WO2010040004A1

WO2010040004A1 - Composite truss panel having fluted core and sitffener made of foam and method for making the same

Info

Publication number: WO2010040004A1
Application number: PCT/US2009/059290
Authority: WO
Inventors: Douglas A. Mc Carville; Juan C. Guzman; Michael L. Hand; Michael J. Robinson
Original assignee: The Boeing Company
Priority date: 2008-10-01
Filing date: 2009-10-01
Publication date: 2010-04-08
Also published as: US20150079314A1; US8815038B2; EP2349685B1; EP2349685A1; US20100080942A1; US9586379B2

Abstract

A composite truss structure (20) employs a sandwich-in-sandwich construction in which a composite fluted core (26) is sandwiched between two facesheets (22,24), and at least one structural foam stiffener (28) is sandwiched within the core (26) or between the facesheets (22,24) and/or the core (26).

Description

COMPOSITE TRUSS PANEL HAVING FLUTTED CORE AND SITFFENER MADE OF FOAM

AND METHOD FOR MAKING THE SAME

TECHNICAL FIELD

This disclosure generally relates to composite structures, and deals more particularly with a sandwich- in- sandwich composite truss panel having a fluted core, as well as a method for making the truss panel.

This disclosure generally relates to composite structures, and deals more particularly with a method of fabricating a curved composite structure by bonding composite sandwich panel segments together, as well as to a curved composite structure fabricated thereby.

BACKGROUND

Aerospace vehicles typically require lightweight structural members that maximize payload carrying capacity and mission capabilities. For example, launch and space exploration vehicles often make use of composite materials in areas such as heat shields, nose cones and payload fairings in order to reduce weight while satisfying performance requirements. In order to further reduce vehicle weight, additional components such as cryogenic fuel tanks used to store pressurized propellants may be fabricated from composite materials. However, the use of composite materials for fuel tanks is challenging because of the severe environmental conditions to which the components of the tank may be subjected, as well as possible chemical incompatibilities, the cryogenic temperatures of propellants, extreme temperature cycling, long term permeability and requirements for damage tolerance.

Previous attempts at fabricating composite cryogenic pressure vessels have employed either a perforated honeycomb sandwich, a foam sandwich, or a laminated fluted sandwich. Laminated fluted designs had a number of disadvantages, including the need to use relative thick walls in order to carry the required compression and shear loads.

Honeycomb designs may also have various disadvantages, including their relatively heavy weight, and their reduced flatwise tensile strength and shear strength and impact resistance. Moreover, honeycomb designs rely on core-to- laminate bonds whose quality may not be nondestructively ascertained, and may be more difficult to tailor to particular shapes. Finally, over time, volatile fuels may permeate through the inner facesheet into the area between the cell walls. During launch or re-entry, as temperatures increase, permeated volatiles trapped within the core may begin to pressurize. In order to reduce the pressure build-up, others have proposed to perforate or slot the cell walls which allow excess gaseous build-up to be purged by circulating dry air or an inert gas through the sandwich panel. Perforation of the core cell walls in this manner, however, may reduce the shear, compression and bending strength of the panel .

Accordingly, there is a need for an improved panel design that overcomes the problems discussed above that may be tailored to produce components such as fuel tanks having a variety of shapes .

Large composite structures are sometimes fabricated by joining together composite sandwich panels. For example, in the aerospace industry, curved composite sandwich panels may be joined together to form barrel sections used for space exploration vehicles, fuel tanks and airplane fuselages, to name a few. The panel segments may be assembled on a cylindrical cure mandrel and then processed in an autoclave to co-cure the panel segments and form an integrated structure with strong joints between the panel segments.

Autoclave curing of the composite structures mentioned above possesses several disadvantages. For example, relatively large composite structures, such as barrel -shaped fuselage sections, may require the use of large size autoclaves which are relatively expensive and may displace large amounts of factory floor space. Such autoclaves may represent a substantial capital investment where multiple sets of equipment are required to support higher production requirements. Furthermore, commercially available autoclaves may not be large enough to accommodate large composite structures approaching ten meters in diameter or more.

Accordingly, there is a need for a method of joining sandwich panels into relatively large composite structures which obviates the need for co-curing the panels in an autoclave. There is also a need for a method of fabricating relatively large scale composite structures using multiple panel segments that are bonded together.

SUMMARY The disclosed embodiments provide a composite truss and method for making the same employing a composite sandwich- in- sandwich truss structure (SISTS) in which a composite fluted core is sandwiched between two facesheets and includes integral, lightweight foam stiffeners. The lightweight foam stiffeners employ a low density, high temperature structural foam that increases the overall structural properties of the truss panel, including buckling, bending, impact resistance and insulation. The improved performance of the truss panel may reduce the required number of core flutes and/or facesheet composite plies, thus reducing weight. The use of the high temperature low density foam for both structural load carrying and thermal insulation may permit the use of thinner thermal protection systems (TPS) on the exterior surfaces of the panel. The hollow geometry of the fluted core allows any fuel vapors trapped in the core to be readily purged, and the use of foam adjacent the inner facesheet of the panel may be used to control purge gas temperatures. The SISTS panel structure may allow the use of optimized combinations of high temperature capable polymers and toughened matrix resin systems in a single part to achieve an optimal combination of weight savings, cost reduction, and structural performance. Finally, the use of low density foam in the outer and/or flute walls may permits the various layers of the panel to be thermally isolated.

