A rudder for a supersonic aircraft and its manufacturing method

Abstract

This application provides a rudder for a supersonic aircraft and its manufacturing method, relating to the field of supersonic aircraft design. The rudder is integrally molded by co-curing and includes: a rudder body, the rudder body comprising: a support plate, the support plate being a carbon fiber composite material co-cured and having at least three internally hollow support tubes with a hexagonal cross-section; a support inner core, the support inner core being disposed within the internal hollow portion of the support tubes, the support inner core also having a hexagonal cross-section; a support outer layer, the support outer layer covering the surface of the support plate; and a heat-insulating layer; wherein the support inner core and the support outer layer are made of foam material. This application provides a rudder for a supersonic aircraft and its manufacturing method, with the rudder's overall structure integrally molded by co-curing and using a carbon fiber composite support plate, ensuring structural stability of the rudder while effectively reducing the overall weight of the rudder and facilitating mass production.

Description

Technical Field

[0001] This application relates to the field of aircraft design, and more particularly to a rudder for a supersonic aircraft and a method for manufacturing it. Background Technology

[0002] In the field of aircraft, aircraft flying at supersonic speeds are called supersonic aircraft. When a supersonic aircraft flies at speeds between Mach 4 and Mach 6, due to shock wave compression and viscous friction, high-temperature air continuously transfers heat to the supersonic aircraft's walls, causing a rapid increase in surface temperature, resulting in aerodynamic heating. Excessive temperature at these speeds can affect the normal operation of internal components and even cause surface material deformation and ablation. For the rudder of a supersonic aircraft, due to its sharp leading edge and generally thin thickness, it must withstand the severe aerodynamic heating environment of Mach 4 to Mach 6 airflow during flight, bearing enormous aerodynamic loads and mechanical loads from the control mechanisms. It must also maintain its shape and rigidity at extremely high temperatures. Therefore, ensuring the structural stability of the rudder and effectively providing thermal protection to guarantee its operation is crucial to the success of supersonic aircraft design.

[0003] Currently, the rudder surfaces of supersonic aircraft have independent designs for both structure and thermal protection. To ensure structural stability, they typically employ a metal support frame or plate structure and a passive thermal protection system. The rudder surfaces are made of aluminum alloy and coated with a thermal protection layer. While this overall structure is stable, it increases the overall weight of the supersonic aircraft, hindering its weight reduction. Furthermore, current rudder manufacturing usually involves individually machining multiple structural components and then assembling them using riveting or bolting. This complex manufacturing process hinders mass production and makes assembly accuracy susceptible to variations in the assembly method. Summary of the Invention

[0004] The purpose of this application is to address the above problems by providing a rudder for supersonic aircraft and a manufacturing method thereof. The overall structure of the rudder is integrally molded by co-curing and uses a carbon fiber composite material support plate, which ensures the stability of the rudder structure while effectively reducing the overall weight of the rudder and facilitating mass production.

[0005] In a first aspect, this application provides a rudder for a supersonic aircraft, the rudder being integrally molded by co-curing, comprising: The rudder body includes: a support plate, which is made of carbon fiber composite material through co-curing and has at least three hollow support tubes with a regular hexagonal cross-section. The center line passing through two points of the hexagonal support tube coincides with the plane of the support plate, and adjacent support tubes are spaced apart; a support inner core, which is disposed in the hollow part of the support tube, has a regular hexagonal cross-section, and its outer peripheral surface is in contact with the inner wall surface of the support tube; a support outer layer, which covers the surface of the support plate; and a heat-insulating layer, which covers the surface of the support outer layer; wherein the support inner core and the support outer layer are made of foam material.

[0006] According to the technical solutions provided in certain embodiments of this application, the support tube has a first end and a second end, the opening of the first end of the support tube is flush with the edge of the rudder tip, and the opening of the second end of the support tube is flush with the edge of the rudder root.

[0007] According to the technical solutions provided in certain embodiments of this application, the rudder further includes: a metal shaft, one end of which is inserted into the second end of one of the at least three support tubes and is fixedly connected to the second end, and the thickness of the support tube into which the metal shaft is inserted is greater than the thickness of the other support tubes, and the other end of the metal shaft is connected to the supersonic aircraft.

[0008] According to the technical solutions provided in some embodiments of this application, the rudder further includes: a leading edge, the cross-section of which is triangular, the leading edge and the rudder body are bonded together and then co-cured into one piece, the leading edge being made of a high-silica phenolic material.

[0009] According to the technical solutions provided in certain embodiments of this application, the rudder body further includes: a skin layer, the skin layer being disposed between the heat-insulating layer and the supporting outer layer, the skin layer being a carbon fiber composite material, and the thickness of the skin layer being between 2mm and 5mm.

[0010] According to the technical solutions provided in certain embodiments of this application, the heat protection layer includes a rudder root heat protection layer and a rudder body heat protection layer. The rudder root heat protection layer is applied to the rudder root of the rudder body, and the rudder body heat protection layer is applied to the outer surface of the rudder body excluding the rudder root. The rudder root heat protection layer is a high-silica phenolic material with a thickness between 2mm and 10mm, and the rudder body heat protection layer is a cork material with a thickness between 2mm and 10mm.

