WO2014094549A1

WO2014094549A1 - Aeroplane airfoil leading edge structure

Info

Publication number: WO2014094549A1
Application number: PCT/CN2013/088734
Authority: WO
Inventors: 刘兴宇; 周良道; 张正礼; 刘若斯; 张元卿
Original assignee: 中国商用飞机有限责任公司; 中国商用飞机有限责任公司上海飞机设计研究院
Priority date: 2012-12-21
Filing date: 2013-12-06
Publication date: 2014-06-26
Also published as: CN103057690A

Abstract

Disclosed is an aeroplane airfoil leading edge structure to satisfy an anti-bird impact function. The structure comprises three parts: a metal panel (1), a honeycomb sandwich layer (2) and a composite material lining (3), wherein the three parts are laid together from outside to inside and formed by co-curing in an autoclave. The leading edge structure merely requires the aforementioned three components, thereby reducing manufacturing costs while also increasing structural rigidity, strength and impact resistance, thus enabling the leading edge structure to convert the kinetic energy of a bird into plastic deformation of the structure when subjected to a bird impact.

Description

Aircraft wing front edge structure

The present invention generally relates to the technical field of civil aircraft structural design, and in particular to a front wing structure of a flying wing. Background technique

Bird collisions have become a potential threat to commercial aircraft during flight. According to incomplete statistics, since 1998, bird strikes have killed 198 people each year; in the United States, the economic losses caused by bird crashes in civil aviation aircraft have averaged more than $400 million per year, compared with more than $3 billion worldwide. The occurrence of bird crashes will have serious consequences. It is clearly stated in the airworthiness regulations issued by various countries that aircraft design units should have corresponding anti-bird strike measures when designing aircraft. Among them, the anti-bird collision requirements of the flank structure of the 25th part of the "Airworthiness Standards for Transport Aircraft" formulated by the Civil Aviation Administration of China are as follows: The design of the tail structure must ensure that the aircraft collides with a bird weighing 3.6 kg (8 lbs). After that, safe flight and landing can still be continued. The speed of the aircraft (relative to the bird along the flight path) is equal to the cruising speed of the aircraft at the selected sea level. Usually the anti-bird impact capability of the front edge of the wing is at the expense of weight. Some researchers, such as Timothy J. Lee of the United States, have proposed placing reinforcements inside the leading edge and cutting the birds with the reinforcement to achieve anti-bird impact, but this design will increase manufacturing costs and increase The structural weight and its assembly inside the leading edge are not easy to achieve. In short, the existing anti-bird strike front structure is at the expense of weight, or the higher manufacturing cost, which will reduce the overall economy of the civil aircraft. Summary of the invention

Accordingly, it would be advantageous to provide an aircraft wing front edge structure that is capable of meeting the anti-bird strike function and that reduces weight and reduces manufacturing costs.

According to an embodiment of the present invention, an aircraft wing front edge structure is proposed, which comprises a metal panel, a honeycomb sandwich layer and a composite liner, wherein The panels, honeycomb sandwich layers and composite liners are laid together in order from the outside to the inside and co-cured in an autoclave.

Preferably, the honeycomb sandwich layer is an overstretched paper honeycomb.

Preferably, the honeycomb sandwich layer has a thickness of 8 to 30 mm.

Further preferably, the honeycomb sandwich layer has a thickness of 10 to 15 mm.

Preferably, the composite inner liner is made of glass fiber or carbon fiber.

Preferably, the composite liner is provided in one or more layers.

Preferably, the metal panel has a thickness of 0.5 to 1.5 mm.

Further preferably, the metal panel has a thickness of 1 mm.

Compared with the prior art, since the front edge structure of the aircraft wing of the present invention is only co-cured by the metal panel, the honeycomb sandwich layer and the composite panel, it is not necessary to assemble with other components, and the above three components are made. That is, the leading edge structure is formed, which greatly reduces the manufacturing cost, and at the same time, the setting of the honeycomb sandwich layer can provide higher rigidity, and the high-strength composite lining further strengthens the external metal panel subjected to impact. The function is to enable the outer panel to convert the kinetic energy of the bird body into the plastic deformation energy of the structure when subjected to the impact of the bird body. DRAWINGS

Other features and advantages of the present invention will be better understood from the following detailed description of the preferred embodiments illustrated in the accompanying drawings in which <RTIgt;

1 is a three-dimensional schematic view of a front edge structure of an aircraft wing in accordance with a preferred embodiment of the present invention;

Figure 2 is a schematic enlarged cross-sectional view of the front edge structure of the aircraft wing of Figure 1; Figure 3 is a three-dimensional view of the metal panel of the front edge structure of the aircraft wing of Figure 1; Figure 4 is a honeycomb of the front edge structure of the aircraft wing of Figure 1. Three-dimensional schematic view of the sandwich layer; Figure 5 is a three-dimensional schematic view of the composite liner of the front edge structure of the aircraft wing of Figure 1.

Description of the reference numerals 1 metal panel 2 honeycomb sandwich

3 composite panel 31 recessed

The implementation and use of specific embodiments of the invention are described in detail below. However, the scope of the invention should be limited and not limited.