According to one disclosed embodiment, a composite truss panel structure comprises: first and second composite facesheets; a fluted core sandwiched between the first and second facesheets; and, at least one stiffener between the first and second facesheets formed of a low density structural foam. The low density structural foam may be a high temperature foam having a density between approximately 2 and 6 pounds per cubic foot. The foam stiffener may be sandwiched between the fluted core and one of the facesheets, or may be sandwiched between walls of the flutes forming the core.

According to another disclosed embodiment, a composite truss panel comprises: a first sandwich including first and second facesheets in a fluted core sandwiched between and joined to the first and second facesheets; and, a second sandwich disposed within the first sandwich, the second sandwich including at least one structural foam stiffener. The fluted core includes walls extending between the first and second facesheets, and the second sandwich includes adjacent ones of walls of the fluted core. According to a disclosed method embodiment, making a composite truss panel comprises: forming a plurality of composite flutes,- placing the flutes between the first and second facesheets; joining the flutes to the first and second facesheets; and, sandwiching at least one structural foam stiffener between the first and second facesheets. The flutes may be formed by wrapping composite material around each of a plurality of members, and sandwiching the at least one structural foam stiffener may include placing the stiffener between the walls of adjacent ones of the flutes. According to another method embodiment, making a composite truss panel comprises: forming a composite fluted core,- forming a first sandwich by placing the fluted core between first and second facesheets,- and, forming a second sandwich by placing at least one structural foam stiffener between walls of the fluted core. Forming the fluted composite core may include wrapping composite prepreg around each of the plurality of mandrels, and stacking the wrapped mandrels together. Forming the second sandwich may include sandwiching structural foam stiffeners respectively between adjacent walls of the wrapped mandrels. The method may further comprise co-curing the first and second facesheets and the fluted core, and removing the mandrels after the first and second facesheets and the fluted core have been co-cured. The disclosed embodiments satisfy the need for a composite truss panel having a fluted core and method for making the same that provides a lightweight, high strength structure suitable for use in a variety of components used in launch and space exploration vehicles, and capable of withstanding cryogenic temperatures and rapid temperature changes.

Other features, benefits and advantages of the disclosed embodiments will become apparent from the following description of embodiments, when viewed in accordance with the attached drawings and appended claims 10. A composite truss panel, comprising: a first sandwich including first and second facesheets and a fluted core sandwiched between and joined to the first and second facesheets; and a second sandwich disposed within the first sandwich, the second sandwich including at least one structural foam stiffener.

11. The composite truss panel of claim 10, wherein: the at least one structural foam stiffener is formed from a high temperature foam having a density between approximately 2 and 6 pounds per cubic foot . 12. The composite truss panel of claim 10, wherein: the fluted core includes walls extending between the first and second facesheets, and the second sandwich includes adjacent ones of the walls of the fluted core.

13. The composite truss panel of claim 10, wherein: the at least one stiffener is sandwiched between the fluted core and one of the first and second facesheets.

18. A cryogenic fuel tank formed from a composite truss made by the method of claim 14.

19. A method of making a composite truss panel, comprising: forming a composite fluted core,- forming a first sandwich by placing the fluted core between the first and second facesheets; and, forming a second sandwich by placing at least one structural foam stiffener between walls of the fluted core.

20. The method of claim 19, wherein forming a fluted composite core includes: wrapping composite prepreg around each of a plurality of mandrels, and stacking the wrapped mandrels together.

21. The method of claim 20, wherein forming a second sandwich includes sandwiching structural foam stiffeners respectively between adjacent walls of the wrapped mandrels. 22. The method of claim 21, wherein forming the second sandwich includes: sandwiching a structural foam stiffener between the stack of wrapped mandrels and one of the first and second facesheets.

23. The method of claim 21, further comprising: co-curing the first and second facesheets and the fluted core,- and, removing the mandrels after first and second facesheets and the fluted core have been co-cured.

24. A method of making a composite truss panel, comprising: forming an plurality of flutes by wrapping each of a plurality of mandrels with composite prepreg,- placing low density foam stiffeners respectively between walls of adjacent ones of the flutes,- stacking the flutes together,- sandwiching the stacked flutes between first and second facesheets; co-curing the stacked flutes,- removing the mandrels from the stacked flutes after the stacked flutes have been cured.

25. A composite truss panel, comprising: first and second composite facesheets; a fluted core sandwiched between the first and second facesheets, the fluted core including a plurality of composite flutes, the flutes being generally hollow and having walls extending traverse to the first and second facesheets; and low density structural foam stiffeners between the walls of adjacent ones of the flutes,- and, a low density structural foam stiffener between the fluted core and at least one of the first and second facesheets.

The disclosed embodiments provide a method of fabricating relatively large scale composite structures using composite panel segments that are joined together by bonded joints. By bonding the panel segment joints, the need for co-curing the structure within an autoclave may be eliminated, consequently composite structures having dimensions exceeding the size of commercially available autoclaves may be possible. The method may be particularly useful in high production environments where parallel assembly of multiple composite structures is needed. According to one disclosed embodiment, a curved composite structure is provided having at least two curved composite panel segments. The composite panel segments each have a fluted core sandwiched between first and second facesheets. An adhesive is used to bond the panel segments together. The composite structure includes first and second overlapping joints between the facesheets of the joining panels which are bonded together by the adhesive.

According to a method embodiment, a curve composite structure is fabricated. At least two composite panel segments are laid up and cured. Overlapping joints between the cured panel segments are formed, and the panel segments are bonded together at the overlapping joints. Forming the overlapping joint between the panel segments may include scarfing edges of facesheets on each of the panel segments. Bonding the panel segments together may include placing a layer of adhesive on the scarfed edges and overlapping the scarfed edges .