[0011] According to the technical solutions provided in certain embodiments of this application, the metal shaft is made of 7075-T6 aluminum alloy.

[0012] According to the technical solutions provided in certain embodiments of this application, the rudder body is provided with a mating groove on the side facing the leading edge, and a mating beam is provided on the surface of the leading edge facing the rudder body. The rudder body and the leading edge are bonded together with the mating beam through the mating groove and then cured into a single integral shape.

[0013] According to the technical solutions provided in some embodiments of this application, the thickness of the support plate is at least 1 mm.

[0014] Secondly, this application provides a method for manufacturing a rudder, the method being used to manufacture the rudder for a supersonic aircraft as described in any of the preceding claims, the method comprising the following steps: S1: pre-processing the rudder root heat shield layer, the rudder body heat shield layer, the metal shaft, and the leading edge; S2: covering the outer periphery of the supporting inner core with carbon fiber composite material; S3: combining the metal shaft, the rudder body heat shield layer, the skin layer, the carbon fiber composite material located below the supporting inner core, the supporting inner core covered with carbon fiber composite material, the carbon fiber composite material located above the supporting inner core, the supporting outer layer, and the leading edge... The edges are connected sequentially by adhesive bonding and placed on a mold. At a temperature of not less than 180°C, the initial product of the rudder is formed by co-curing and integral molding. The supporting inner core covered with carbon fiber composite material is formed into a supporting tube by co-curing and integral molding. The carbon fiber composite material below the supporting inner core, the supporting inner core covered with carbon fiber composite material, and the carbon fiber composite material above the supporting inner core are formed into a supporting plate with the supporting tube by co-curing and integral molding. S4: The initial product of the rudder is demolded, non-destructively tested, and post-processed to obtain the rudder.

[0015] Compared with existing technologies, the beneficial effects of this application are as follows: The rudder adopts co-curing integral molding, which facilitates overall manufacturing and enables mass production of the rudder. Simultaneously, the co-curing integral molding method ensures both processing precision and connection stability between various structures. The carbon fiber composite support plate provides overall support. The support plate has an internally hollow support tube, ensuring structural stability while reducing the overall weight of the rudder, achieving lightweighting. The support tube has a regular hexagonal cross-section. During co-curing integral molding, the pressure applied by the mold, supported by the inner core, can stably act on each surface of the hexagon. Each surface receives both the direct pressure and the pressure component applied by the mold, thus ensuring stable compression molding on each surface of the support tube with high molding precision. The rudder's overall structure is stabilized by using a supporting inner core and an outer supporting layer. It is equipped with a heat-insulating layer, which can effectively reduce the aerodynamic heat transfer efficiency between the rudder and the structure during the use of the rudder, i.e., during the high-speed flight of the supersonic aircraft, thus ensuring the operating temperature of the internal structure and preventing damage to the rudder due to excessive temperature.

[0016] It should be understood that the descriptions of technical features, technical solutions, beneficial effects, or similar language in this application do not imply that all features and advantages can be achieved in any single embodiment. Rather, it is understood that the description of a feature or beneficial effect means that a specific technical feature, technical solution, or beneficial effect is included in at least one embodiment. Therefore, the descriptions of technical features, technical solutions, or beneficial effects in this specification do not necessarily refer to the same embodiment. Furthermore, the technical features, technical solutions, and beneficial effects described in this embodiment can be combined in any suitable manner. Those skilled in the art will understand that embodiments can be implemented without one or more specific technical features, technical solutions, or beneficial effects of a particular embodiment. In other embodiments, additional technical features and beneficial effects may be identified in specific embodiments that do not embody all embodiments. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a three-dimensional structural diagram of a rudder provided in the first aspect embodiment of this application; Figure 2 This is a schematic diagram of the planar structure of a rudder provided in the first aspect embodiment of this application; Figure 3 A three-dimensional structural schematic diagram of a stepped cross-section of a rudder provided in the first aspect embodiment of this application; Figure 4 This is a three-dimensional structural schematic diagram of a stepped cross-section of a rudder provided in the first aspect embodiment of this application, where the heat-insulating layer and the skin layer are hidden. Figure 5 A three-dimensional structural diagram of the rudder support plate and metal shaft provided in the first aspect embodiment of this application; Figure 6 A schematic diagram of the planar structure of the rudder support plate and metal shaft provided in the first aspect embodiment of this application; Figure 7 for Figure 6 Cross-sectional view at point AA; Figure 8 A schematic diagram of the structure of a rudder with its rudder body and leading edge separated, as provided in the first aspect embodiment of this application; Figure 9 A flowchart illustrating a method for manufacturing a rudder according to a second aspect embodiment of this application; Figure 10 This is a schematic diagram of the structure of a rudder provided in the first aspect of this application, and it shows an example of the laying direction of carbon fiber composite material; Figure 11 A cross-sectional view of the rudder provided in the first aspect embodiment of this application shows a schematic diagram of three support tubes. Figure 12 This is a schematic diagram of a carbon fiber composite material used as an example of the rudder support plate 1 provided in the first aspect embodiment of this application.

