WO2010104741A1 - Composite structures employing quasi-isotropic laminates - Google Patents

Composite structures employing quasi-isotropic laminates Download PDF

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Publication number
WO2010104741A1
WO2010104741A1 PCT/US2010/026229 US2010026229W WO2010104741A1 WO 2010104741 A1 WO2010104741 A1 WO 2010104741A1 US 2010026229 W US2010026229 W US 2010026229W WO 2010104741 A1 WO2010104741 A1 WO 2010104741A1
Authority
WO
WIPO (PCT)
Prior art keywords
composite
plies
skin
poisson
crack
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2010/026229
Other languages
English (en)
French (fr)
Inventor
Eugene A. Dan-Jumbo
Russell L. Keller
Everett A. Westerman
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Boeing Co
Original Assignee
Boeing Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Boeing Co filed Critical Boeing Co
Priority to JP2011554087A priority Critical patent/JP2012520205A/ja
Priority to EP10707416.3A priority patent/EP2406071B1/en
Priority to ES10707416.3T priority patent/ES2564837T3/es
Publication of WO2010104741A1 publication Critical patent/WO2010104741A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/02—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by structural features of a fibrous or filamentary layer
    • B32B5/12—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by structural features of a fibrous or filamentary layer characterised by the relative arrangement of fibres or filaments of different layers, e.g. the fibres or filaments being parallel or perpendicular to each other
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29C—SHAPING OR JOINING OF PLASTICS; SHAPING OF MATERIAL IN A PLASTIC STATE, NOT OTHERWISE PROVIDED FOR; AFTER-TREATMENT OF THE SHAPED PRODUCTS, e.g. REPAIRING
    • B29C70/00—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts
    • B29C70/04—Shaping composites, i.e. plastics material comprising reinforcements, fillers or preformed parts, e.g. inserts comprising reinforcements only, e.g. self-reinforcing plastics
    • B29C70/06—Fibrous reinforcements only
    • B29C70/10—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres
    • B29C70/16—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres using fibres of substantial or continuous length
    • B29C70/20—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres using fibres of substantial or continuous length oriented in a single direction, e.g. roofing or other parallel fibres
    • B29C70/202—Fibrous reinforcements only characterised by the structure of fibrous reinforcements, e.g. hollow fibres using fibres of substantial or continuous length oriented in a single direction, e.g. roofing or other parallel fibres arranged in parallel planes or structures of fibres crossing at substantial angles, e.g. cross-moulding compound [XMC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D99/00—Subject matter not provided for in other groups of this subclass
    • B29D99/001—Producing wall or panel-like structures, e.g. for hulls, fuselages, or buildings
    • B29D99/0014—Producing wall or panel-like structures, e.g. for hulls, fuselages, or buildings provided with ridges or ribs, e.g. joined ribs
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B32B27/00—Layered products comprising a layer of synthetic resin
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    • B32B27/00—Layered products comprising a layer of synthetic resin
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    • B32B27/08—Layered products comprising a layer of synthetic resin as the main or only constituent of a layer, which is next to another layer of the same or of a different material of synthetic resin
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    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/02—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by structural features of a fibrous or filamentary layer
    • B32B5/022—Non-woven fabric
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    • B32B5/22—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed
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    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/22—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed
    • B32B5/24—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B32B5/00—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts
    • B32B5/22—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed
    • B32B5/24—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer
    • B32B5/26—Layered products characterised by the non- homogeneity or physical structure, i.e. comprising a fibrous, filamentary, particulate or foam layer; Layered products characterised by having a layer differing constitutionally or physically in different parts characterised by the presence of two or more layers which are next to each other and are fibrous, filamentary, formed of particles or foamed one layer being a fibrous or filamentary layer another layer next to it also being fibrous or filamentary
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
    • B32B—LAYERED PRODUCTS, i.e. PRODUCTS BUILT-UP OF STRATA OF FLAT OR NON-FLAT, e.g. CELLULAR OR HONEYCOMB, FORM