According to another method embodiment, a barrel shaped composite structure is fabricated. A plurality of curved composite panel segments are formed and then cured. Joints are formed between the panel segments and the panel segments are bonded together at the joints.

The disclosed embodiments satisfy the need for a method of forming relatively large composite structures using curved composite sandwich panels that are bonded together, thereby obviating the need for autoclaved co-curing.

1. A curved composite structure, comprising: at least two curved composite panel segments each having a fluted core sandwiched between first and second facesheets; and an adhesive for bonding the panel segments together.

2. The curved composite structure of claim 1, further comprising : a first overlapping joint between the first facesheet of the first panel segment and the first facesheet of the second panel segment; and a second overlapping joint between the second facesheet of the first panel segment and the second facesheet of the second panel segment, wherein the adhesive extends between the first and second overlapping joints.

3. The curved composite structure of claim 1, wherein: the cores of the first and second panel segments are disposed side-by-side, and the adhesive extends between the cores of the first and second panel segments.

4. The curved composite structure of claim 2, wherein each of the first and second joints is a scarf joint. 5. The curved composite structure of claim 1, wherein: a portion of the first facesheet of the first panel overlies and is bonded to the core of the second panel segment, and a portion of the second facesheet of the first panel overlies and is bonded to the core of the second panel segment.

6. The curved composite structure of claim 2, wherein: each of the first and second joints is supported on the core of one of the first and second panel segments.

7. The curved composite structure of claim 2, wherein each of the first and second facesheets of the first panel segment extends beyond an end of the core on the first panel segment and overlies the core of the second panel segment.

8. The curved composite structure of claim 1, further comprising at least one stiffener of structural foam disposed between the first and second facesheets of each of the first and second panel segments.

9. A method of fabricating a curved composite structure, comprising: laying up at least two curved composite panel segments; curing each of the panel segments; forming an overlapping joint between the cured panel segments; and bonding the panel segments together at the joint.

10. The method of claim 9, wherein: curing the panel segments is performed within an autoclave.

11. The method of claim 9, wherein: forming an overlapping joint between the panel segments includes scarfing the edges of facesheets on each of the panel segments, and bonding the panel segments includes placing a layer of adhesive on the scarfed edges, and curing the adhesive at elevated temperature.

12. The method of claim 9, wherein bonding the panel segments includes bonding facesheets on one of the panel segments to a core of the other panel segment.

13. The method of claim 9, further comprising: supporting the panel segments on a curved mandrel, and wherein bonding the panel segments together is performed while the panel segments are supported on the curved mandrel.

14. The method of claim 9, wherein: the bonding is performed outside of an autoclave environment and includes heating the adhesive to a temperature sufficient to cure the adhesive. 15. The method of claim 9, wherein: laying up the panel segments includes placing a fluted core between first and second facesheets, and forming an overlapping joint includes overlapping facesheets on one of the panel segments onto the core of the other panel segment.

16. The method of claim 9, wherein: laying up the panel segments includes placing a fluted core between first and second facesheets of each of the panel segments, and bonding the panel segments includes wrapping multiple sides of the core on one of the panel segments with an adhesive film, and bringing the other panel segment into contact with the adhesive film. 17. A method of fabricating a barrel-shaped composite structure, comprising: forming a plurality of curved composite panel segments; curing the panel segments; forming joints between the panel segments; and, bonding the panel segments together at the joints.

18. The method of claim 17, further comprising: assembling the panel segments on a tool.

19. The method of claim 17, wherein forming the joint includes forming at least two overlapping joints between each adjoining pair of the panel segments.

20. The method of claim 17, wherein: forming the panel segments includes sandwiching a fluted core between first and second face sheets, forming the joints includes overlapping the facesheets of adjacent panel segments, and bonding the panel segments includes placing a layer of adhesive between the overlapping face sheets and between the fluted cores of the adjacent panel segments. 21. The method of claim 17, wherein curing the panel segments is performed in an autoclave.

22. The method of claim 17, wherein bonding the panel segments together is performed by: placing an adhesive between adjacent panel segments, and curing the adhesive outside of an autoclave.

23. A barrel shaped composite structure fabricated by the method of claim 17.

24. A barrel -shaped composite structure for aerospace vehicles, comprising: a plurality of curved composite panel segments adjoining each other to form a barrel shape and each having a fluted core sandwiched between first and second facesheets, and at least one structural foam stiffener between the facesheets of each panel segment, the edges of the facesheets of adjoining panel segments overlapping each other to form joints between the adjoining panel segments, the facesheets of each of the panel segments overlapping the core of an adjoining panel; and a layer of adhesive for bonding adjoining panel segments together, the layer of adhesive extending between the overlapping joints between the facesheets, and between the facesheets and the cores. 25. A method of fabricating a barrel-shaped composite aerospace structure, comprising: laying up a plurality of curved panel segments, including sandwiching a fluted core between a pair of composite face sheets and placing at least one structural foam stiffener between the faces sheets,- curing the panel segment layup in an autoclave; assembling the cured panel segments on a mandrel; forming overlapping joints between the facesheets of adjoining panel segments; overlapping the facesheets of each of the panel segments onto the core of an adjoining pane segment; placing a structural adhesive film between the overlapping facesheets, and between the facesheets and the core,- and, curing the adhesive outside of an autoclave.

