above impact, the nose cone must have rigidity and impact resistance so that a safe landing is possible even if the nose cone body is broken without a hole.

As prior arts related to nose cones, patent documents 1 and 2 have been disclosed. The disclosed patent documents do not disclose a technique for preparing for the bird strike described above.

U.S. Patent Publication No. 2017-0211579 (July 27, 2017) European Registered Patent No. 183133 (2010.10.13)

The present invention was devised in view of the above points, and provides a method of manufacturing a nose cone for an aircraft that is capable of omitting CRD processing for cutting, routing, and drilling during final molding by manufacturing using an out mold. There is a purpose.

In the method of manufacturing a nose cone for an aircraft comprising a nose cone body installed at the tip of an aircraft fuselage according to the present invention and a nose cone tip installed above the nose cone body, the inner shape of the nose cone is achieved. A nose cone body forming step of firstly forming a nose cone body by laminating a composite prepreg on the inner mold to be formed; An out mold installation step of installing an out mold on the nose cone body; A vacuum bagging step of vacuum bagging the nose cone body on which the outmold is installed, and adhering the laminated composite prepreg; And inserting the nose cone body into an autoclave and curing to final molding.

The nose cone main body is provided with the nose cone tip and a tip portion located at the tip of the aircraft; An assembly unit assembled to the aircraft fuselage; And, it may include a connecting portion connecting the assembly and the tip portion.

The connecting portion may be formed in a tapered shape as the composite prepreg becomes thicker from the assembly portion to the tip portion.

The tip portion comprises 32 composite prepregs, the assembly portion comprises 22 composite prepregs, and the connecting portion can include more than 22 and less than 32 composite prepregs.

The forming of the nose cone body may include forming at least one layer by connecting at least three composite prepregs to the nose cone body in pieces; The composite prepreg has a grain in a predetermined direction, and the composite prepregs adjacent to each other may include a step in which the layers form a stacked structure in a direction in which their respective grains are different from each other.

The stacked structure includes a partial stacked structure (stacked layer I) stacked over the entirety of the tip portion, the connecting portion, and the assembly portion; It may include another layered structure (layer II) formed on the entire tip portion and part of the connecting portion.

The stacked structure of the main body may have a stacking direction as shown in Table 1 below.

It may include the step of forming a positioning hole on the top of the out-mold, and when the out-mold is coupled to the nose-cone body, a position of the nose-cone body is corrected to be exposed outside the out-mold.

The out mold is a molding layer in which the ply laminated on the nose cone body is formed in the shape of the out mold; A deformation layer positioned on the forming layer and deformed during vacuum bagging; And it may be located on the strained layer may include a protective layer to protect from external impact and foreign matter.

At least one of the molding layer and the protective layer may include carbon fiber.

The deformable layer may include at least one air pad.

In addition, the nose cone manufacturing method may manufacture the nose cone without a CRD processing process.

In the method of manufacturing a nose cone for an aircraft according to the present invention, the strength of the nose cone body is increased as a composite prepreg having a grain in a certain direction forms a laminated structure in a direction in which each grain is different from each other. Therefore, there are few cracks and breakages during a bird crash and safe landing is possible.

In addition, the method of manufacturing a nose cone for an aircraft according to the present invention has rigidity and impact resistance by uniformly homogenizing a composite prepreg using an out mold.

In addition, the manufacturing method of the nose cone for an aircraft according to the present invention has an effect of minimizing processing loss and reducing manufacturing time by securing a suitable design stack amount with safety proven by omitting the CRD process.

