Temperature control method for aircraft part production process

Abstract

The invention relates to a temperature control method for an aircraft part production process, belongs to the technical field of aircraft manufacturing, and solves the problem of non-uniform temperature in a large aircraft part production process in the prior art. The method comprises the following steps: S1, inputting types, shapes and sizes of aircraft parts; the composite materials are arranged on the corresponding molds; s2, whether a flow direction adjusting plate is installed or not is judged according to the types of the aircraft parts; s3, the temperature of the composite material is controlled to rise to 150-200 DEG C, and the temperature rise rate is 2-5 DEG C / min; s4, preserving heat for 1-2 hours; and S5, cooling is conducted, the cooling rate is 2 DEG C / min-5 DEG C / min, and cooling is conducted to the normal temperature. According to the invention, the structural composition of the production equipment and the state of the shunting port can be adjusted according to the type, shape and size of the aircraft part, so that the flowing direction of gas for exchanging heat with the composite material in the production process is changed, and the temperature uniformity of the aircraft part in the production process is ensured.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft manufacturing, and in particular to a temperature control method for an aircraft parts production process. Background Art

[0002] During the molding process of aircraft parts, temperature non-uniformity is mainly manifested in significant differences in material temperature at different locations of aircraft parts. This difference may be caused by many factors, such as the design and heating method of the heating system, the quality of the insulation system, the thermal conductivity and heat capacity of the material, the design of the structure of the production system, and the selection of process parameters.

[0003] Uneven temperature can cause different material temperatures at different locations on aircraft parts, thus affecting the curing effect and performance of the material. For example, too high a temperature may cause the material to burn or degrade in performance, while too low a temperature may result in incomplete curing of the material. Uneven temperature can also cause temperature gradients inside the part, so that the part cures asynchronously and residual stress and residual strain are generated inside the structure. This can cause internal defects and initial damage to the part, and in severe cases, affect the quality and service life of the part.

[0004] In order to solve the problem of uneven temperature, it may be necessary to add additional heating equipment or adjust process parameters, thereby increasing production costs and extending production cycles. Summary of the invention

[0005] In view of the above analysis, an embodiment of the present invention aims to provide a temperature control method for an aircraft parts production process, so as to solve the problem of uneven temperature in the production process of large aircraft parts in the prior art.

[0006] In one aspect, the present invention provides a temperature control method for an aircraft parts production process, comprising the following steps:

[0007] S1: Input the type, shape and size of aircraft parts; set the composite material on the corresponding mold;

[0008] S2: Determine whether to install a flow direction regulating plate based on the type of aircraft parts;

[0009] S3: Control the temperature of the composite material to rise to 150°C-200°C, with a heating rate of 2°C / min-5°C / min;

[0010] S4: Keep warm for 1-2 hours;

[0011] S5: Cooling, the cooling rate is 2℃ / min-5℃ / min, down to room temperature.

[0012] Furthermore, in steps S3-S5, the temperature value of the composite material is monitored in real time, and the temperature value is compared with a preset value, and the power of the heating element is adjusted according to the comparison result.

[0013] Further, in step S2, judging whether to install the flow direction regulating plate according to the type of aircraft parts specifically includes: if the type of the aircraft parts is fuselage, choosing to install the flow direction regulating plate.

[0014] Furthermore, in step S2, judging whether to install the flow direction regulating plate according to the type of aircraft parts further includes: if the type of the aircraft parts is a wing, choosing not to install the flow direction regulating plate.

[0015] Furthermore, step S2 also includes: determining the state of the diversion port according to the shape and size of the aircraft component.

[0016] Furthermore, in step S2, the diverter port facing the composite material forming the aircraft component is controlled to be in an open state, and the remaining diverter ports are controlled to be in a closed state.

[0017] Furthermore, step S3 specifically includes: S31: starting the air blowing device; S32: starting the heating element; S33: controlling the output temperature of the heating element to rise uniformly to 150°C-200°C.

[0018] Furthermore, step S3 also includes S34: real-time monitoring of the temperatures of multiple local areas of the aircraft component.

[0019] Furthermore, step S34 also includes: calculating the average temperature according to the temperatures of the multiple local areas, and then calculating the difference between the temperature of each local area and the average temperature; if the difference is greater than or equal to a preset threshold, opening the diversion port of the corresponding local area.