BRIEF DESCRIPTION OF THE ILLUSTRATIONS

FIG. 1 is a functional block diagram of composite truss panel having a fluted core.

FIG. 2 is an isometric illustration of one embodiment of the composite truss panel having a fluted core.

FIG. 2a is an isometric illustration of a flute forming part of the fluted core shown in FIG. 1.

FIG. 3 is an enlarged view of the area designated as "A" in FIG. 2. FIGS. 4a and 4b are enlarged views of the areas designated as "B" and "C" respectively in FIG. 3.

FIG. 5 is a perspective illustration showing components of the composite truss panel in progressive stages of assembly. FIG. 6 is an end view showing a gap between a radius on a flute and a foam stiffener.

FIG. 7 is a flow diagram illustrating a method for making the composite truss panel .

FIG. 8 is a perspective view illustrating an alternate embodiment of the composite truss panel.

FIG. 9 is a sectional view of a container formed from composite truss panels of the type shown in FIG 7.

FIG. 10 is an isometric view of an alternate embodiment of the composite truss panel . FIG. 11 is an isometric illustration of another embodiment of the composite truss panel .

FIG. 12 is an isometric illustration of a further embodiment of the composite truss panel .

FIG. 13 is an isometric illustration of another embodiment of the composite truss panel.

FIG. 14 is an isometric illustration of a further embodiment of the composite truss panel .

FIG. 15 is an isometric illustration of another embodiment of the composite truss panel. FIG. 16 is a cross sectional illustration of a further embodiment of the composite truss panel.

FIG. 17 is a flow diagram of aircraft production and service methodology.

FIG. 18 is a block diagram of an aircraft. FIG. 19 is a sectional illustration taken along the line 19-19 in FIG. 17.

FIG. 20 is an enlarged illustration of the area designated as "A" in FIG. 19.

FIG. 21 is an enlarged illustration of the area designated as "B" in FIG . 20 .

FIG. 22 is a sectional illustration of two adjoining panel segments prior to being joined.

FIG. 23 is an illustration similar to FIG. 22 but showing a layer of adhesive having been applied to one of the panel segments .

FIG. 24 is an illustration similar to FIG. 23 but showing the panel segments having been joined together.

FIG. 25 is an illustration similar to FIG. 24 but showing the use of a foam stiffener in the core of the panel segments.

FIG. 26 is a sectional illustration showing one form of a scarf joint between adjoining facesheets.

FIG. 27 is an illustration similar to FIG. 25 but showing another form of a scarf joint. FIG. 28 is an illustration of a flow diagram of a method for forming a composite structure using sandwich panel segments joined together by bonded joints.

FIG. 29 is a flow diagram illustration of aircraft production and service methodology. FIG. 30 is a block diagram illustration of an aircraft.

DETAILED DESCRIPTION

Referring first to FIGS. 1, and 3, the disclosed embodiments generally relate to a composite truss panel 20 which may be used to form a variety of structures such as without limitation, a cryogenic fuel tank (not shown) for aerospace vehicles .

The truss panel 20 broadly comprises a first sandwich 25 that includes a fluted core 26 sandwiched between first and second, generally parallel facesheets 22, 24, and a second sandwich 35. As will be discussed later, in some embodiments, the facesheets 22, 24 may not be parallel to each other. Each of the facesheets 22, 24 may comprise one or more plies of a fiber reinforced resin, such as carbon fiber epoxy. In a cryogenic fuel tank application, facesheet 22 may comprise an inside wall of the tank, while the facesheet 24 forms the outer wall. As will be discussed below in more detail, each of the flutes 27 may also be formed from a fiber reinforced resin material which may comprise one or more plies of a woven or knitted fabric that is cured to form a lightweight high strength core structure.

The fluted core 26 comprises a series of hollow, isosceles trapezoidal flutes 27 alternately arranged between facesheets 22, 24. As best seen in FIG. Ia, each of the flutes 27 includes inclined side walls 26a that extend traverse to the planes of facesheets 22, 24, and top and bottom walls 26b which extend substantially parallel and are adjacent to the facesheets 22, 24. The truss-like walls 26a, 26b provide improved structural properties in terms of tensile, compression, shear and bending strengths. By virtue of their hollow construction, each of the flutes 27 includes an interior passageway 32 that extends the length of the flute 27 and thus may allow fluids or gases to flow therethrough. It should be noted here that although the flutes 27 have been illustrated as having an isosceles trapezoidal cross sectional shape, a variety of other geometric shapes are possible, including those in which the walls 26a extend substantially normal to the facesheets 22, 24.

The panel 20 includes one or more lightweight structural foam stiffeners indicated by the numerals 28 and 30 which are sandwiched between other components of the truss panel 20 to form at least one second sandwich 35. Each of the stiffeners 28, 30 may comprise a lightweight, low density structural foam that may have a density between approximately 2 and 6 pounds per cubic foot. In space launch and exploration vehicle applications, such as fuel tanks, the foam may be a high temperature foam suitable for temperatures up to approximately 300 degrees F or more, while in terrestrial applications, the foam may be suitable for temperatures up to approximately 180 degrees F. Examples of suitable foams include, without limitation, polymethacrylimide (PMI) and polyisocyanurate .