[0019] The text labels in the image represent: 100. Rudder; 10. Rudder body; 1. Support plate; 11. Support tube; 111. First end; 112. Second end; 2. Support inner core; 3. Support outer layer; 4. Heat insulation layer; 41. Rudder root heat insulation layer; 42. Rudder body heat insulation layer; 5. Skin layer; 6. Mating groove; 20. Metal shaft; 30. Leading edge; 301. Matching beam; 210. Upper mold; 220. Lower mold. Detailed Implementation

[0020] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. The descriptions in this section are merely illustrative and explanatory, and should not be construed as limiting the scope of protection of this application. Specifically, the described embodiments are only some embodiments of this application, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort should fall within the scope of protection of this invention.

[0021] It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such process, method, product, or apparatus.

[0022] As mentioned in the background section, in the field of aircraft, aircraft flying at supersonic speeds are referred to as supersonic aircraft. When a supersonic aircraft flies at speeds between Mach 4 and Mach 6, due to shock wave compression, viscous friction, and other effects, high-temperature air continuously transfers heat to the supersonic aircraft's walls, causing a rapid increase in surface temperature, resulting in aerodynamic heating. Excessive temperature in supersonic aircraft can affect the normal operation of internal components and even lead to surface material deformation and ablation. For the rudder of a supersonic aircraft, due to its sharp leading edge and generally thin thickness, it must withstand the severe aerodynamic heating environment of Mach 4 to Mach 6 airflow during flight, bearing enormous aerodynamic loads and mechanical loads from the control mechanisms. It must also maintain its shape and rigidity at extremely high temperatures. Therefore, ensuring the structural stability of the rudder and effectively providing thermal protection to guarantee its operation is crucial to the success of supersonic aircraft design.

[0023] Currently, the rudder surfaces of supersonic aircraft have independent designs for both structure and thermal protection. To ensure structural stability, they typically employ a metal support frame or plate structure and a passive thermal protection system. The rudder surfaces are made of aluminum alloy and coated with a thermal protection layer. While this overall structure is stable, it increases the overall weight of the supersonic aircraft, hindering its weight reduction. Furthermore, current rudder manufacturing usually involves individually machining multiple structural components and then assembling them using riveting or bolting. This complex manufacturing process hinders mass production and makes assembly accuracy susceptible to variations in the assembly method.

[0024] To address the problems in the prior art, this embodiment provides a rudder 100 for a supersonic aircraft, which is described below in conjunction with the appendix to the specification. Figures 1-8 The rudder 100 of the first aspect of this application is described in detail.

[0025] Firstly, for the sake of convenience in the following description, such as Figure 1 As shown in the diagram, the portions shown in the front-to-back direction are the leading edge and trailing edge of the rudder 100, respectively, while the portions shown in the left-to-right direction are the rudder tip and rudder root of the rudder 100, respectively. The terms leading edge, trailing edge, rudder tip, and rudder root are commonly used by those skilled in the art to describe the rudder 100, and are familiar to them.

[0026] like Figure 1 and Figure 2 As shown, firstly, the rudder 100 in this application is integrally molded by co-curing. Those skilled in the art will understand that co-curing is a highly efficient integrated manufacturing technology in composite material molding. Its core is to simultaneously cure multiple components or structural layers in the same curing process to achieve integrated molding of materials and structures.

[0027] Its main features and key points include: Integrated molding: It eliminates the assembly steps of curing multiple components separately in traditional processes, reducing connection links and improving the integrity and mechanical properties of the overall structure. Process synergy: It requires precise control of curing parameters such as curing temperature, pressure, and time to ensure that different materials or structural layers achieve optimal curing results within the same curing cycle.

[0028] Co-curing processes are widely used in the aerospace field (such as co-curing of the combustion chamber shell and insulation layer of solid rocket engines, and composite material components for aircraft), which can reduce structural weight and improve production efficiency. For example, in the manufacturing of solid rocket engines, co-curing processes can be used to cure the propellant grains, insulation layer, and combustion chamber shell in one step, simplifying the process and enhancing the bonding strength between structures.

[0029] Therefore, by using the co-curing integral molding method, the overall manufacturing of the rudder 100 of this application is convenient, which facilitates the mass production of the rudder 100. At the same time, the co-curing integral molding method can ensure both the processing accuracy and the connection stability between the various structures.