1 is a schematic perspective view showing an aircraft equipped with a nose cone according to an embodiment of the present invention.
Figure 2 is a perspective view showing a nose cone for an aircraft according to an embodiment of the present invention.
3 is a cross-sectional view of FIG. 2 and an enlarged view of the cross-section.
Figure 4 is an enlarged view showing a laminated structure of the nose cone body according to an embodiment of the present invention.
5 is a view showing that a nose cone body is formed by connecting three ply pieces according to an embodiment of the present invention.
FIG. 6 is a view for explaining a process of connecting neighboring ply pieces in FIG. 6 of FIG. 5.
7A to 7C each schematically show a fly piece according to an embodiment.
Figure 8 is an enlarged perspective view and a cross-sectional view showing the out mold installed on the nose cone body according to an embodiment of the present invention.
9 is a flow chart showing a method of manufacturing a nose cone according to an embodiment of the present invention.
10 is a schematic view showing a vacuum bagging process in the nose cone manufacturing method according to an embodiment of the present invention.
11A and 11B are side and inner views showing the results of simulation by analyzing the structural strength of the nose cone after the algal impact test.

Hereinafter, with reference to the accompanying drawings, a nose cone for an aircraft according to an embodiment of the present invention and a method of manufacturing the same will be described in detail.

Among the terms used in the present invention, "formed on", "formed on top", "installed on top", "installed on top", etc., do not mean that the components are directly formed or stacked in contact with each other, It includes forming or installing with other components interposed between the components.

1 is a schematic perspective view showing an aircraft equipped with a nose cone according to an embodiment of the present invention.

Referring to FIG. 1, the aircraft 1 may include an airplane, an airship, a gliding aircraft, a rotorcraft aircraft, a supersonic aircraft, an aerospace craft, and a power flying device having a predetermined scale (maximum takeoff weight 600 kg) or more. When the aircraft 1 is flying at low altitude, or when taking off and landing, a bird strike accident may occur frequently.

The aircraft 1 includes a fuselage 3 and a nose cone 10 installed on top of the fuselage 3. The nose cone 10 may further include a nose cone tip 5 installed on the cutting edge based on the flight direction. The nose cone 10 may have a conical shape, an arcuate shape, an elliptical shape, an asymmetrical ogive shape, and the like to receive less aerodynamic resistance. In addition, the nose cone 10 is installed in a very high probability of bird collision during flight, so it is necessary to have stiffness and impact resistance due to external material collision.

2 is a perspective view showing a nose cone for an aircraft according to an embodiment of the present invention, and FIG. 3 is a cross-sectional view of FIG. 2 and an enlarged view of the cross-section.

Referring to FIG. 2, the nose cone 10 for an aircraft may include a nose cone body 11 installed on the front end of the aircraft body 3 and a nose cone tip 5 installed on the nose cone body 11. have. The nose cone body 11 is a fuselage forming the nose cone 10 and has a shape that minimizes air resistance during flight. The nose cone tip 5 is installed on the nose cone body 11 and may be made of rubber or a metal material that is easy to receive a radio wave signal to prevent freezing, but is not limited thereto.

Referring to FIG. 3, the nose cone body 11 may include a tip portion 13, an assembly portion 17, and a connecting portion 15. In addition, the tip portion 13, the assembly portion 17 and the connecting portion 15 may be composed of a plurality of plies (P).

Here, the ply (P) refers to a layer made of a fiber composite material having a grain in a certain direction. The fiber composite material may include, for example, natural fiber, synthetic fiber, carbon fiber composite material, ceramic fiber, glass fiber composite material, metal fiber, metal coated fiber, and mixed materials thereof. Here, the carbon fiber composite material has advantages such as light weight, elasticity, and rigidity, and is often used as a material for aircraft. In particular, the glass fiber composite material has a high insulator strength and a low insulator ratio, which can increase the efficiency of the antenna installed inside the nose cone 10. In addition, it is a material suitable for application in the aerospace industry because it has good tensile strength and elastic modulus and has high heat resistance. However, it is not limited to the materials illustrated above.

The tip portion 13 is located at the tip of the aircraft based on the flight direction, and may be formed in a streamlined cone shape to minimize air resistance. The nose cone tip 5 is installed at one end of the tip portion 13. 3, on the nose cone body 11, it may have a stacked structure in the order of P001 to P032.