In the embodiment illustrated in FIGS. 1-3, the stiffeners 30 are sandwiched between adjacent walls 26a of the flutes 27 to form a second sandwich 35 within the first sandwich 25, thus forming a sandwich- in- sandwich construction. It should be noted here that while the adjacent walls 26a of the flutes 27 are shown as being flat in the illustrated embodiment with a substantially constant thickness, such walls 26a and/or the stiffeners 30 may have other shapes. For example, the walls 26a, and/or the stiffeners 30 may be tapered or have one or more joggles (not shown) therein. Moreover, in some embodiments, the adjacent walls 26a may not be parallel to each other, but instead may diverge from, or converge toward each other, in which case the stiffeners 30 sandwiched between the walls 26a may be tapered to substantially match the shape of the space between the walls 26a of adjacent flutes 27.

Placement of the foam stiffeners between the flute walls 26a may increase the overall panel bending stiffness while increasing weight only minimally. The foam stiffeners 30 within the flute walls 26a can also be used to tailor/control heat flow between the facesheets 22, 24. The stiffener 28 is sandwiched between the facesheet 24 and the bottom of the fluted core 26 that is formed by the bottom walls 26b of the flutes 27, thereby also forming a second sandwich 35. As shown in FIG. 2, in those applications where the facesheets 22, 24 may be pre-cured, adhesive film 34 may be used to assist in bonding facesheet 22 to the core 26, and in bonding the facesheet 24 to the stiffener 28. The use of the foam stiffeners 28, 30 sandwiched at various locations between the facesheets 22, 24, to form a second sandwich 35 within the first sandwich 25 may provide both thermal and acoustic isolation benefits, while potentially increasing impact damage tolerance, and therefore may have both a structural and insulating function. As a result, in cryogenic fuel tank applications, it may be possible to reduce the amount of parasitic thermal protective nonstructural foam that may otherwise be needed on the exterior of the tank walls. Referring now to FIGS. 4a and 4b, each of the flutes 27 may have a radius 38 at the junction of the side walls 26a and top walls 26b. The radius 38 may form a gap (not shown) that may be filled with a radius filler 40 in order to assure that a void is not present between the truss core 26 and the facesheet 22. Depending upon the method used to form the individual flutes 27, a diagonal splice 36 may be provided which represents a scraf joint formed by the overlapping plies forming the individual flutes 27.

Attention is now directed to FIGS. 5 and 7 which illustrate a method for making the composite truss panel shown in FIG. 2. At 50, a mandrel 42 is provided that has a cross sectional shape substantially matching that of the interior of the individual flutes 27. The mandrels 42 may comprise, for example and without limitation, inflatable tooling such as a silicon rubber bladder or hard tooling formed of rubber, aluminum or Teflon . The mandrel 42 preferably has a relatively high coefficient of thermal expansion (CTE) . The mandrels 42 provide support during layup of the individual flutes 27. One or more plies (not shown) of fiber reinforced prepreg, which may comprise knitted or woven cloth sheets of carbon fiber epoxy are then laid up over each of the mandrels 42 by knitting, wrapping, or drape forming. The high CTE of the mandrels 42 results in the mandrels expanding slightly during a subsequent cure process in an autoclave which assists in applying compaction pressure to the flute layups . Mandrel expansion also helps facilitate the removal of layup initiated trapped air and volatiles that may arise during the cure cycle.

Next, at 52, the foam stiffeners 30 are placed on the sidewalls 26 of the flutes 27, and the flutes 27 are then stacked together in side-by-side relationship, sandwiching the stiffeners 30 between adjacent ones of the flutes 27. In the case of the exemplary isosceles trapezoidal shaped flutes 27, the individual flutes 27 are alternately inverted as they are stacked in order to arrange their side walls 27a in face-to-face relationship. Sandwiching of the foam stiffeners 30 between adjacent walls 26a of the flutes 27 assists in increasing the buckling strength of the flute walls 26a, while potentially increasing impact damage tolerance, and may thus reduce the amount of wrap plies required to form the flutes 27.

At this point, as shown in FIG. 6, gaps 46 may be present between the end of each stiffener 30 and the radius 38 of each of the flutes 27. In order to fill the gaps 46, a radius filler 40 (also known as a fillet or noodle) is placed into the gaps 46 as shown at step 54. The radius fillers 40 may be formed of a polymer adhesive or prepreg tape and extend down the entire length of the individual flutes 27. The radius fillers aid in the subsequent wrapping process which may prevent stress concentrations within the structure. When the gaps 46 have been filled with the fillers 40, a core assembly 44 is complete.

Next, as shown at 56, facesheet 24 may be laid up either by hand or using a fiber replacement machine (not shown) . A foam stiffener 28 in the form of a foam sheet may then be applied to the facesheet 24, using an adhesive film 34. Where the facesheet 24 forms an outer skin requiring higher temperature capability, the facesheet 24 may be pre-cured. The assembly of the stiffener 28 and facesheet 24 may be either co-bonded or secondarily bonded to the core subassembly 44 using a film adhesive 34, as shown at step 58. Next, as shown at 60, facesheet 22 may be joined to the other face of the core subassembly 44 using either bonding techniques or by co-curing. Then, at 62, the assembled panel 20 is placed in an autoclave (not shown) which cures the assembly using high temperature/pressure with suitable cycles that maximize removal of volatiles and reduce the porosity of the laminate walls. After autoclave curing at 62, the mandrels 42 may be removed, as shown at step 64. The final panel 20 may then be trimmed and inspected as may be required. Referring now to FIGS. 8 and 9, in some applications a curved composite truss panel 20a may be required in order to form, for example, a cylindrical fuel tank 66 shown in FIG. 8. The curved truss panel 20a may comprise segments 68 that are joined together to form the walls of the tank 66. In this application, the mandrels shown in FIG. 5 may include suitable curvatures (not shown) that result in a core 26 having a curvature that matches the curvature of the tank 66. Appropriate tooling (not shown) may be required for laying up and assembling the facesheets 22, 24 and fluted core 26. The high temperature, low density stiffeners 28, 30 previously discussed may be sandwiched between the facesheets 22, 24 at various locations to form the second sandwich 35 shown in FIGS. 1-3. For example, as shown in FIG. 10, a stiffener 28 may be advantageously sandwiched between the core 26 and the facesheet 24 which forms the outer wall of the panel 20b. In this example, foam stiffeners are not sandwiched between the walls 26a of the individual flutes 27.