[0030] Specifically, such as Figure 1 and Figure 2 As shown, the rudder 100 includes a rudder body 10, which is as follows: Figure 1 and Figure 2 The main structure of the rudder 100 shown. Among them, as... Figure 3 As shown, the rudder body 10 includes a support plate 1, a support inner core 2, a support outer layer 3, and a heat-insulating layer 4. Specifically, as... Figures 3-5 As shown, the support plate 1 is a carbon fiber composite material that has been co-cured and molded. The support plate 1 has at least three hollow support tubes 11, each with a hexagonal cross-section. The centerline passing through two points of the hexagonal support tube 11 coincides with the plane of the support plate 1. That is, after the carbon fiber composite material of the support plate 1 is co-cured and integrally molded, the plane containing its planar portion is as follows: Figure 5 As shown by the centerline L1, it coincides with the centerline of the regular hexagon of the support tube 11, and adjacent support tubes 11 are spaced apart. The structure of the support plate 1 can support and shape the overall structure of the rudder 100. Furthermore, the cross-section of the support tube 11 is a regular hexagon. During co-curing and integral molding, under the support of the inner support core 2, the pressure applied by the mold can act on each surface of the regular hexagon, and each surface can be subjected to the direct pressure and the component force of the pressure applied by the mold. Therefore, each surface of the support tube 11 can be stably pressed and shaped, resulting in high molding precision. Figure 5 As shown, the support plate 1 has at least three support tubes 11, which can effectively reduce the overall weight of the support plate 1, thereby effectively reducing the overall mass of the rudder body 10 while ensuring stable support for the structure of the rudder body 10.

[0031] In some embodiments of the present invention, the carbon fiber composite material used in the support plate 1 is an epoxy resin-based T700 grade carbon fiber reinforced composite material, which is suitable for conditions not exceeding 180°C.

[0032] In addition, the cross-section of the support tube 11 is a regular hexagon, and it adopts a honeycomb-like structure, which can effectively play a supporting role in terms of load-bearing structure and improve the overall support stability.

[0033] In some embodiments of the present invention, the number of support tubes 11 can be four, five or more, and can be designed and adjusted according to the actual size of the rudder 100 and the required load-bearing strength.

[0034] like Figure 5 As shown, when the first end 111 of the support tube 11 extends toward the second end 112, the cross-sectional size of the support tube 11 gradually increases, and the end face of the first end 111 is flush with the edge of the rudder tip, while the end face of the second end 112 is flush with the edge of the rudder root.

[0035] like Figure 3 and Figure 4 As shown, the inner support core 2 is disposed in the hollow part of the support tube 11. The cross-section of the inner support core 2 is a regular hexagon, and the outer peripheral surface of the inner support core 2 is in contact with the inner wall surface of the support tube 11. By filling the hollow area inside the support tube 11 with the inner support core 2, the regular hexagonal shape of the support tube 11 can be kept stable, and the inner support core 2 plays a supporting and shaping role on the wall surface of the support tube 11, further improving the load-bearing capacity of the support plate 1.

[0036] like Figure 3 and Figure 4 As shown, the outer support layer 3 covers the surface of the support plate 1. By filling the outer support layer 3, the protrusions and depressions formed by the support tube 11 of the support plate 1 can be filled, making the overall structural surface of the rudder body 10 smooth.

[0037] like Figure 3 As shown, the heat shield 4 covers the surface of the supporting outer layer 3. The heat shield 4 enables the rudder 100 to operate at high speeds, i.e., when the supersonic aircraft is flying at speeds between Mach 4 and Mach 6, as mentioned earlier. It can effectively reduce the aerodynamic heat transfer efficiency of the aircraft and the heat transfer efficiency of the structure, ensuring the operating temperature of the internal structure and preventing damage to the rudder 100 due to excessive temperature.

[0038] In some embodiments of this application, the support plate 1 is made of carbon fiber composite material, serving as the main load-bearing structure to ensure the stiffness and strength requirements of the structural matrix under load. The inner support core 2 and the outer support layer 3 are made of foam material, specifically PMI foam, which serves as an auxiliary filling structure, improving the molding process. It is also low-cost, easy to use, and facilitates the overall mass production of the rudder 100. PMI foam is suitable for temperatures not exceeding 180°C.

[0039] The rudder 100 for a supersonic aircraft according to the first aspect of this application has the following advantages: The rudder 100 is manufactured using co-curing integral molding, which facilitates overall manufacturing and mass production. The co-curing integral molding method ensures both processing accuracy and connection stability between various structures. The carbon fiber composite support plate 1 provides overall support. The support plate 1 has an internally hollow support tube 11 structure, which ensures structural stability while reducing the overall mass of the rudder 100. The support tube 11 has a regular hexagonal cross-section. During co-curing integral molding, under the support of the inner support core 2, the pressure applied by the mold can act on each surface of the regular hexagon, and each surface can be subjected to the direct pressure and pressure component applied by the mold. Therefore, each surface of the support tube 11 can be stably pressurized and molded, resulting in high molding accuracy and a high yield rate. The rudder 100 is stabilized by using a supporting inner core 2 and a supporting outer layer 3. It is equipped with a heat-insulating layer 4, which can effectively reduce the aerodynamic heat transfer efficiency of the rudder 100 during use, i.e., during the high-speed flight of the supersonic aircraft, and ensure the operating temperature of the internal structure, thus preventing damage to the rudder 100 due to excessive temperature.

[0040] In some embodiments of this application, the thickness of the support plate 1 is at least 1 mm. The specific thickness of the support plate 1 can be adjusted according to actual needs; correspondingly, the greater the thickness of the support plate 1, the greater the load it can withstand.