    • B32B7/00—Layered products characterised by the relation between layers; Layered products characterised by the relative orientation of features between layers, or by the relative values of a measurable parameter between layers, i.e. products comprising layers having different physical, chemical or physicochemical properties; Layered products characterised by the interconnection of layers
    • B32B7/04—Interconnection of layers
    • B32B7/12—Interconnection of layers using interposed adhesives or interposed materials with bonding properties
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
    • B64C1/068—Fuselage sections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29K—INDEXING SCHEME ASSOCIATED WITH SUBCLASSES B29B, B29C OR B29D, RELATING TO MOULDING MATERIALS OR TO MATERIALS FOR MOULDS, REINFORCEMENTS, FILLERS OR PREFORMED PARTS, e.g. INSERTS
    • B29K2995/00—Properties of moulding materials, reinforcements, fillers, preformed parts or moulds
    • B29K2995/0037—Other properties
    • B29K2995/0045—Isotropic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29L—INDEXING SCHEME ASSOCIATED WITH SUBCLASS B29C, RELATING TO PARTICULAR ARTICLES
    • B29L2031/00—Other particular articles
    • B29L2031/30—Vehicles, e.g. ships or aircraft, or body parts thereof
    • B29L2031/3076—Aircrafts
    • B29L2031/3082—Fuselages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B32—LAYERED PRODUCTS
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    • B32B2260/00—Layered product comprising an impregnated, embedded, or bonded layer wherein the layer comprises an impregnation, embedding, or binder material
    • B32B2260/02—Composition of the impregnated, bonded or embedded layer
    • B32B2260/021—Fibrous or filamentary layer
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B32B2260/00—Layered product comprising an impregnated, embedded, or bonded layer wherein the layer comprises an impregnation, embedding, or binder material
    • B32B2260/04—Impregnation, embedding, or binder material
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    • B32B2262/10—Inorganic fibres
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B32B2307/00—Properties of the layers or laminate
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C2001/0054—Fuselage structures substantially made from particular materials
    • B64C2001/0072—Fuselage structures substantially made from particular materials from composite materials
    • 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
    • Y10T428/00—Stock material or miscellaneous articles
    • Y10T428/24—Structurally defined web or sheet [e.g., overall dimension, etc.]
    • Y10T428/24058—Structurally defined web or sheet [e.g., overall dimension, etc.] including grain, strips, or filamentary elements in respective layers or components in angular relation
    • Y10T428/24124—Fibers

Definitions

  • This disclosure generally relates to composite structures, and deals more particularly with a fiber reinforced composite laminate exhibiting quasi-isotropic properties useful in arresting the propagation of cracks, especially in unitized composite airframes.
  • Airframes for aircraft have typically been made from various types of metals such as aluminum or titanium, or a combination of metals and composites.
  • metal airframes is substantially isotropic and therefore exhibits properties such as modulus which may be substantially the same in all directions.
  • the trend toward use of lightweight, high strength composite components to build airframes has presented several new problems.
  • One of these problems stems from the anisotropic nature of composite laminates that are reinforced with unidirectional fibers. Due to the tensile strength of the fibers, these laminates may be stronger in the direction of the fibers than in the direction transverse to the fibers. Accordingly, anisotropic composite laminates may transfer loads in a manner different than isotropic materials such as metal.
  • cracks and/or delamination in such laminates may tend to propagate in the direction of the fibers.
  • cracks and/or delamination in the laminate may propagate longitudinally unless and until arrested. It may be particularly important to arrest cracks and/or delamination in unitized, all composite bonded airframes which do not rely on mechanical fasteners to join a composite skin to composite reinforcing members such as frames and stiffeners. Accordingly, there is a need for a composite laminate exhibiting at least quasi-isotropic properties which may be advantageously employed in airframes to arrest and/or redirect the propagation of cracks and/or delamination in the laminate.
  • the disclosed embodiments provide a composite laminate which is reinforced with unidirectional fibers, yet exhibits quasi-isotropic properties.
  • the quasi-isotropic nature of the disclosed laminate derives from the sequence in which the ply orientations are stacked during layup.
  • the orientations of adjacent plies or groups of adjacent plies are selected to provide a desired amount of mismatch of the Poisson' s ratio of the adjacent plies.
  • the difference or mismatch in Poisson' s ratio between the adjacent plies may be in range of approximately 15 to 40%.