FIG. 11 illustrates another embodiment of the truss panel 20c in which low density foam stiffeners 24, 70 are sandwiched respectively between the core 26 and the facesheets 22, 24. The presence of the foam stiffeners 24, 70 between the core 26 and the facesheets 22, 24 may increase the bending stiffness of the truss panel 20c. In this example, similar to the truss panel 20b shown in FIG. 10, foam stiffeners are not present between the walls 26a of the individual flutes 27.

FIG. 12 illustrates a further embodiment of the truss panel 2Od which is similar to panel 20c shown in FIG. 11, except that foam stiffeners 30 are also sandwiched between adjacent walls 26a of the flutes 27. FIG. 13 illustrates another embodiment of the truss panel 2Oe in which the top and bottom walls 26b of the flutes 27 are in face-to-face contact with one of the facesheets 22, 24, and foam stiffeners 28, 70 are disposed inside each of the flutes 27, such that each of the walls 26b is sandwiched between a stiffener 28, 70 and one of the facesheets 22, 24. Similarly, each of the sidewalls 26a is sandwiched between adjacent ones of the stiffeners 28, 70.

FIG. 14 illustrates still another embodiment of the truss panel 2Of which is similar to the embodiment 2Oe shown in FIG. 13, except that foam stiffeners 30 are also present between the adjacent walls 26a of the flutes 27. The embodiments 2Oe and 2Of shown in FIGS. 13 and 14 may stiffen the core 26 and improve the pull-off strength of the panel 20. Finally, as shown in FIG. 15, in yet another embodiment of the truss panel 2Og, foam stiffeners 30 are sandwiched only between the adjacent walls 26a of the individual flutes 27.

In some embodiments, the facesheets 22, 24 may not be parallel to each other. For example, as illustrated in FIG. 16, the facesheets 22, 24 may diverge away (or toward) each other, forming a truss panel 2Oh that has a varying thickness "t" . In this embodiment, the flutes 27a may have a similar overall shape, but differing dimensions so that the fluted core 26 is tapered to substantially match the varying thickness "t" of the panel 2Of. Although not shown in the drawings, the truss panel 20 may have one or more joggles therein.

The various embodiments of the truss panel 20 described above provide inner and outer laminates in the flute walls 26a that may carry most of the bending loads (tension and compression) , while the foam stiffeners 28, 30, 70 may carry most of the compression and shear loads. Depending on the embodiment of the truss panel 20, the fluted core 26 may carry most of the compression and shear loads of the entire panel, and the foam stiffeners 28, 30, 70 may carry most of the bending loads of the entire panel.

The use of the a foam stiffener 28 on inner wall of the facesheet 24 in the embodiments shown in FIGS. 2, 10, 11, 12, 13 and 14, may improve impact damage tolerance and may assist in providing overall system insulation and thereby help control purge gas temperatures . The impact damage tolerance performance and the level of system insulation may vary with the density of the foam stiffeners 28. Placing the foam stiffener 70 on the inner wall of the facesheet 22 in the embodiments shown in FIGS. 11 - 14, may provide overall system insulation and may reduce the need for parasitic tank thermal protection in cryogenic fuel tank applications. Additionally, placing the foam stiffener on the inner wall of the facesheet 22 may allow the use of higher temperature capable resin systems. For example Bismaleimides (BMI) may be used on the outer surfaces of a cryogenic fuel tank while maintaining the ability to use lower cost/more durable resin systems in most other areas of the tank.

Embodiments of the disclosure may find use in a variety of potential applications, particularly in the transportation industry, including for example, aerospace, marine and automotive applications. Thus, referring now to FIGS. 17 and 18, embodiments of the disclosure may be used in the context of an aircraft manufacturing and service method 72 as shown in Figure 17 and an aircraft 74 as shown in Figure 18. During pre- production, exemplary method 72 may include specification and design 76 of the aircraft 74 and material procurement 78. During production, component and subassembly manufacturing 80 and system integration 82 of the aircraft 74 takes place. Thereafter, the aircraft 74 may go through certification and delivery 84 in order to be placed in service 86. While in service by a customer, the aircraft 74 is scheduled for routine maintenance and service 88 (which may also include modification, reconfiguration, refurbishment, and so on) . Each of the processes of method 72 may be performed or carried out by a system integrator, a third party, and/or an operator (e.g., a customer) . For the purposes of this description, a system integrator may include without limitation any number of aircraft manufacturers and major- system subcontractors; a third party may include without limitation any number of vendors, subcontractors, and suppliers; and an operator may be an airline, leasing company, military entity, service organization, and so on. As shown in FIG. 18, the aircraft 74 produced by exemplary method 72 may include an airframe 90 with a plurality of systems 92 and an interior 94. Examples of high-level systems 92 include one or more of a propulsion system 96, an electrical system 98, a hydraulic system 100, and an environmental system 102. Any number of other systems may be included. Although an aerospace example is shown, the principles of the disclosure may be applied to other industries, such as the marine and automotive industries.