The assembly unit 17 is configured to install the nose cone body 11 on the fuselage 3 of the aircraft. To this end, the assembly unit 17 is installed at the lower end of the nose cone body 11. Here, each of the tip portion 13 and the assembly portion 17 has a structure in which the plies P are stacked, and has a different number of plies P. That is, the tip portion 13 is formed to have a greater number of plies (P) than the number of plies (P) of the assembly portion 17 to withstand the tide collision. For example, the tip portion 13 may be composed of 32 plies (P), and the assembly portion 17 may be composed of 22 plies (P). Referring to FIG. 3, P001 is a ply P first stacked on the nose cone body 11, and P032 represents a ply P last stacked on the nose cone body 11. In addition, the detailed description of this laminated structure will be described later.

The connecting portion 15 is to connect the assembly portion 17 and the tip portion 13, so that the outer shape of the nose cone 10 from the tip portion 13 to the assembly portion 17 has a streamlined shape. If the assembly portion 17 and the tip portion 13 are directly fastened without the connection portion 15, a problem due to a rapid step difference may occur due to a difference in the number of plies (P). For example, connection separation and breakage between the assembly portion 17 and the tip portion 13 may occur. Therefore, the connecting portion 15 may be formed as shown in FIG. 4.

4 is an enlarged view showing a laminated structure of a nose cone body according to an embodiment of the present invention.

4, the nose cone body 11 is laminated with a ply (P) and may include a tip portion 13, a connecting portion 15, and an assembly portion 17. The connecting portion 15 may be formed in a tapered shape such that its thickness becomes thinner as it goes from the tip portion 13 to the assembly portion 17. Referring to FIG. 4, the stacked structure includes a partial stacked structure (lamination I) in which plies P are stacked over the entirety of the tip portion 13, the connecting portion 15, and the assembly portion 17, and the entire tip portion 13 and The ply (P) on a portion of the connection portion 15 may include another layered structure (lamination II) in which the plies are stacked. That is, in the entire stacked structure, P001 may be stacked for the first time on the nose cone body 11 and P032 may be stacked on the outermost side. Some of the laminated structures (layer I) include P001 to P003, P006 to P011, P013, and P015, and other laminated structures (layer II) may include P004, P005, P012, P014, and P016. Although not shown in FIG. 4, P018, P020, P022 to P027, P030 to P032 are further included in some of the stacked structures (Layer I), and P017, P019, P021, P028, and P029 are further included in other stacked structures (Layer II). can do. Such a stacked structure has an effect of increasing the strength of the nose cone body and securing an optimal design stacking amount by equalizing the pressure between the plies P. In addition, it may have a streamlined nose cone 10 shape that can minimize air resistance during flight. Therefore, the result of structural strength after a bird collision according to the structural integrity test of the aircraft was able to satisfy the flight and landing load strength required for safe landing.

As shown in FIG. 4, the connection portion 15 has a taper shape such that its thickness becomes thinner as it goes from the tip portion 13 to the assembly portion 17. Here, the tapered connection portion 15 has a streamlined nose cone 10 shape that can minimize air resistance during flight.

Hereinafter, a method of manufacturing a nose cone according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

The manufacturing method of an aircraft nose cone may include a nose cone body forming step (S10), an out mold installation step (S20), a vacuum bagging step (S30), and a final forming step (S40).

The nose cone body forming step (S10) is a step of primarily forming the nose cone body 11 by laminating the composite prepreg P on the inner mold 20 corresponding to the inner shape of the nose cone 10.

In addition, the nose cone body forming step (S10) may include the step of forming at least one layer by connecting at least two composite prepregs to the nose cone body 11 in pieces.

FIG. 5 is a diagram illustrating that a nose cone body is formed by connecting three ply pieces according to an embodiment of the present invention, and FIG. 6 is a view for explaining a process of connecting neighboring ply pieces.

Referring to FIG. 5, the nose cone body 11 may be formed by connecting three pieces of plies (P) on the inner mold 20 corresponding to the inner shape of the nose cone 10. At this time, as shown in Figure 6, the gap between neighboring ply (P) pieces Gab may be up to 1 mm. Here, the inner mold 20 is only a molding correction for forming the shape of the nose cone body 11 and can be removed after the final molding.

