Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D45/00—Aircraft indicators or protectors not otherwise provided for
  • B64D45/02—Lightning protectors; Static dischargers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D37/00—Arrangements in connection with fuel supply for power plant
  • B64D37/32—Safety measures not otherwise provided for, e.g. preventing explosive conditions
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/40—Weight reduction
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T29/00—Metal working
  • Y10T29/49—Method of mechanical manufacture
  • Y10T29/49616—Structural member making
  • Y10T29/49622—Vehicular structural member making

Definitions

• the embodiments described herein generally relate to fasteners used in aerospace applications, and more particularly relates to fasteners that provide lightning protection when used to fasten composite or non-electrically conducting materials.
• composites such as carbon fiber reinforced plastics
• Use of composites allows designers to improve structural performance compared to metal structure and reduce weight.
• a major challenge to the use of composite structure is its susceptibility to the effects of lightning compared to metal.
• Metal structure such as aluminum structures provide a layer of inherent lightning protection given its high conductivity material property and low resistance between structural components fastened together with metal fasteners.
• the high conductive properties of aluminum allow lightning currents to conduct through structure with no adverse effects including rupture of aluminum skins or ignition sources within the structure.
• Lightning protection for metal is typically achieved by ample skin thickness and fastening joints together using methods that will prevent ignitions.
• Lightning protection of composite structure is more complicated due to its higher electrical resistance and multi-layer construction.
• the lightning currents tend to be high at the surface penetrating metal fasteners attached to underlying substructure. These currents may create ignition sources inside a composite structure.
• these underlying components which may comprise a metallic or of a conductive composite material, such as for example, carbon fiber reinforced plastic (CFRP) structure.
• CFRP carbon fiber reinforced plastic
• upper surfaces of metallic fasteners that secure and penetrate into the structure are exposed to direct lightning strike.
• FIGS. 1 and 2 depict the potential effects of lightning attachment 20 directly to the head of a fastener 14 used to attach a CFRP structure skin 10 to metal substructure 25 of the structure 15 (a portion of the structure is depicted).
• the conductivity of the metal substructure 25, and its multiple attachment points to aircraft structure create conditions for potentially drawing lightning currents into the structure volume 30.
• some structures have fastener assemblies that are capable of carrying large lightning currents without generating hot particles or sparking.
• Other structure attachments avoid direct attachment to the aircraft substructure and utilize patches over the fasteners of the wing structure skin, to shield the wing structure from lightning attachment.
• these methods present manufacturing challenges that make utilization difficult, and expensive
• a lightning-protected conductive composite structure includes a semi- or non-electrically conductive structure shell with an internal volume configured to contain liquid.
• a conductive material is arrayed on an outer surface of the conductive structure to at least partially cover a fastener centerline.
• Through holes extend along the fastener centerline through the conductive material and the underlying structure shell. These through holes are configured to receive fasteners securing the structure shell to aircraft substructure.
• the through holes are countersunk into the structure shell to a depth such that a fastener in a through hole will avoid electrical continuity with the conductive material on the structure outer surface.
• the gap in the countersunk through holes, between the fastener heads and the coextensive outer surface of the structure is filled with a dielectric or nonconductive material.
• a method of fabricating a lightning protected aircraft structure includes the steps of selecting a structure that has a shell made of conductive composite material and locations for fasteners along fastener centerlines.
• the conductive material is at an outer surface of the shell along the locations for fastener centerlines.
• the method further includes creating holes countersunk to receive fastener heads in the shell at fastener points in the fastener centerlines, and attaching the structure to aircraft substructure with fasteners in the countersunk holes so that fastener head portions are not in electrical contact with the conductive material.
• the method includes filling spaces between the fastener head portions and the outer surface of the shell with a nonconductive or dielectric material.
• FIG. 1 is an illustration of a schematic partial cross section view of a prior art portion of a typical structure showing structure skin fastened to substructure with fastener heads exposed to lightning strikes;
• FIG. 2 is an illustration of a top view of the prior art structure portion of FIG. 1;
• FIG. 3 is an illustration of a schematic cross sectional view of a portion of a structure in accordance with an exemplary embodiment
• FIG. 4 is an illustration of a top view of the exemplary embodiment in FIG. 3;
• FIG. 5 is an illustration of a enlarged cross sectional view of a portion of FIG. 3 showing a gap between fastener head and conductive strip
• FIG. 6 is an illustration of a schematic cross sectional view of a portion of a structure in accordance with another exemplary embodiment, showing a lightning strike and directions of energy dissipation;
• FIG. 7 is an illustration of a top view of FIG. 6.
• a conductive composite structure has a conductive layer or strip extending on its outer surface, exposed to the lightning-producing environment.
• the conductive layer may be embedded in the outer surface of the conductive structure skin during structure fabrication of a composite structure.
• the conductive layer may be effectively adhered to the skin during a structure skin cure process.