Systems and methods embodied herein may be employed during any one or more of the stages of the production and service method 72. For example, components or subassemblies corresponding to production process 80 may be fabricated or manufactured in a manner similar to components or subassemblies produced while the aircraft 74 is in service. Also, one or more apparatus embodiments, method embodiments, or a combination thereof may be utilized during the production stages 80 and 82, for example, by substantially expediting assembly of or reducing the cost of an aircraft 74. Similarly, one or more of apparatus embodiments, method embodiments, or a combination thereof may be utilized while the aircraft 74 is in service, for example and without limitation, to maintenance and service 88.

As shown in FIGS 19-21, the facesheets 22, 24 of the adjoining panel segments 74a, 74b include overlapping, scarfed surfaces 85 that form a first overlapping scarf joint 78a between the facesheets 22 on adjacent panel segments 74a, 74b, and a second overlapping scarf joint 78b between the facesheets 24 on the adjacent panel segments 74a, 74b. Although overlapping scarf joints 78a, 76b have been illustrated, other types of joints may be possible including, by way of example and without limitation, single and double lap joints and stepped lap joints, to name only a few.

In addition to the overlapping scarf joints 78a, 78b, lap joints 79 are formed in an area 75 where the facesheets 22, 24 overlap one of the fluted cores 27a which forms part of panel segment 74b. The cores 27, 27a of the adjoining panel segments 74a, 74b are nested together and each include radius corners 38 forming gaps 39 that may be filled with radius fillers 40 of the type previously described in connection with FIGS. 1-16. As best seen in FIGS. 20 and 21, the film adhesive 80 is present between joints 78, 79, fills the gap 39 and extends continuously between the adjacent cores 27, 27a. The bonded joints 78a, 78b, 79 are relatively large in surface area due to their combined length which may provide a strong bond between the panel segments 74a, 74b. Moreover, the joints 78a, 78b, 79 are backed and supported by the fluted core 80 which may function to transfer loads away from the joints 78a, 78b, 79.

FIG. 22 illustrates the outer edges 77 of the panel segments 74a, 74b having been prepared for a bonding operation. Material is removed from the facesheets 22, 24 of the panel segment 74b to reveal a portion of one of the cores 27a and to form scarfed edges 82. Similarly, the edges 82 of facesheets 22, 24 on the adjoining panel segment 74a are scarfed to compliment the scarfed edges 82 on panel segment 74b. As previously mentioned, material may be removed from the outer edges 77 of the facesheets 22, 24 in a manner to form single or double lap joints, or stepped lap joints, rather than the illustrated scarf joints . Referring now to FIG. 23, the edges 77 of the panel segments 74a, 74b having been prepared as shown in FIG. 22, one or more layers 80 of an adhesive film are applied to panel segment 74b, covering the exposed sides of the fluted core 27a and the scarfed edges 82. Although not shown in the drawings, it may be desirable to apply the film adhesive 80 to surfaces 87 of panel segment 74a (see FIG. 23) that come into contact with panel segment 74b during the assembly process.

Next, as shown in FIG. 24, the panel segments 74a, 74b are joined together. This joining process may be carried out on a mandrel 76 (FIG. 18) in order to maintain proper alignment of the panel segments 74a, 74b, 74c, 74d as they are being assembled.

FIG. 25 illustrates a pair of panel segments 74a, 74b having been joined by bond joints 78, 79, wherein a foam stiffener 27 has been sandwiched between adjacent ones of the fluted cores 27.

The placement and ramp angle of the scarf joints 78a, 78b shown in FIGS. 19-25 may vary, depending upon the application. For example, FIG. 26 illustrates ramp angles that result in the scarf joints 78a, 78b having lengths Li that are generally equal to the distance between the radius corners 38a on the bottom wall 41 of the core 27, which is longer in length than the top wall 43. FIG. 27 illustrates ramp angles that result in the scarf joints 78a, 78b having lengths L₂ that are generally equal to the distance between the radius corners 38b on the top wall 43 of the core 27, which is shorter in length than the bottom wall 43. In other embodiments, ramp angles between approximately 20 to 1 and 30 to 1 may be desirable. Attention is now directed to FIG. 28 which illustrates the overall steps of a method of forming a curved composite structure using bonded joints. Beginning at 84, each of the panel segments 74a, 74b, 74c, 74d is individually laid up, typically on a curved tool which may comprise, for example, the cylindrical mandrel 76 shown in FIG. 18. Following layup, the panel segments 74a, 74b, 74c, 74d may be cured at 86 using an autoclave (not shown) to apply heat and pressure to the panel segments 74. The formed and cured panel segments 74 are then joined to each other to form the composite structure 72 through a series of steps 88. Beginning at 90, the edges 77 of each of the panel segments 74 is tailored so that the edges 77 resemble those shown in FIG. 22 wherein the edges 82 of the facesheets 22, 24 have been scarfed and a length of the facesheets 22, 24 on one of the panel segments (74b) has been removed to reveal a portion of one of the fluted cores 27a. Depending upon the application, it may be possible to perform tailoring of the edges 77 as part of the layup process 84. For example, during the layup sequence 84, the facesheets 22, 24 may be laid up using ply drop-offs (not shown) to form the scarfed edges 85 shown in FIG. 21.