  • a crack and/or delamination may be arrested by redirecting or turning the crack/delamination . By redirecting the propagation path of the crack/delamination, the progression of the crack/delamination to bond joints in the airframe may be avoided.
  • a composite laminate is provided.
  • the laminate includes a stack of unidirectional fiber reinforced composite plies.
  • the plies are arranged in a fiber orientation sequence providing the laminate with quasi- isotropic properties. Adjacent plies in the stack have differing fiber orientations and Poisson' s ratios that differ from each other by an amount in the range of approximately 15 to 40%
  • a composite structure is provided having crack arrestment.
  • the composite structure includes a first composite member and a second composite member joined to and reinforced by the first composite member.
  • the second composite member includes a laminated stack of composite plies each having unidirectional reinforcing fibers and a fiber orientation. At least certain adjacent plies in the stack have respective Poisson' s ratios which differ in an amount sufficient to arrest propagation of a crack in the second composite member.
  • a composite airframe includes at least one stiffener and a skin joined to the stiffener.
  • the skin includes stacked plies of unidirectional fiber reinforced composite material wherein each of the plies has a fiber orientation.
  • the plies are stacked in a sequence of fiber orientations that alter the propagation of a crack in the skin approaching the stiffener.
  • the stiffener may be a composite laminate, and the skin may be joined to the stiffener by an adhesive bond.
  • a composite airframe having crack arrestment is constructed.
  • a composite frame member and a composite skin are fabricated.
  • the skin is fabricated by laying up a stack of unidirectional fiber reinforced plies in a sequence of ply orientations that provide the skin with quasi-isotropic properties.
  • the method further includes joining the frame member to the skin.
  • the disclosed embodiments satisfy the need for a composite laminate having quasi-isotropic properties useful in arresting the propagation of cracks, especially in unitized all composite airframes .
  • a composite laminate comprising: a stack of unidirectional fiber reinforced composite plies arranged in a fiber orientation sequence providing the laminate with quasi-isotropic properties.
  • a composite structure having crack arrestment comprising: a first composite member; and, a second composite member joined to and reinforced by the first composite member, the second composite member including a laminated stack of composite plies each having unidirectional reinforcing fibers and a fiber orientation, wherein at least certain adjacent plies in the stack have respective Poisson' s ratios which differ in an amount sufficient to arrest propagation of a crack in the second composite member.
  • the first composite member is an aircraft frame
  • the second composite member is a fuselage skin covering the frame.
  • a composite airframe comprising: at least one stiffener; and a skin joined to the stiffener, the skin including stacked plies of unidirectional fiber reinforced composite material wherein each of the of plies has a fiber orientation, the plies being are stacked in a sequence of fiber orientations that alter the propagation path of a crack in the skin approaching the stiffener.
  • a method of constructing a composite airframe having crack arrestment comprising: fabricating a composite frame member; fabricating a composite skin, including laying up a stack of unidirectional fiber reinforced composite plies in a sequence of ply orientations that provide the skin with quasi-isotropic properties; and joining the frame member to the skin.
  • laying up the stack of plies includes orienting the adjacent plies such that the fiber orientations of the adjacent plies differ by at least approximately 45 degrees.
  • joining the frame member to the skin includes bonding the frame member to the skin.
  • a unitized composite airframe for aircraft comprising: a plurality of barrel-shaped composite frame members each formed of a fiber reinforced composite laminate; and a composite skin bonded to the frame members, the skin including a plurality of laminated plies of unidirectional fiber reinforced polymer, wherein the plies are arranged in groups each having a fiber common fiber orientation, and adjacent ones of the groups have fiber orientations that differ by at least approximately 45 degrees and the adjacent groups of plies have a mis-match of Poisson' s ratios generally in the range of approximately 15 to 40%.
  • a method of constructing a composite airframe having crack arrestment comprising: fabricating a plurality of composite frame members; fabricating a composite skin, including - determining the level of mis-match in Poisson' s ratios between adjacent plies required to aid in the arrestment of a crack in the skin, and laying up a stack of plies of unidirectional fiber reinforced composite plies in orientations that provide the determined level of mis-match in Poisson' s ratio; and adhesively bonding the frame members to the skin.