On the other hand, if the nose cone body 11 is formed by enclosing a single ply P instead of three pieces of ply P, overlapping portions may occur. Therefore, air may enter the overlapping portion, and airtightness between the plies P may be weakened, and a phenomenon of excitation may occur. In order to solve this problem, at least three ply (P) pieces may be connected to improve the airtightness of the nose cone body 11.

In addition, the composite prepreg P may have grains in a predetermined direction, and the composite prepreg P adjacent to each other may further include forming a stacked structure in a direction in which the respective grains are different from each other.

Each of FIGS. 7A to 7C is a schematic view of a fly piece according to an embodiment.

Referring to the drawings, the composite material constituting the ply (P) piece has a grain in a certain direction during the weaving process. Each of the pieces of the ply (P) may include a grain in a certain direction, as shown in FIGS. 7A to 7C. 7A shows when the stacking direction of the plies P coincides with the reference line around the reference line of the nose cone body 11. 7B shows that the stacking direction of the ply P is inclined at 45 ° clockwise with respect to the reference line, and although not shown, the stacking direction of the ply P is inclined at 45 ° counterclockwise with respect to the reference line. It may. 7C shows that the stacking direction of the plies P is arranged in the 90 ° direction with respect to the reference line.

In addition, the adjacent plies (P) may be stacked in a direction in which their respective grains are different from each other. If neighboring plies P have the same texture, tearing may occur. Therefore, by stacking the ply (P) directions adjacent to each other differently in this way, it prevents tearing and damage of the nose cone body 11 due to external object impact during flight, and fills the space between plies P to obtain compactness. have.

In detail, the laminated structure of the nose cone body 11 may have a stacking direction as shown in Table 1 below.

Fly
number Stacking direction Fly
number Stacking direction Tip Assembly Tip Assembly P001 45 ° 45 ° P017 90 ° - P002 -45 ° -45 ° P018 0 ° 0 ° P003 0 ° 0 ° P019 -45 ° - P004 90 ° - P020 90 ° 90 ° P005 45 ° - P021 0 ° - P006 90 ° 90 ° P022 45 ° 45 ° P007 0 ° 0 ° P023 90 ° 90 ° P008 -45 ° -45 ° P024 0 ° 0 ° P009 0 ° 0 ° P025 -45 ° -45 ° P010 90 ° 90 ° P026 0 ° 0 ° P011 45 ° 45 ° P027 90 ° 90 ° P012 0 ° - P028 45 ° - P013 90 ° 90 ° P029 90 ° - P014 -45 ° - P030 0 ° 0 ° P015 0 ° 0 ° P031 -45 ° -45 ° P016 90 ° - P032 45 ° 45 °

Here, the "ply number" indicates the order in which the plies P are stacked from the inside of the nose cone body 11 to the outside. That is, P001 means that the composite prepreg P is located inside the nose cone body 11 for the first time, and P032 means that the composite prepreg P is located at the outermost edge of the nose cone body 11 last. In addition, the "stacking direction" means the direction and angle in which the grains of the composite prepreg P are positioned and stacked when the curved surface of the nose cone body 11 is used as a reference line. At this time, "0 °" means when the stacking direction of the ply P is aligned with the reference line around the reference line, and is the same as being rotated at 180 °. “-45 °” means that the stacking direction of the plies P is inclined at 45 ° counterclockwise to the reference line. “45 °” means that the stacking direction of the plies P is inclined 45 ° clockwise with respect to the reference line. On the other hand, "-45 °" and "45 °" is not limited to the angle with respect to the reference line may mean that it is inclined between 0 ° to 90 ° counterclockwise and clockwise. In addition, "90 °" means that the stacking direction of the plies P is disposed in the 90 ° direction with respect to the reference line, and is the same as being positioned by rotating -90 °. In addition, "-" means that the composite prepreg P is not laminated.