At step 92, the adhesive 80 may be applied to the bonding surfaces of one of the panel segments 74, as previously discussed in connection with FIG. 23. Next, at 94, the panel segments 74a, 74b, 74c, 74d may be assembled and joined together while supported by a tool such as the mandrel 76 (FIG. 18) . Joining of the panel segments 74a, 74b, 74c, 74d includes bringing the edges 77 of the adjoining panel segments 74 together to form the joints 78, 79. Either before or during the process of joining the panel segments 74a, 74b, 74c, 74d, the previously mentioned fillers 40 (FIG. 21) may be installed, as required.

With the panel segments 74a, 74b, 74c, 74d having been joined together, the adhesive 80 may then be cured as shown at step 98 by applying heat to the adhesive 80, either by placing the composite structure 72 in an oven (not shown) or by applying heating strips (not shown) locally over the bonded joints 78a, 78b, 79. It may also be necessary and/or desirable to apply pressure to the bonded joints 78, 79 during the process of curing the adhesive, either through vacuum bagging and/or expanding the mandrel 76.

It may be also possible to assemble the panel segments 74 by tooling (not shown) which supports the outer mole line of the panel segments 74.

Embodiments of the disclosure may find use in a variety of potential applications, particularly in the transportation industry, including for example, aerospace, marine and automotive applications. Thus, referring now to FIGS. 29 and 30, embodiments of the disclosure may be used in the context of an aircraft manufacturing and service method 100 as shown in Figure 29 and an aircraft 102 as shown in Figure 30. During pre-production, exemplary method 100 may include specification and design 104 of the aircraft 102 and material procurement 106. During production, component and subassembly manufacturing 108 and system integration 110 of the aircraft 102 takes place. The disclosed method may be employed to fabricate curved composite components as part of the component and subassembly manufacturing 108, and the curved composite components may be assembled as part of the system integration 110 process. Thereafter, the aircraft 102 may go through certification and delivery 112 in order to be placed in service 114. While in service by a customer, the aircraft 102 is scheduled for routine maintenance and service 116 (which may also include modification, reconfiguration, refurbishment, and so on) .

Each of the processes of method 100 may be performed or carried out by a system integrator, a third party, and/or an operator (e.g., a customer) . For the purposes of this description, a system integrator may include without limitation any number of aircraft manufacturers and major- system subcontractors; a third party may include without limitation any number of vendors, subcontractors, and suppliers; and an operator may be an airline, leasing company, military entity, service organization, and so on. As shown in FIG. 30, the aircraft 102 produced by exemplary method 100 may include an airframe 118 with a plurality of systems 120 and an interior 122. Examples of high-level systems 126 include one or more of a propulsion system 124, an electrical system 128, a hydraulic system 128, and an environmental system 130. Any number of other systems may be included. Although an aerospace example is shown, the principles of the disclosure may be applied to other industries, such as the marine and automotive industries. Systems and methods embodied herein may be employed during any one or more of the stages of the production and service method 100. For example, components or subassemblies corresponding to production process 80 may be fabricated or manufactured in a manner similar to components or subassemblies produced while the aircraft 102 is in service. Also, one or more apparatus embodiments, method embodiments, or a combination thereof may be utilized during the production stages 108 and 110, for example, by substantially expediting assembly of or reducing the cost of an aircraft 100. Similarly, one or more of apparatus embodiments, method embodiments, or a combination thereof may be utilized while the aircraft 102 is in service, for example and without limitation, to maintenance and service 116.

Although the embodiments of this disclosure have been described with respect to certain exemplary embodiments, it is to be understood that the specific embodiments are for purposes of illustration and not limitation, as other variations will occur to those of skill in the art.

Claims

CLAIMSWhat is claimed is:

1. A composite truss panel, comprising: a first and a second composite facesheets; a fluted core sandwiched between the first and second facesheets; and at least one stiffener between the first and second facesheets formed of low density structural foam.

2. The composite truss panel of claim 1, wherein: the low density structural foam is a high temperature foam having a density between approximately 2 and 6 pounds per cubic foot.

3. The composite truss panel of claim 1, wherein: the at least one stiffener is sandwiched between the first facesheet and the fluted core.

4. The composite truss panel of claim 1, further comprising: a second stiffener formed of low density structural foam and sandwiched between the second facesheet and the fluted core.

5. The composite truss panel of claim 1, wherein the first and second facesheets diverge relative to each other.

6. The composite truss panel of claim 1, wherein: the fluted core includes walls extending between the first and second facesheets, and the at least one stiffener member is sandwiched between adjacent ones of the walls.

7. The composite truss panel of claim 1, wherein: the fluted core includes a plurality of hollow flutes joined together and allowing a gas to pass therethrough.

8. The composite truss panel of claim 1, wherein the at least one stiffener extends substantially parallel to the first and second facesheets.

9. The composite truss panel of claim 1, wherein the at least one stiffener extends in a direction from the first facesheet to the second facesheet .

10. A method of making a composite truss panel, comprising: forming a plurality of composite flutes,- placing the flutes between the first and second facesheets; joining the flutes to the first and second facesheets; and, sandwiching at least one structural foam stiffener between first and second facesheets.

11. The method of claim 10, wherein: forming the flutes includes wrapping composite material around each of a plurality of mandrels.

12. The method of claim 10, wherein: sandwiching the at least one structural foam stiffener includes placing the at least one structural foam stiffener between walls of adjacent ones of the flutes.

13. The method of claim 10, including: sandwiching a plurality of structural foam stiffeners respectively between the walls of adjacent ones of the flutes.