Referring to FIG. 1 and FIG. 2, and in conjunction with FIG. 3, FIG. 4 and FIG. 5, an aircraft wing front edge structure according to a preferred embodiment of the present invention comprises a metal panel 1, a honeycomb sandwich layer 2 and a composite liner 3 in three parts. These three parts are laid together in order from the outside to the inside and co-cured in an autoclave. Preferably, the honeycomb sandwich layer 2 is an overstretched honeycomb, and the thickness is controlled within a range of 8 to 30 mm, and the thickness is preferably controlled within a range of 10 to 15 mm. The composite inner liner 3 is preferably made of glass fiber or carbon fiber and may be provided in multiple layers. The thickness of the metal panel 1 is preferably 0.5 to 1.5 mm, preferably 1 mm.

As shown in FIG. 5, in the present embodiment, the composite liner 3 is preferably formed with a recess 31 on the side that is bonded to the honeycomb sandwich layer 2, and the recess 31 can be used to receive the honeycomb sandwich layer therein. 2, thereby allowing the three parts of the structure of the invention to be better laid together.

The present invention fully considers the nature of the bird collision problem, that is, how to convert the kinetic energy of the bird body into the plastic deformation energy of the structure. In the above embodiment, the honeycomb sandwich layer 2 can provide higher rigidity, which requires more energy when deformed; the high-strength composite lining 3 strengthens the impact-resistant external metal panel 1 to make the metal The panel is capable of producing a large area of plastic deformation when impacted rather than being impacted into a hole. Tests have shown that by changing the thickness of the honeycomb sandwich layer, the thickness of the metal panel, and the number of layups in the composite liner, the anti-bird strike performance of the front edge structure of the aircraft wing can be changed to accommodate different anti-bird strike requirements.

Several examples of the front edge structure of the aircraft wing in the present embodiment are given below.

Example 1

This example is for the flat tail front of a certain type of aircraft.

This example includes a metal panel, a honeycomb sandwich layer, and a composite liner. The metal panel is an aluminum alloy with a thickness of 1 mm.

The honeycomb sandwich layer is an overstretched paper honeycomb structure having a thickness of 10 mm.

The composite lining is made of fiberglass fabric and the number of layups is 4 layers.

The metal panels, honeycomb sandwich layers and composite liners are laid together in order from the outside to the inside and then placed in an autoclave to form a flat tail front. Example 2

This example is for the leading edge of a certain type of aircraft.

This example includes a metal panel, a honeycomb sandwich layer, and a composite liner.

The metal panel is an aluminum alloy with a thickness of 0.5 mm.

The honeycomb sandwich layer is an overstretched paper honeycomb having a thickness of 8 mm.

The composite lining is made of fiberglass fabric and the number of layups is 6 layers.

The metal panels, honeycomb sandwich layers, and composite liners are laid together in order from the outside to the inside and then placed in an autoclave to co-cure into the leading edge of the wing. Example 3

This example is for the leading edge of a certain type of aircraft.

The metal panel is made of aluminum alloy and has a thickness of 1.5mm.

The honeycomb sandwich layer is an overstretched paper honeycomb having a thickness of l5 mm.

The metal panels, honeycomb sandwich layers, and composite liners are laid together in order from the outside to the inside and then placed in an autoclave to co-cure into the leading edge of the wing. Example 4

This example is for the leading edge of a certain type of aircraft.

The metal panel is made of aluminum alloy and has a thickness of 1.2mm.

The honeycomb sandwich layer is an overstretched paper honeycomb having a thickness of 30 mm. The composite lining is made of fiberglass fabric and the number of layups is 4 layers.

The metal panels, honeycomb sandwich layers, and composite liners are laid together in order from the outside to the inside and then placed in an autoclave to co-cure into the leading edge of the wing. Example 5

This example is used for the leading edge of a certain type of aircraft.

The metal panel is an aluminum alloy with a thickness of 0.8 mm.

The honeycomb sandwich layer is an overstretched paper honeycomb having a thickness of 12 mm.

The composite lining is made of carbon fiber and the number of layers is 6 layers.

The metal panels, honeycomb sandwich layers and composite liners are laid together in order from the outside to the inside and then placed in an autoclave to co-cure into a leading edge.

Features, however, it will be understood that those skilled in the art can, in light of the inventive concept of the present invention, various changes and modifications in combination with the various features disclosed above and those not specifically shown herein, The scope of protection of the invention. The above description of the embodiments and examples is illustrative and not restrictive.

Claims

claims

1. An aircraft wing leading edge structure, characterized in that the aircraft wing leading edge structure includes three parts: a metal panel (1), a honeycomb sandwich layer (2) and a composite material lining (3). These three parts They are laid together in order from the outside to the inside and co-cured in an autoclave.

2. The aircraft wing leading edge structure according to claim 1, characterized in that the honeycomb sandwich layer (2) is an overstretched paper honeycomb.

3. The aircraft wing leading edge structure according to claim 2, characterized in that the thickness of the honeycomb sandwich layer (2) is 8~30mm.

4. The aircraft wing leading edge structure according to claim 3, characterized in that the thickness of the honeycomb sandwich layer (2) is 10~15mm.

5. The aircraft wing leading edge structure according to any one of claims 1 to 4, characterized in that the composite material lining is made of glass fiber or carbon fiber.

6. The aircraft wing leading edge structure according to claim 5, characterized in that the composite material lining is arranged in multiple layers.

7. The aircraft wing leading edge structure according to any one of claims 1 to 4, characterized in that the thickness of the metal panel (1) is 0.5~1.5mm.

8. The aircraft wing leading edge structure according to claim 7, characterized in that the thickness of the metal panel (1) is 1 mm.