  • FIG. 1 is an illustration, in perspective of a unitized all composite airframe employing quasi-isotropic laminates.
  • FIG. 2 is an illustration of the area designated as "A" in FIG. 1.
  • FIG. 3 is an illustration of a sectional view taken along the line 3-3 in FIG. 1.
  • FIG. 4 is an illustration of the area designated as "B" in FIG. 3.
  • FIG. 5 is an illustration of a sectional view, in perspective, taken along the line 5-5 in FIG. 2.
  • FIG. 6 is an illustration of a redirected crack resulting in flapping of the skin.
  • FIG. 7 is an illustration of a perspective view of four groups of composite plies showing a typical layup stacking sequence providing the resulting laminate with quasi-isotropic properties.
  • FIG. 8 is an illustration of a graph of the difference in Poisson' s ratio between adjacent plies as a function of the difference in angular fiber orientation of adjacent plies.
  • FIG. 9 is an illustration of a flow diagram showing the steps of a method of fabricating a composite structure employing a laminate exhibiting quasi-isotropic properties.
  • FIG. 10 is an illustration of a flow diagram of aircraft production and service methodology.
  • FIG. 11 is an illustration of a block diagram of an aircraft.
  • the disclosed embodiments generally relate to a quasi-isotropic composite laminate 18 that may be used, for example and without limitation to fabricate components of an airframe 20 of an aircraft (not shown) .
  • the airframe 20 may include, without limitation, an outer composite skin 22 joined to generally circular frame members 24 and reinforced by longitudinal stiffeners 26.
  • the frame members 24 are spaced along the longitudinal axis 30 of the airframe 20 and provide reinforcement of the skin 22 in the circumferential direction.
  • the stiffeners 26, sometimes referred to as stringers, are circumferentially spaced around the airframe 20 and function to strengthen the airframe 20, including the skin 22 in the longitudinal direction.
  • the interior 25 of the airframe 20 may be pressurized, resulting in an outward hoop force being exerted on the skin 22, as indicated by the arrow
  • the frame members 24 each may be of a one piece, unitary construction fabricated from composite laminates such as carbon fiber epoxy.
  • the frame members 24 comprise inner and outer flanges 42, 44 respectively connected by a web 40.
  • the frame members 24 may be formed of other materials including metal such as, without limitation, aluminum.
  • the frame members 24 may comprise multiple pieces, including, for example and without limitation, a frame component (not shown) , a shear clip (not shown) and a tear strap (not shown) .
  • the outer flanges 44 of the composite frames 24 may be adhesively bonded to the skin 22.
  • the stringers 26 may also be adhesively bonded to the skin 22 resulting in a unitized, substantially all composite bonded airframe 20 that is strong and lightweight.
  • the skin 22 formed by the quasi-isotropic composite laminate 18 may comprise groups 48, 50, 52 of plies 46 comprising a unidirectional fiber reinforced polymer, such as carbon fiber epoxy. All of the plies 46 in each of the ply groups 48, 50, 52 may have the same fiber orientation.
  • ply group 48 may comprise 44 plies 46 having a 0 degree orientation substantially aligned with longitudinal axis 30 (FIG. 1) of the airframe 20
  • ply group 50 may comprise 44 plies 46 of +45 degree orientation
  • ply group 52 may comprise 16 plies 46 having a 90 degree orientation .
  • the number of plies 46 forming the laminate 18 and their orientations will vary, depending on a variety of factors, including without limitation, the particular application. As will be discussed below in more detail, however, the stacking sequence of the ply orientations is selected in a manner that results in the laminate 18 exhibiting quasi-isotropic properties.
  • the term "isotropic” refers to properties of a material that are substantially identical in all directions. In contrast, “anisotropic” refers to properties of a material such as strength that are dependant upon the direction of an applied load.
  • Individual plies 46 which are reinforced with unidirectional fibers are substantially isotropic in that the modulus of the ply is greater along the length of the fibers than the modulus in a direction transverse to the direction of the fibers.
  • the difference between the longitudinal and transverse modulus of the laminate 18 may be substantially reduced using a particular ply orientation stacking sequence.