[0020] On the other hand, the present invention provides an aircraft parts production device for implementing the temperature control method of the aircraft parts production process described above.

[0021] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0022] (1) The temperature control method of the aircraft parts production process of the present invention can adjust the structural composition of the production equipment according to the type of aircraft parts, thereby changing the flow direction of the gas used for heat exchange with the composite material during the production process, thereby improving the heat exchange efficiency and ensuring the uniformity of the temperature of the aircraft parts during the production process regardless of the type of aircraft parts produced;

[0023] (2) The temperature control method of the aircraft parts production process of the present invention can control the state of the diversion port in the production equipment according to the shape and size of the aircraft parts, thereby adjusting the amount and flow rate of the fluid flowing to a specific local area of ​​the aircraft parts, further improving the temperature uniformity;

[0024] (3) The temperature control method of the aircraft parts production process of the present invention can judge the uniformity of the overall temperature based on the temperature of the local area of ​​the aircraft parts fed back in real time, and then heat the area where the temperature is too low in a targeted manner. At the same time, there is no need to add heating elements, thereby further improving the temperature uniformity.

[0025] In the present invention, the above-mentioned technical solutions can also be combined with each other to achieve more preferred combination solutions. Other features and advantages of the present invention will be described in the subsequent description, and some advantages can become obvious from the description, or can be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained through the contents particularly pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The drawings are only for the purpose of illustrating particular embodiments and are not to be considered limiting of the present invention. Like reference symbols denote like components throughout the drawings.

[0027] Figure 1 A flow chart of a temperature control method for an aircraft parts production process of the present invention;

[0028] Figure 2 This is a schematic diagram of the structure of the aircraft parts production equipment (without the pressure vessel shell);

[0029] Figure 3 for Figure 2 A schematic diagram of the local structure from a bird's-eye view;

[0030] Figure 4 for Figure 2 AA section view in the figure;

[0031] Figure 5 When the aircraft component is a wing, a schematic diagram of the location of the aircraft component in the aircraft component production equipment (partial enlarged view);

[0032] Figure 6 When the aircraft component is a fuselage, a schematic diagram of its location in the aircraft component production equipment (partial enlarged view);

[0033] Figure 7 It is a structural schematic diagram of the flow direction regulating plate;

[0034] Figure 8 Schematic diagram of the control of the diverter port according to the shape of the aircraft parts.

[0035] Reference numerals:

[0036] 11-first air blowing device; 12-second air blowing device; 2-heating element; 3-tail sealing device; 4-pressure vessel shell; 5-wind guide cover; 6-tank door; 7-diverter baffle; 8-diverter port; 9-flow direction regulating plate; 10-wing; 13-fuselage; 14-temperature sensor. DETAILED DESCRIPTION

[0037] The preferred embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0038] Example 1

[0039] This embodiment 1 provides a temperature control method for an aircraft parts production process, which is mainly used to control the temperature of a composite material during the process of producing aircraft parts using a resin-based composite material by hot pressing and curing, so as to make the temperature of each local area of ​​the entire aircraft part uniform.

[0040] like Figure 1 As shown, the method comprises the following steps:

[0041] S1: Input the type, shape and size of aircraft parts; set the composite material on the corresponding mold;

[0042] S2: Determine whether to install a flow direction regulating plate based on the type of aircraft parts;

[0043] S3: Control the temperature of the composite material to rise to 150°C-200°C, with a heating rate of 2°C / min-5°C / min;

[0044] S4: Keep warm for 1-2 hours;

[0045] S5: Cooling, the cooling rate is 2℃ / min-5℃ / min, down to room temperature.

[0046] Specifically, in step S1, the types of aircraft parts include fuselage, wing, etc., and the shapes may be cylindrical, elongated, etc. The geometric shape and size of the aircraft parts may be input into the control system to match the position number of the diversion port facing the aircraft parts.

[0047] In step S2, judging whether to install the flow direction regulating plate 9 according to the type of aircraft parts specifically includes: if the aircraft part type is fuselage, choosing to install the flow direction regulating plate 9. If the aircraft part type is wing, choosing not to install the flow direction regulating plate 9.