On the other hand, Table 1 shows that when the nose cone shape is composed of 32 plies when the simulation results are reflected, it has an optimal stacking amount. Here, the optimal stacking amount means that the weight can be reduced and the strength endured by external object impact during flight is satisfied.

The out-mold installation step (S20) is a step of installing the out-mold 30 in the nose cone body 11.

8 is an enlarged view of a perspective view and a cross section of an out mold installed on a nose cone body according to an embodiment of the present invention.

Referring to FIG. 8, an out mold 30 may be installed on the nose cone body 11. Here, the out mold 30 may include a molding layer 33, a deforming layer 35 and a protective layer 37. Here, the out mold 30 may be manufactured using a composite material in order to make the structure of the nose cone 11 sufficiently pressurized when covered after release and lamination. Specifically, the forming layer 33 and the protective layer 37 may include at least one carbon fiber prepreg (Pre-impregnated Materials, Prepreg), and the deforming layer 35 may include at least one air pad (Pad) It may include.

The molding layer 33 is a layer in which the ply P stacked on the nose cone body 11 in the shape of the out mold 30 is molded. That is, the layer facing the nose cone body 11, in close contact with the nose cone body 11 in the vacuum bagging step (S30), the nose cone body 11 is formed into a final shape. In addition, the molding layer 33 may be made of carbon fiber pre-impregnated materials (Prepreg). Here, the prepreg refers to an intermediate material for a carbon fiber composite material in the form of a sheet in which resin and carbon fibers are impregnated in a predetermined ratio in advance. In detail, the carbon fiber prepreg can increase the fiber volume ratio of the molded product, thereby making a high-quality composite component with high reliability. In addition, there is an advantage that the prepreg in the form of a sheet can be cut and used as desired in the desired fiber direction. The deformable layer 35 is positioned on the forming layer 33 and is a layer deformed during the vacuum bagging step S30, and may form at least one layer with an air pad. It can be installed between the molding layer 33 and the protective layer 37 to be pressed to a certain surface. The protective layer 37 is positioned on the deformable layer 35 to protect it from external impact and foreign matter. In addition, the molding layer 33 may be made of the same material.

Here, as the material of the molding layer 33 and the protective layer 37, carbon fibers are shown as an example, but are not limited thereto, and are made of various materials in a range that performs the same function, such as glass fiber, reinforced plastic, and ceramic composite fiber. It is deformable.

Therefore, by using the out mold 30, not only the manufacturing process was simplified, but also a suitable shape tolerance could be obtained, so that the surface was beautiful and the fiber tissue constituting the ply P could form a dense nose cone 10.

In addition, the out-mold installation step (S20) may further include a positioning step. The positioning step is a step to make sure that the out mold 30 is accurately coupled to the nose cone body 11 with the naked eye. That is, when the outer mold 30 is coupled onto the nose cone body 11, the top of the nose cone body 11 is exposed to the outside of the out mold 30. To this end, a positioning hole 31 may be formed on the out mold 30 to correct the position. The positioning hole 31 serves to prevent the out-mold 30 from being misinserted into the nose cone body 11 and becoming defective during mass production.

On the other hand, the out mold 30 is installed as a way to omit CRD processing applied to a conventional post-process. Here, CRD processing refers to a process of cutting-routing-drilling (CRD) the outer surface of a molding using a CRD facility. By omitting such CRD processing, not only the manufacturing process is simplified, but also a suitable shape tolerance can be obtained, so that the surface is beautiful and the fiber tissue constituting the ply P can form a dense nose cone 10.

9 is a flow chart showing a method of manufacturing a nose cone according to an embodiment of the present invention. Referring to FIG. 9, a nose cone body forming step (S10), an out-mold installation step (S20), a vacuum bagging step (S30), and a final forming step (S40) may be included. The already described nose cone body forming step (S10) and the out-mold installation step (S20) will be omitted, and the vacuum bagging step (S30) and final forming step (S40) will be described later in detail.

The vacuum bagging step (S30) is a step of adhering the laminated composite prepreg P by vacuum bagging the nose cone body 11 on which the outmold 30 is installed.