  • the selected stacking sequence renders the laminate 18 less anisotropic and more nearly isotropic, a condition which is referred to herein as "quasi-isotropic.”
  • the quasi-isotropic nature of the composite laminate 18 may be advantageous in managing cracks in the laminate 18.
  • "crack” and "cracks” as used herein is intended to include a variety of inconsistencies in the laminate 18 that may be beyond design tolerances and which may grow or propagate in size, including, without limitation, separations in the plies 46 and cracks which may extend through more than one of the plies 46.
  • the management of cracks may include any of several techniques, including arrestment of the crack to prevent its continued propagation and/or guiding or turning the crack as it propagates.
  • the crack may be turned in directions that ultimately result in an arrestment or a controlled release of stress energy that substantially maintains the structural integrity of the skin 22.
  • a crack 32 in the laminate 18 may start at a particular point 36 in the skin 22 due to any of a variety of reasons, and may propagate longitudinally in the direction of the arrows 35 toward one of the frame members 24. Because of the largely isotropic nature of the individual plies 46, the crack 32 may have a tendency to continue to propagate substantially longitudinally toward and over the frame member 24. However, due to the quasi-isotropic nature of the composite laminate 18, as the crack 32 approaches the frame member 24, the crack 32 turns or is deflected as shown by the arrow 35 and continues circumferentially until its propagation is finally arrested at 34.
  • the stress intensity causing the crack 32 to propagate decreases as the tip (not shown) of the crack 32 approaches the frame member 24. This decrease in stress intensity is due to the fact that part of the load is shifted from the skin 22 to the frame member 24. This decrease in stress intensity, which is largely shear, together with reduced stress in the circumferential direction resulting form the presence of the frame member 24, causes the crack to turn and be redirected from the longitudinal to the circumferential direction.
  • Flapping is the result of the crack 32 having penetrated upwardly through a number of the plies 46 to the outer surface 38, of the skin 22, causing the plies to partially tear away from the skin 22 and form one or more flaps 34. Flapping of the skin 22 unloads the remaining stresses causing the crack 32 to propagate, thereby arresting the crack 32 from further growth.
  • flapping may occur on both the outside surface 38, and the inside surface 38a (FIGS. 3 and 5) resulting in an opening (not shown) in the skin 22 that allows controlled depressurization of the pressurized space within the airframe 20.
  • the quasi-isotropic nature of the laminate 18 which facilitates use of various crack arrestment techniques such as that described above, is made possible through the use of a ply orientation stacking sequence, and in this connection, reference is now made to FIG. 7.
  • the laminate 18 is formed by laying up a stack 58 of plies which typically may be arranged in ply groups 60, 62, 64, 66 each containing one or more plies 46 of like orientation.
  • the ply orientation designated by the numeral 68, corresponds to the orientation of the unidirectional reinforcing fibers in the ply 46.
  • ply group 66 has a 90 degree orientation in a two dimensional coordinate system 94 of the airframe 20 in which the x-axis is aligned with the longitudinal axis 30 of the airframe 20 (FIG. 1) .
  • Ply group 64 has a 0 degree orientation 68.
  • Ply groups 60 and 62 have ply orientations 68 of +45 degrees and -45 degrees, respectively.
  • the ply orientations and the stacking sequence of the ply groups 60, 62, 64, 66 are selected in a manner to result in at least a selected level of mismatch in the Poisson' s ratio of adjacent ones of the ply groups 60, 62, 64, 66.
  • the difference in Poisson' s ratio for ply group 60 may differ from Poisson' s ratio for the ply group 62 by at least a pre-selected value representing a mismatch between the two ratios.
  • the longitudinal or axial strain is measured in the direction parallel to the x-axis shown in FIG. 7 while the transverse strain is measured in a direction corresponding to the y-axis.
  • the degree of mismatch in Poisson' s ratio required to impart quasi-isotropic properties to the composite laminate 18 will vary widely depending upon, without limitation, the materials used for the plies 46, the number of plies 46 in the stack 58 and the particular application for which the laminate 18 is used.
  • the amount of mismatch in Poisson's ratio between adjacent plies of differing orientation should be no greater than a minimum value that is effective in aiding in the mechanism chosen to arrest the propagation of a crack, such as crack turning.