[0041] In some embodiments of this application, such as Figure 4 and Figure 5 As shown, the support tube 11 has a first end 111 and a second end 112. The opening of the first end 111 of the support tube 11 is flush with the edge of the rudder tip of the rudder 100, and the opening of the second end 112 of the support tube 11 is flush with the edge of the rudder root of the rudder 100. Therefore, the support tube 11 can be positioned either along the rudder root of the rudder body 10 towards the rudder tip, or it can extend laterally along the entire rudder body 10. The specific extension direction of the support tube 10 can be determined based on the overall lateral force distribution of the rudder 100, thereby providing stable lateral support to the rudder body 10.

[0042] like Figure 3As shown, the heat shield 4 includes a rudder root heat shield 41 and a rudder body heat shield 42. The rudder root heat shield 41 covers the rudder root of the rudder body 10, and the rudder body heat shield 42 covers the outer surface of the rudder body 10 excluding the rudder root. The rudder root heat shield 41 is a high-silica phenolic material with a thickness between 2mm and 10mm, and the rudder body heat shield 42 is a cork material with a thickness between 2mm and 10mm. Since the surface portion of the rudder body 10 experiences lower temperatures compared to the leading edge 30 and trailing edge during supersonic flight, cork can be used as the heat shield material on the surface of the rudder body 10. Both high-silica phenolic materials and cork are suitable for temperatures not exceeding 500℃.

[0043] It should be noted that, as those skilled in the art will understand, high-silica phenolic resin is a high-temperature resistant rigid material, and its heat protection relies on a combination of high-temperature resistance and structural insulation. The material itself contains a high silica content (high silicon dioxide content), exhibiting good high-temperature resistance and maintaining chemical and physical stability under high-temperature environments, directly resisting high-temperature erosion and not easily melting or decomposing. Furthermore, the dense and porous structure of high-silica phenolic resin forms a physical barrier, reducing heat transfer through heat conduction and radiation, achieving heat protection through its dual effects of high-temperature resistance and heat conduction blocking. Similarly, those skilled in the art will understand that cork's heat protection mechanism relies on air insulation and pore buffering. Cork contains many tiny and independent pores filled with air, which is a poor conductor of heat. This air effectively blocks heat conduction paths, reducing heat transfer through the material. Simultaneously, cork's porous structure provides a buffering effect on heat transfer, and although its own high-temperature resistance is not as high as high-silica phenolic resin, the air insulation within its pores effectively blocks heat in medium- and low-temperature environments.

[0044] like Figure 6 and Figure 7 As shown, the rudder 100 also includes a metal shaft 20. One end of the metal shaft 20 is inserted into the second end 112 of one of at least three support tubes 11 and is fixedly connected to the second end 112. The thickness of the support tube 11 into which the metal shaft 20 is inserted is greater than the thickness of the other support tubes 11. The other end of the metal shaft 20 is connected to the supersonic aircraft. The fixed connection between the metal shaft 20 and the support tube 11 ensures a stable connection. The other end of the support tube 11 is connected to the supersonic aircraft. The control mechanism rotates the rudder body 10 through the metal shaft 20, thereby adjusting the angle of the rudder 100. Therefore, the thickness of the support tube 11 connected to the metal shaft 20 needs to be increased to ensure its rigidity and prevent the support tube 11 connected to the metal shaft 20 from breaking or being damaged due to increased local stress caused by the rotation of the metal shaft 20. The metal shaft 20 has a pin hole at one end that connects to the supersonic aircraft, so that it can be connected to the supersonic aircraft via a pin.

[0045] In some embodiments of this application, the metal shaft 20 is made of 7075-T6 aluminum alloy. It has stable strength and provides a connection interface for the rudder 100, ensuring that the entire structure can withstand the local aerodynamic loads of the rudder 100, while also being able to operate stably at temperatures not exceeding 180°C.

[0046] In some embodiments of the present invention, the rudder 100 is provided with three support tubes 11, and one end of the metal shaft 20 is inserted into the middle support tube 11, thereby driving the rudder 100 to rotate. Optionally, the support tube 11 into which the metal shaft 20 is inserted can be adjusted according to the actual use, as long as the connection between the metal shaft 20 and the support tube 11 is stable.

[0047] like Figures 1-4 As shown, the rudder 100 also includes a leading edge 30. (As...) Figure 8 As shown, the leading edge 30 has a triangular cross-section. The leading edge 30 and the rudder body 10 are bonded together and then cured into a single unit. This ensures a tight fit between the leading edge 30 and the rudder body 10 after assembly, guaranteeing the structural stability of the rudder 100. The leading edge 30 is made of high-silica phenolic resin material. The triangular cross-section of the leading edge 30 helps reduce drag and facilitates quick assembly between the leading edge 30 and the rudder body 10. The high-silica phenolic resin material used in the leading edge 30 allows it to withstand high temperatures, specifically up to 500℃. As mentioned earlier, the high-silica phenolic resin material used in the leading edge 30 exhibits good high-temperature resistance, maintaining chemical and physical stability under high-temperature environments, directly resisting high-temperature corrosion, and not easily melting or decomposing. Furthermore, the dense and porous structure of the high-silica phenolic resin forms a physical barrier, reducing heat transfer through thermal conduction and radiation. It achieves heat protection through its dual function of high-temperature resistance and heat conduction barrier; that is, the leading edge 30 insulates heat from other internal materials of the rudder 100, preventing the internal structure of the rudder 100 from weakening due to temperatures exceeding 180 degrees Celsius.