[0048] If the aircraft component type is cylindrical, such as the fuselage 13, its position is mainly near the wind guide cover 5, such as Figure 6 As shown, the flow velocity of the conventional air duct is high in the middle and low in the surrounding, which is not conducive to heating and heat preservation of aircraft parts. At this time, the flow direction regulating plate 9 is selected to disperse the fluid with uneven flow velocity, increase the fluid flow velocity around the air guide cover 5, and thus enhance the heat exchange capacity of aircraft parts.

[0049] If the aircraft component type is slender, such as the wing 10, since it is placed near the central axis of the inner air duct, the phenomenon of high flow velocity in the middle and low flow velocity around does not affect the heat exchange of the aircraft component, so there is no need to flow to the adjustment plate 9, which can be removed. At this time, the center flow velocity of the fluid entering the inner air duct from the outer air duct area is high, and after flowing through the wing of the aircraft component, it forms a diversion around the plate, and the flow velocity along the axial direction continues to decrease, resulting in a continuous decrease in heat exchange, making the temperature of the front end of the wing of the aircraft component high and the temperature of the rear end low; at the same time, the fluid entering the inner air duct from the multiple diversion ports 8 in the diversion air duct area flows to the middle and rear ends of the aircraft component, thereby enhancing the heat exchange in this area, thereby reducing the uneven phenomenon of the wing of the aircraft component.

[0050] Step S2 also includes: determining the state of the diverter port 8 according to the shape and size of the aircraft component. Specifically, the diverter port 8 facing the composite material forming the aircraft component is controlled to be in an open state, and the remaining diverter ports are controlled to be in a closed state.

[0051] See also Figure 8 , for example, if the aircraft component is a wing, Figure 8 In the middle red area, the diverter ports 8 in the red area are controlled to be opened, and the diverter ports 8 in the yellow area are controlled to be closed. Since the air volume entering the diverter air duct area is certain (determined only by the inlet size of the diverter air duct area and the output power of the air blower), closing some diverter ports 8 can increase the speed of the diverter ports 8 in the remaining areas, thereby increasing the wind speed blowing to the aircraft parts, increasing the convective heat transfer coefficient on the surface of the aircraft parts, thereby improving heat exchange and further reducing the temperature difference of the aircraft parts.

[0052] In steps S3-S5, the temperature value of the composite material is monitored in real time, and the temperature value is compared with a preset value, and the power of the heating element is adjusted according to the comparison result.

[0053] The data fed back by the temperature sensor 14 are monitored in real time and processed according to the control program.

[0054] Step S3 specifically includes: S31: starting the air blowing device; S32: starting the heating element; S33: controlling the output temperature of the heating element to rise at a uniform speed.

[0055] Temperature is one of the most critical parameters in the composite material curing process. Too high or too low a temperature will have an adverse effect on the curing effect. Too high a temperature may cause the resin adhesive to decompose, while too low a temperature may cause the resin adhesive to not fully cure. Too fast a heating rate can easily lead to an uneven temperature field in large parts, causing excessive temperature gradients inside the parts, thereby generating large internal stresses, causing deformation and warping of the parts. However, considering the economy and production costs, the heating rate cannot be too slow.

[0056] In some preferred embodiments, the temperature of the composite material is controlled to rise to 180° C., and the heating rate is 3° C. / min.

[0057] Step S3 also includes S34: real-time monitoring of the temperature of multiple local areas of aircraft parts. According to the temperatures of multiple local areas, the average temperature is calculated, and then the difference between the temperature of each local area and the average temperature is calculated; if the difference is greater than or equal to the preset threshold, the diversion port 8 of the corresponding local area is opened. If the difference is less than the preset threshold, it means that the temperature difference of the local area of ​​the product is within the allowable range and no adjustment is required.

[0058] Generally, the preset threshold is preferably ±5° C. If the diversion opening 8 of the corresponding local area is already opened, the diversion openings 8 of the surrounding area of ​​the area can be opened and / or the diversion openings 8 of other local areas with higher temperatures can be closed.

[0059] The temperature control method of the aircraft parts production process of the present invention can adjust the structural composition of the production equipment according to the type of aircraft parts, thereby changing the flow direction of the gas used for heat exchange with the composite material during the production process, thereby improving the heat exchange efficiency and ensuring the uniformity of the temperature of the aircraft parts during the production process regardless of the type of aircraft parts produced.