  • a mismatch of the Poisson's ratios exceeding this minimum value may not further aid in the crack arrestment and/or may reduce the interlaminar strength between the plies 46 to below minimum specification requirements.
  • FIG. 8 illustrates a curve 70 for a typical carbon fiber laminate representing the relationship between the Poisson' s ratio V xy and the angular difference ⁇ in orientations of two adjacent plies 46 or two groups of plies 46 in which the orientation of the plies 46 are identical for all the plies in the group.
  • Poisson' s ratio V xy is the ratio measured in the x-y coordinate system 54 shown in FIGS. 5 and 7.
  • FIG. 9 illustrates the steps of a method of fabricating a composite structure using a quasi-isotropic composite laminate 18 of the type described above.
  • a first composite member such as the laminate skin 22 is formed by a series of steps 72 beginning with determining the level of mismatch of Poisson' s ratios between adjacent plies or adjacent groups of plies, as shown at step 74.
  • the particular ply orientations used in the layup are selected at 76 based in part on the level of mismatch determined at 74.
  • a ply orientation stacking sequence is selected which provides the desired amount of mismatch determined at 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.
  • embodiments of the disclosure may be used in the context of an aircraft manufacturing and service method 90 as shown in Figure 10 and an aircraft 92 as shown in Figure 11.
  • exemplary method 90 may include specification and design 94 of the aircraft 92 and material procurement 96.
  • the disclosed quasi-isotropic laminates may be specified and designed as part of the specification and design 94 of the aircraft 92, and procured as part of the procurement process 96.
  • component and subassembly manufacturing 98 and system integration 100 of the aircraft 92 takes place.
  • the quasi-isotropic laminates disclosed herein may be used to fabricate various components and subassemblies during step 98, which may be then integrated during the system integration step 100.
  • the aircraft 92 may go through certification and delivery 102 in order to be placed in service 106.
  • the quasi-isotropic laminates may be used to achieve certification of the aircraft 92 and/or to satisfy delivery requirements.
  • the aircraft 92 While in service by a customer, the aircraft 92 is scheduled for routine maintenance and service 106 (which may also include modification, reconfiguration, refurbishment, and so on) .
  • routine maintenance and service 106 which may also include modification, reconfiguration, refurbishment, and so on
  • the quasi-isotropic laminates may be used while the aircraft 92 is in service 104 to rework areas of the aircraft 92.
  • 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.
  • the aircraft 92 produced by exemplary method 90 may include an airframe 108 with a plurality of systems 110 and an interior 112.
  • the quasi-isotropic laminates may be used in various components of the airframe 108.
  • high-level systems 110 include one or more of a propulsion system 114, an electrical system 116, a hydraulic system 118, and an environmental system 120. Any number of other systems may be included.
  • 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 90.
  • components or subassemblies corresponding to production process 90 may be fabricated or manufactured in a manner similar to components or subassemblies produced while the aircraft 92 is in service.
  • one or more apparatus embodiments, method embodiments, or a combination thereof may be utilized during the production stages 98 and 100, for example, by substantially expediting assembly of or reducing the cost of an aircraft 92.
  • apparatus embodiments, method embodiments, or a combination thereof may be utilized while the aircraft 92 is in service, for example and without limitation, to maintenance and service 106.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Textile Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Composite Materials (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Laminated Bodies (AREA)
  • Moulding By Coating Moulds (AREA)
  • Casting Or Compression Moulding Of Plastics Or The Like (AREA)
PCT/US2010/026229 2009-03-10 2010-03-04 Composite structures employing quasi-isotropic laminates Ceased WO2010104741A1 (en)

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ES10707416.3T ES2564837T3 (es) 2009-03-10 2010-03-04 Estructuras compuestas que emplean laminados cuasi-isótropos

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US20100233424A1 (en) 2010-09-16
EP2406071B1 (en) 2016-03-02
EP2406071A1 (en) 2012-01-18
JP2017213900A (ja) 2017-12-07
ES2564837T3 (es) 2016-03-29
JP2012520205A (ja) 2012-09-06
JP6162186B2 (ja) 2017-07-12
JP2016020206A (ja) 2016-02-04

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