[0048] like Figure 3 As shown, the rudder body 10 also includes a skin layer 5, which is disposed between the heat-insulating layer 4 and the supporting outer layer 3. The skin layer 5 is a carbon fiber composite material, specifically an epoxy resin-based T700 grade carbon fiber reinforced composite material. This allows the skin layer 5 to serve as the main load-bearing structure, ensuring the rigidity and strength requirements of the large surface area of ​​the rudder body 10 under aerodynamic loads. The thickness of the skin layer 5 is between 2mm and 5mm. The thickness can be adjusted according to the overall rigidity requirements; the greater the thickness, the stronger the load-bearing capacity of the skin layer 5. In addition, the skin layer 5 uses an epoxy resin-based T700 grade carbon fiber reinforced composite material, which is suitable for conditions not exceeding 180°C.

[0049] In some embodiments of the present invention, both the skin layer 5 and the support plate 1 are made of carbon fiber composite material, which can achieve overall weight reduction of the rudder 100, and can achieve an overall weight reduction of 20% compared to a rudder supported by a metal frame.

[0050] like Figure 8 As shown, the rudder body 10 has a mating groove 6 on the side facing the leading edge 30, and a mating beam 301 is provided on the surface of the leading edge 30 facing the rudder body 10. The rudder body 10 and the leading edge 30 are bonded together through the mating groove 6 and the mating beam 301 and then cured into a single unit. The connection and assembly of the two are convenient, and the stability is high after the unit is formed, which is convenient for mass production.

[0051] According to a second aspect of this application, a method for manufacturing a rudder 100 is provided. This method is used to manufacture the rudder 100 for a supersonic vehicle as described in the first aspect. In the hypersonic domain, specifically speeds between Mach 4 and Mach 6, as mentioned earlier, hypersonic missiles used for swarm strikes require, firstly, that the rudder 100 be cost-effective, have mature manufacturing processes, and be suitable for mass production. Secondly, a lightweight structure is required; therefore, designing the thermal protection and structural weight reduction of the rudder 100 is of great significance. However, current thermal protection coatings still suffer from problems such as cumbersome preparation processes and insufficient high-temperature adhesion. Therefore, the manufacturing method of this application is proposed.

[0052] The following is combined Figures 9-12 Describe in detail the manufacturing method of the rudder 100.

[0053] like Figure 9 As shown, the method includes the following steps: Step S1: The rudder root heat shield 41, the rudder body heat shield 42, the metal shaft 20 and the leading edge 30 are pre-processed; Step S2: Coat the outer periphery of the supporting inner core 2 with carbon fiber composite material; Step S3: The metal shaft 20, the rudder heat-insulating layer 42, the skin layer 5, the carbon fiber composite material located below the support core 2, the support core 2 covered with carbon fiber composite material, the carbon fiber composite material located above the support core 2, the support outer layer 3, and the leading edge 30 are connected sequentially by adhesive bonding and placed on a mold. At a temperature of not less than 180°C, the initial product of the rudder 100 is formed by co-curing and integral molding. Among them, the support core 2 covered with carbon fiber composite material forms the support tube 11 by co-curing and integral molding. The carbon fiber composite material located below the support core 2, the support core 2 covered with carbon fiber composite material, and the carbon fiber composite material located above the support core 2 form the support plate 1 with the support tube 11 by co-curing and integral molding. S4: Demolding, non-destructive testing and post-processing of the initial product of the rudder 100 are performed to obtain the rudder 100.

[0054] Specifically, both the support plate 1 and the skin layer 5 utilize carbon fiber composite materials. Before curing, the carbon fiber composite material is in a soft state similar to fabric, allowing it to be layered in a mold. After integral curing, it becomes a hardened state with load-bearing capacity. Following demolding, non-destructive testing, and post-processing, the rudder 100 is obtained. Post-processing includes machining and further non-destructive testing. In other words, the structural molding process of this invention employs a pre-molded heat-resistant structure followed by integral curing with the load-bearing and process structures. The entire structure is manufactured using an autoclave molding process, resulting in a high-strength product suitable for producing large load-bearing structural components compared to other processes. Multiple structures are bonded together using adhesive films with a temperature greater than or equal to 180°C, and the co-curing time is no less than 8 hours. This co-curing integral molding process enables mass production of the rudder 100 while achieving overall material lightweighting.

[0055] In some embodiments of the present invention, the co-curing integral molding process can be achieved by compression molding or by using an autoclave.