[0060] Example 2

[0061] Embodiment 2 of the present invention, as Figure 2-Figure 6 As shown, an aircraft parts production equipment is disclosed, which is used to implement the temperature control method in Example 1 of the present invention. The diameter of the aircraft parts production equipment is greater than 7m and the cylinder length is greater than 30m. It is mainly used to produce the fuselage and wings of large aircraft.

[0062] The aircraft parts production equipment includes a tank door 6, a pressure vessel shell 4, an air guide hood 5 arranged inside the pressure vessel shell 4, and a tail sealing device 3 arranged at the tail of the pressure vessel shell 4, and also includes a first blowing device 11, a second blowing device 12 and a heating element 2 arranged on the tail sealing device 3.

[0063] The composite material used to form aircraft parts enters the mold cavity inside the air guide cover 5 from the tank door 6 of the aircraft parts production equipment and is hot-pressed. Figure 4-Figure 5 shown.

[0064] An outer air duct is formed between the pressure vessel shell 4 and the air guide cover 5, and an inner air duct is formed inside the air guide cover 5. The fluid is extracted from the tail end of the air guide cover 5 by the first blowing device 11 and the second blowing device 12, and is sent to the outer air duct between the pressure vessel shell 4 and the air guide cover 5 after being heated by the heating element 2. The airflow moves toward the tank door 6 along the outer air duct, enters the inner air duct after being collected by the tank door 6, and moves toward the tail end of the air guide cover 5, completing the airflow circulation inside the entire aircraft parts production equipment, and then heating the composite material through heat exchange during the airflow circulation process.

[0065] The pressure vessel shell 4 is cylindrical and has a circular cross section. Figure 4 The air guide cover 5 includes arc surfaces at both sides and horizontal surfaces at the top and bottom.

[0066] A plurality of flow diversion ports 8 are provided in the horizontal planes at the top and bottom of the air guide cover 5, such as Figure 2-Figure 4 As shown. The diverter port 8 can connect the outer air duct and the inner air duct. That is, the airflow entering the area can enter the inner air duct through the diverter port 8. The diverter port 8 is provided with a control device, and the state of the diverter port 8 can be adjusted by the control device, thereby controlling the flow rate of the fluid flowing from the diverter port 8 to the inner air duct.

[0067] See also Figure 2-Figure 3 The diverter port 8 is only arranged in the rear half of the aircraft parts production equipment, that is, the area close to the tail.

[0068] In order to further increase the amount of airflow entering the diversion port 8, a diversion baffle 7 is provided between the air guide cover 5 and the pressure vessel shell 4, as shown in FIG1- Figure 4 As shown. The diverter baffle 7 includes two flat plates and one arc-shaped plate. The two flat plates extend along the central axis of the aircraft parts production equipment. Another arc-shaped plate is tangent to the two flat plates and is fixedly connected to the ends of the two flat plates. In the vertical direction, one end of the diverter baffle 7 is connected to the pressure vessel shell 4, and the other end is connected to the horizontal plane of the top or bottom of the air guide cover 5. The diverter baffle 7 encloses the area where the diverter port 8 is set. The diverter baffle 7 blocks the airflow entering the area, so that it cannot continue to move toward the tank door 6.

[0069] The area between the flow dividing baffle 7 and the pressure vessel shell 4 and the air guide cover 5 forms a flow dividing air duct area. Figure 4After the airflow is heated, a part of it enters the diversion port area and then enters the inner air duct through the diversion port 8, and the other part is gathered from the outer air duct area to the tank door 6 area, and after passing through the tank door 6, it is gathered 180 degrees and then enters the inner air duct through the inlet and moves toward the tail end.

[0070] With this arrangement, air is supplied to the middle and rear area inside the air guide cover 5 through the multiple diversion ports 8 in the two independent diversion air duct areas of the outer air duct, thereby improving the heat exchange of aircraft parts in this area, ensuring that heat can be evenly and efficiently transferred to every corner, and reducing the uneven temperature of aircraft parts.

[0071] In a preferred solution, temperature sensors 14 may also be provided in different areas of aircraft components, such as Figure 5 , Figure 6 During the curing process, the size of the diversion port 8 can be adjusted according to the temperature of the aircraft parts monitored by the temperature sensor 14, so that air supply and heat supplement measures can be carried out more accurately to solve the problem of uneven temperature of aircraft parts.