10 is a schematic view showing a vacuum bagging process in the nose cone manufacturing method according to an embodiment of the present invention. Referring to FIG. 10, the nose cone 10 is manufactured by a vacuum bagging technique using a molding apparatus having a vacuum bag. The vacuum bag 40 may be covered and installed on the out mold 30. Here, the vacuum bag 40 may be made of vinyl, rubber, release film, fluorine resin, or the like. A vacuum line 43 is provided on the side of the vacuum bag 40 to provide a vacuum force so that the inside thereof is in a vacuum state. Inside the sealed composite prepreg P, the air inside the vacuum bag 40 can be discharged by the vacuum line 43 to be reduced. Thus, the vacuum bagging step (S30) can prevent the bubbles (Void) during the nose cone 10 forming and obtain a high density of the composite prepreg (P).

Further, in order to further enhance the adhesion, a breather (not shown) having predetermined pores may be added and laminated between the out mold 30 and the vacuum bag 40 as necessary. At this time, the air inside the composite prepreg P is continuously discharged through the pores in the breather (not shown) to make the inside completely vacuum.

The final molding step (S40) is a step of final molding by inserting the nose cone body 11 into the autoclave, melting and impregnating it. Here, the autoclave (Autoclave) is a device that presses the gap between the inner composite prepreg (P) by sterilizing and pressing at a high speed by filling the cabin with high-temperature, high-pressure water vapor. That is, the nose cone body 11 can be inserted into the autoclave and heated by blowing steam in a temperature range of 80 ° C to 180 ° C. Alternatively, the compressed air may be supplied and pressurized to melt and impregnate to final shape. At this time, after final molding, it can be installed on the fuselage of the aircraft and shipped.

In the present invention, the cutting-routing-drillig (CRD) processing may be omitted in the final forming step 4 (S40). CRD processing is a process of processing and removing the surface of a composite material to expose areas vulnerable to the strength of the material. As it is omitted in the final molding due to such problems, there is an effect of securing a suitable design stack amount with proven safety, minimizing processing loss and shortening manufacturing time.

11A and 11B are side and interior views showing the results of simulation by analyzing the structural strength of the nose cone after the algal impact test. As shown in FIG. 11A, it was found that the damaged portion was concentrated in the assembly portion 17, but the damage was not severe as a whole. FIG. 11B is an internal view showing the ply P remaining after being separated from the assembly unit 17. As shown in FIG. 11B, D1 represents the number of broken plies (P) in the part where the shearing installation part will be installed, and D2 represents the number of broken plies (P) in the part where the fixed installation part will be installed. There were a total of 22 plies of the assembly 17 before the algae impact test. After the test, D1 had 16-20 plies and D2 had 15-20 plies. Therefore, when referring to the simulation results, it was found that the nose cone 10 of the present invention has stiffness and impact resistance because the aircraft was able to land safely even if it was cracked and damaged by the birds colliding at high speed.

The present invention has been described in detail on the basis of the embodiments and the accompanying drawings, but various substitutions, modifications and changes are possible within the scope of the present invention without departing from the technical spirit of the present invention. Since it is obvious to a person with knowledge, the protection scope of the present invention should be defined by the appended claims.

1: aircraft 3: fuselage
5: Nose cone Tip 10: Nose cone
11: nose cone body P: fly
13: tip 15: connection
17: assembly 20: inner mold
30: Out mold 31: Positioning hole
33: forming layer 35: deforming layer
37: protective layer 40: vacuum bag
43: vacuum line
D1: Number of plies damaged in the part where the shearing parts are to be installed
D2: Number of plies damaged in the part where the fixed installation part will be installed

Claims (12)