[0056] It should be noted that both the support plate 1 and the skin layer 5 in this application are made of carbon fiber composite material. The thickness of a single layer of carbon fiber composite material is generally 0.03mm-0.2mm. In this application, a carbon fiber composite material with a single layer thickness of 0.2mm is used.

[0057] In use, carbon fiber composites can achieve the required structural thickness and mechanical properties by stacking multiple layers of prepreg (combined according to the designed layup angles). Among them, the composite prepreg is a semi-finished material that is pre-impregnated with reinforcing fibers (such as carbon fiber, glass fiber, etc.) and matrix resin (such as epoxy resin, phenolic resin, etc.). The fibers are arranged in a specific direction, and the resin content and distribution are uniform, which facilitates subsequent layup and molding (such as autoclave process).

[0058] like Figure 12 As shown, single-layer carbon fiber composites have fiber orientation, and the tensile strength in the fiber orientation direction of the carbon fiber composite is higher than in other directions. Therefore, in order to ensure that the structure after co-curing and integral molding has stable tensile and torsional strength in multiple directions, multiple layers of carbon fiber composites with different fiber orientations are laid during the process of laying carbon fiber composites.

[0059] like Figure 10 As shown, a schematic diagram of the fiber orientation of carbon fiber composite material is illustrated on the rudder 100, where the 0° direction coincides with the rotation axis of the metal shaft 20, as shown. Figure 10 As shown in centerline L2. The positive 45°, positive 90°, and negative 45° angles are all schematic diagrams of the remaining laying along the fiber direction of the carbon fiber composite material.

[0060] like Figure 11 As shown, taking the carbon fiber composite material used in support plate 1 as an example, for ease of description, the three support tubes 11 are... Figure 11 The three sections shown, from left to right, are defined as support tubes 11a, 11b, and 11c. Support tube 11a is formed by curing five layers of carbon fiber composite material. The fiber orientations of the five layers are 0°, +45°, 0°, -45°, and 0°, respectively. This enhances the tensile strength of the cured support tube 11a in multiple directions. Similarly, support tube 11b is formed by curing fifteen layers of carbon fiber composite material. The fiber orientations of these fifteen layers are 0°, 0°, +45°, 0°, -45°, 0°, 0°, 90°, 0°, 0°, +45°, 0°, -45°, 0°, and 0°. Support tube 11c is formed by curing five layers of carbon fiber composite material. The fiber orientations of these five layers are 0°, +45°, 0°, -45°, and 0°.

[0061] The carbon fiber composite material located below the inner support core 2 is named 1b, and the carbon fiber composite material located above the inner support core 2 is named 1a. The carbon fiber composite material above the inner support core 2 is formed by laying and curing five layers, with fiber orientations of 0°, +45°, 90°, -45°, and 0°. The carbon fiber composite material below the inner support core 2 is also formed by laying and curing five layers, with fiber orientations of 0°, +45°, 90°, -45°, and 0°. As mentioned earlier, the 0° direction is parallel to the axis of the metal shaft 20, the 90° direction is perpendicular to the 0° direction, the +45° direction is the bisector of the angle between the 0° and 90° directions, and the -45° direction is perpendicular to the +45° direction.

[0062] like Figure 11 As shown, after the paving is completed, it is placed in the mold, and the rudder 100 is processed by the upper mold 210 and the lower mold 220, that is, co-cured and integrally formed.

[0063] In this embodiment, 200g of carbon fiber composite material is selected as the prepreg. The thickness of a single layer of carbon fiber composite material is 0.2mm, so the thickness of 11a is 1mm, the thickness of 11b is 3mm, the thickness of 11c is 1mm, so the thickness of 1a is 1mm, and the thickness of 1b is 1mm.

[0064] Accordingly, the skin layer 5 is formed by laminating multiple single-layer carbon fiber composite materials, and ten layers of carbon fiber composite materials are used. The fiber orientations of the ten carbon fiber composite materials are 0°, positive 45°, 0°, negative 45°, 90°, 90°, negative 45°, 0°, positive 45° and 0°, respectively. The thickness of the skin layer 5 is 2 mm.

[0065] According to the manufacturing method of the rudder 100 in the second aspect of this application, the rudder 100 is manufactured by co-curing in an autoclave, eliminating the need for multiple parts to be positioned against each other, resulting in good overall dimensional control. Furthermore, co-curing reduces assembly time and labor costs. After co-curing, the rudder 100 exhibits stable overall structural assembly, eliminating the risk of loosening or detachment of standard parts, thus improving reliability. Both the support plate 1 and the skin layer 5 are made of carbon fiber composite material, which has advantages in specific strength and specific stiffness, effectively reducing the overall weight of the rudder 100 while maintaining stable support. The rudder 100 adopts a design scheme that adapts to load and thickness, maximizing weight reduction space while meeting load-bearing requirements. The support tube 11 of the support plate 1 of the rudder 100 is an internally hollow tube with a regular hexagonal cross-section, which can apply the pressure of the mold to all composite structures, reducing process defects on the beam and improving the yield rate. The support plate 1 and the skin layer 5 are made of high-silica heat-insulating materials, which are more expensive than cork heat-insulating materials. Different layouts of heat-insulating materials are used in different thermal environment zones to reduce raw material costs.