[0072] Furthermore, due to the sudden expansion jet formed at the outlet of the outer air duct, after passing through the tank door 6, it converges 180 degrees to flow toward the inlet of the inner air duct, resulting in a high flow velocity in the middle and a low flow velocity around. In order to solve this problem, a flow direction regulating plate 9 is set at the outlet of the outer air duct, such as Figure 2 , Figure 6 shown.

[0073] The structure of the flow direction regulating plate 9 is as follows: Figure 7 The diameter of the flow direction regulating plate 9 is equal to the inner diameter of the pressure vessel shell 4, and a plurality of flow balancing holes are distributed on the flow direction regulating plate 9, and the distribution of these flow balancing holes is dense at the periphery and sparse in the middle.

[0074] After passing through the flow direction regulating plate 9, the fluid with uneven flow velocity can be dispersed, so that the flow velocity of each area of ​​the inner air duct fluid is basically the same. By setting the flow direction regulating plate 9, the temperature unevenness of aircraft parts can be further reduced.

[0075] In order to improve the versatility of the equipment, the flow direction regulating plate 9 can be set to be detachable, installed when a uniform gas flow rate is required, and removed when a fast gas flow rate in the middle is required.

[0076] The present invention provides a temperature control method for an aircraft parts production process, which can effectively improve the curing effect of large aircraft parts by adjusting the air duct according to different types of aircraft parts.

[0077] For large wing components, the flow direction regulating plate 9 is removed and the state of the diverter port 8 is adjusted in real time according to the condition of the temperature sensor 14, thereby solving the problem of uneven temperature of aircraft parts.

[0078] For large fuselage components, a flow direction regulating plate 9 is added to close the diverter port or reduce the size of the diverter port 8 according to the condition of the temperature sensor 14, thereby improving the heat exchange efficiency of aircraft parts.

[0079] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A temperature control method for an aircraft parts production process, characterized in that: The steps include: S1: Input the type, shape and size of aircraft parts; set the composite material on the corresponding mold; S2: Determine whether to install a flow direction regulating plate based on the type of aircraft parts; S3: Control the temperature of the composite material to rise to 150°C-200°C, with a heating rate of 2°C / min-5°C / min; S4: Keep warm for 1-2 hours; S5: Cooling, the cooling rate is 2℃ / min-5℃ / min, down to room temperature.

2. The temperature control method for aircraft parts production process according to claim 1, characterized in that: In steps S3-S5, the temperature value of the composite material is monitored in real time, and the temperature value is compared with a preset value, and the power of the heating element is adjusted according to the comparison result.

3. The temperature control method for aircraft parts production process according to claim 2, characterized in that: In step S2, judging whether to install the flow direction regulating plate according to the type of aircraft parts specifically includes: if the type of the aircraft parts is fuselage, choosing to install the flow direction regulating plate.

4. The temperature control method for aircraft parts production process according to claim 2 or 3, characterized in that: In step S2, judging whether to install the flow direction regulating plate according to the type of aircraft parts further includes: if the type of the aircraft parts is a wing, choosing not to install the flow direction regulating plate.

5. The temperature control method for aircraft parts production process according to claim 1, characterized in that: Step S2 also includes: determining the state of the diversion port according to the shape and size of the aircraft component.

6. The temperature control method for aircraft parts production process according to claim 5, characterized in that: In step S2, the diverter opening facing the composite material forming the aircraft component is controlled to be in an open state, and the remaining diverter openings are controlled to be in a closed state.

7. The temperature control method for aircraft parts production process according to claim 6, characterized in that: Step S3 specifically includes: S31: starting the air blowing device; S32: starting the heating element; S33 controlling the output temperature of the heating element to rise uniformly to 150°C-200°C.

8. The temperature control method for aircraft parts production process according to claim 7, characterized in that: Step S3 also includes S34: real-time monitoring of the temperatures of multiple local areas of the aircraft component.

9. The temperature control method for aircraft parts production process according to claim 8, characterized in that: Step S34 also includes: calculating the average temperature according to the temperatures of the multiple local areas, and then calculating the difference between the temperature of each local area and the average temperature; if the difference is greater than or equal to a preset threshold, opening the diversion port of the corresponding local area.

10. An aircraft parts production equipment, characterized in that: A temperature control method for implementing the aircraft parts production process according to any one of claims 1 to 9.

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