• the conductive strip may be bonded to the structure skin with an adhesive suitable for use in aerospace applications. In either event, the conductive layer must be tightly adherent to avoid separation of the layer from the structure skin during ordinary conditions of use.
• the conditions may include, for example, differential expansion between structure skin and conductive layer because of different coefficients of thermal conductivity of the materials, in addition, some flexing of wing mounted structures is to be expected, and the flexing should not cause separation of the conductive layer from the structure outer surface.
• the conductive layer covers areas of the structure skin through which fasteners will extend to mount the structure to its substructure of the aircraft. Since these fasteners ordinarily occur along a predetermined fastener centerline, an embodiment of the conductive layer includes a strip of conductive material that covers at least the fastener centerline.
• the conductive layer should be sufficiently wide and/or thick that it is able to dissipate the energy of a lightning strike by permitting current to flow through itself to aircraft structure for transmission to a grounding system.
• the dimensions of the conductive layer will consequently vary according the material used, and other factors, such as manufacturing ease, etc. in one embodiment, the strips are metallic. Strips of expanded aluminum foil are useful as lightweight conductors, for example, but other suitable metallic strips may also be used. For example, mesh metallic strips also provide a light-weight good conductor.
• fasteners that attach the structure skin to substructure extend through holes in the skin. These holes are countersunk on the structure skin outer surface so that fastener heads are below the outer surface of the skin and not in contact with the conductive layer on the outer surface of the structure skin.
• the sunken heads of the fasteners are covered with a dielectric or nonconductive material plug. Accordingly, electrical communication or continuity from the plug or surrounding conductive strip is minimal, if any.
• lightning attachment results in energy dissipation along the conductive layer and not to the structure interior via the length of the fasteners, from fastener head to fastener terminal end.
• the dielectric or nonconductive plugs must be tightly adherent and resist separation from the countersunk through hole regions during ordinary conditions of use.
• the conditions may include, for example, differential expansion between structure skin and plug material because of different coefficients of thermal conductivity of the materials, in addition, some flexing of wing mounted structures is to be expected, and the flexing should not cause separation of the plugs from the countersunk through holes.
• a structure 100 has a structural skin 110 including a plurality of layers of composite material 120.
• the composite material 120 may include, for example, five layers 122, 124, 129, 126, 128.
• the structural skin 110 may also include an outer conductive strip 130, as shown in FIGS. 5 and 7.
• the conductive strip 130 may extend along the fastener centerline 140.
• the conductive strip 130 may be disposed in a nonlinear manner on the exterior surface of the skin 110.
• the structure skin 110 has a plurality of through-holes 112 sized to receive fasteners 142 each including a fastener head 144, a shank 146 and a terminal end 148, as seen more clearly in FIG. 5.
• the through-hole 112 may be counter sunk so that fastener head 144 lies below the outer conductive strip 130 by a gap 150 when the fastener 142 is tightened in place.
• the gap 150 is at least about 1 mm in magnitude and in many embodiments may be in the range from about 1 mm to about 25 mm.
• the fastener 142 extends through the through-hole 112 and a conductive substructure 160 having an interior volume 155, to affix the structural skin 110 to the substructure 160 when appropriate torque is applied to nut 145.
• a plug 125 of a dielectric or nonconductive material is applied to fill the gap 150 between the fastener head 144 and the conductive strip 130.
• the plug 125 is in intimate contact with fastener head 144.
• the dielectric material or non- conductive material of the plug 125 maybe for example: glass fiber in a matrix of a non- conductive phenolic or epoxy resin, and the like.
• the plug 125 of material filling the gap 150 creates an impedance greater than that between the conductive surface and the structure skin 110. This is intended to significantly lower substructure currents and lower the likelihood of sparking or arcing inside the structure volume 155.
• the major portion of the lightning energy flows along the outer conductive strip 130, in the direction shown by arrows 180, to, for example, a ground system or current return network of an aircraft.
• a portion of the energy may flow through the structural skin 110, as shown by arrow 185 to the substructure 160.
• any such energy flow is too small to result in arcing into the structure interior volume 155 or to cause hot particle ejection into structure interior volume 155.
• the fasteners 142 do not carry any significant amount of energy into the structure interior. Accordingly, the structure interior volume 155 is protected from the effects of lightning strikes.
• composite airplane wings enclosing liquid containing composite tanks can be shielded by employing lightning-protected conductive composites.
• Such structures are particularly applicable to tanks containing liquids that respond to ignition sources.
• the structure 100 may be an aircraft, an aerospace component such as a fuel tank, or other substantially composite structure that may also include interior conductive elements or structures.

Landscapes

• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Laminated Bodies (AREA)
• Elimination Of Static Electricity (AREA)

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• 2006
  • 2006-12-07 US US11/608,050 patent/US7599164B2/en active Active
• 2007
  • 2007-12-07 EP EP07874353A patent/EP2089277A2/en not_active Ceased
  • 2007-12-07 JP JP2009540503A patent/JP2010512270A/ja active Pending
  • 2007-12-07 WO PCT/US2007/086841 patent/WO2008140604A2/en not_active Ceased
• 2009
  • 2009-10-05 US US12/573,277 patent/US7969706B2/en active Active

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