[0066] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.

Claims

1. A rudder for a supersonic aircraft, characterized in that, The rudder (100) is integrally molded by co-curing, including: Rudder body (10), said rudder body (10) includes: Support plate (1), the support plate (1) is a carbon fiber composite material that has been co-cured and molded, and the support plate (1) has at least three hollow support tubes (11), the support tubes (11) have a first end (111) and a second end (112), the cross section of the support tubes (11) is a regular hexagon, the center line passing through the two points of the support tubes (11) with the regular hexagonal cross section coincides with the plane where the support plate (1) is located, and two adjacent support tubes (11) are spaced apart; A supporting inner core (2) is provided in the hollow part inside the supporting tube (11). The cross-section of the supporting inner core (2) is a regular hexagon, and the outer peripheral surface of the supporting inner core (2) is in contact with the inner wall surface of the supporting tube (11). Supporting outer layer (3), the supporting outer layer (3) covers the surface of the supporting plate (1); A heat-insulating layer (4) is applied to the surface of the supporting outer layer (3); A metal shaft (20) is inserted at one end into the second end (112) of at least three of the support tubes (11) and is fixedly connected to the second end (112). The thickness of the support tube (11) into which the metal shaft (20) is inserted is greater than the thickness of the other support tubes (11). The other end of the metal shaft (20) is connected to the supersonic aircraft. The inner support core (2) and the outer support layer (3) are made of foam material; During the co-curing integral molding process, under the support of the inner core (2), the pressure applied by the mold can act on each surface of the regular hexagon, and each surface can be subjected to the direct pressure and the component force of the pressure applied by the mold. Thus, each surface of the support tube (11) can be stably pressed and formed. By using the filling of the inner core (2) and the outer layer (3), the surface of the rudder (10) is smooth and the overall structure is stable.

2. The rudder according to claim 1, characterized in that The opening of the first end (111) of the support tube (11) is flush with the edge of the rudder tip of the rudder (100), and the opening of the second end (112) of the support tube (11) is flush with the edge of the rudder root of the rudder (100).

3. The rudder of claim 1, wherein The rudder (100) also includes: The leading edge (30) has a triangular cross-section. The leading edge (30) and the rudder body (10) are bonded together and then cured into a single unit. The leading edge (30) is made of high silica-oxygen phenolic material.

4. The rudder of claim 1, wherein The rudder (10) also includes: Skin layer (5), the skin layer (5) is disposed between the heat insulation layer (4) and the supporting outer layer (3), the skin layer (5) is a carbon fiber composite material, and the thickness of the skin layer (5) is between 2mm and 5mm.

5. The rudder according to claim 4, characterized in that The heat protection layer (4) includes a rudder root heat protection layer (41) and a rudder body heat protection layer (42). The rudder root heat protection layer (41) is covered at the rudder root of the rudder body (10), and the rudder body heat protection layer (42) is covered on the outer surface of the rudder body (10) except at the rudder root. The rudder root heat protection layer (41) is a high-silica phenolic material with a thickness between 2mm and 10mm, and the rudder body heat protection layer (42) is a cork material with a thickness between 2mm and 10mm.

6. The rudder of claim 1, wherein The metal shaft (20) is made of 7075-T6 aluminum alloy.

7. The rudder of claim 3, wherein The rudder body (10) has a mating groove (6) on the side facing the leading edge (30), and the surface of the leading edge (30) facing the rudder body (10) has a mating beam (301). The rudder body (10) and the leading edge (30) are bonded together with the mating beam (301) through the mating groove (6) and are then cured into a single unit.

8. The rudder of claim 1, wherein, The thickness of the support plate (1) is at least 1 mm.

9. A method of manufacturing a rudder, characterized by The method is used to manufacture the rudder (100) for a supersonic aircraft according to any one of claims 1-8, and the method includes the following steps: S1: The rudder root heat shield (41), rudder body heat shield (42), metal shaft (20) and leading edge (30) are pre-processed; S2: Carbon fiber composite material is coated on the outer periphery of the supporting inner core (2); S3: The metal shaft (20), the rudder heat-insulating layer (42), the skin layer (5), the carbon fiber composite material located below the supporting inner core (2), the supporting inner core (2) covered with carbon fiber composite material, the carbon fiber composite material located above the supporting inner core (2), the supporting outer layer (3) and the leading edge (30) are connected in sequence by adhesive bonding and placed on a mold. At a temperature of not less than 180°C, the rudder (100) is formed by co-curing integral molding. The supporting inner core (2) covered with carbon fiber composite material forms a supporting tube (11) by co-curing integral molding. The carbon fiber composite material located below the supporting inner core (2), the supporting inner core (2) covered with carbon fiber composite material and the carbon fiber composite material located above the supporting inner core (2) form the supporting plate (1) with the supporting tube (11) by co-curing integral molding. S4: Demolding, non-destructive testing and post-processing of the initial product of the rudder (100) to obtain the rudder (100).

Images