In the method of manufacturing a nose cone for an aircraft comprising a nose cone body installed on the tip of the aircraft, and a nose cone tip installed on the top of the nose cone body,
A nose cone body forming step of firstly forming a nose cone body by laminating a composite prepreg on an inner mold corresponding to the inner shape of the nose cone;
An out mold installation step of installing an out mold on the nose cone body;
A vacuum bagging step of vacuum bagging the nose cone body on which the outmold is installed, and adhering the laminated composite prepreg; And
And inserting the nose cone body into an autoclave and curing to final mold,
The nose cone body forming step,
Forming at least one layer by connecting at least three composite prepregs to the nose cone body in pieces;
The composite prepreg has a grain in a certain direction, and the composite prepreg adjacent to each other includes the step of forming a layered structure in which the layers are formed in directions in which each grain is different from each other. According to claim 1,
The nose cone body,
A tip portion in which the nose cone tip is installed and located at the tip of the aircraft;
An assembly unit assembled to the aircraft fuselage; And,
Method for manufacturing a nose cone for an aircraft including a connecting portion connecting between the assembly portion and the tip portion. According to claim 2,
The connecting portion,
Method of manufacturing a nose cone for an aircraft, characterized in that the composite prepreg becomes thicker and tapered as it goes from the assembly to the tip. According to claim 3,
The tip portion comprises a 32 composite prepreg,
The assembly portion comprises 22 composite prepreg, and the connecting portion comprises more than 22 and less than 32 composite prepreg. delete The method according to any one of claims 2 to 4,
The laminated structure,
A part of the stacked structure (lamination I) which is stacked over the entirety of the tip portion, the connecting portion and the assembly portion;
A method of manufacturing a nose cone for an aircraft including another stacked structure (stacked layer II) formed on the entire tip portion and a part of the connecting portion. The method of claim 6,
The method of manufacturing a nose cone for an aircraft is characterized in that the stacked structure of the main body has a stacking direction as shown in <Table 1> below.
<Table 1>

Here, the ply number indicates the order in which the composite prepregs are stacked from inside the nose cone body to the outside. The stacking direction means a direction in which the grains of the composite prepreg are positioned and stacked when the curved surface of the nose cone body is used as a reference line. "-" Means that the composite prepreg is not laminated. In the method of manufacturing a nose cone for an aircraft comprising a nose cone body installed on the tip of the aircraft, and a nose cone tip installed on the top of the nose cone body,
A nose cone body forming step of firstly forming a nose cone body by laminating a composite prepreg on an inner mold corresponding to the inner shape of the nose cone;
An out mold installation step of installing an out mold on the nose cone body;
A vacuum bagging step of vacuum bagging the nose cone body on which the outmold is installed, and adhering the laminated composite prepreg; And
And inserting the nose cone body into an autoclave and curing to final mold,
The out mold installation step,
Comprising the steps of forming a positioning hole on the top of the out-mold, and when the out-mold on the nose-cone body, the position of the nose-cone body is corrected and installed so that the top of the nose-cone body is exposed outside the out-mold. Manufacturing method. In the method of manufacturing a nose cone for an aircraft comprising a nose cone body installed on the tip of the aircraft, and a nose cone tip installed on the top of the nose cone body,
A nose cone body forming step of firstly forming a nose cone body by laminating a composite prepreg on an inner mold corresponding to the inner shape of the nose cone;
An out mold installation step of installing an out mold on the nose cone body;
A vacuum bagging step of vacuum bagging the nose cone body on which the outmold is installed, and adhering the laminated composite prepreg; And
And inserting the nose cone body into an autoclave and curing to final mold,
The out mold,
A molding layer in which the ply laminated on the nose cone body is shaped into the shape of the out mold;
A deformation layer positioned on the forming layer and deformed during vacuum bagging; And,
A method of manufacturing a nose cone for an aircraft, which is located on the deformed layer and includes a protective layer to protect it from external impact and foreign matter. The method of claim 9,
At least one of the molding layer and the protective layer is a method of manufacturing a nose cone for aircraft comprising carbon fiber. The method of claim 9,
The deformation layer is a method of manufacturing a nose cone for aircraft comprising at least one air pad. The method according to any one of claims 1 to 4 and 7 to 11,
A method of manufacturing a nose cone for an aircraft, characterized in that the nose cone can be manufactured without a CRD processing process.

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