Composite material rudder wing structure for aircraft and forming method of composite material rudder wing structure

Abstract

The invention relates to the technical field of aircrafts, in particular to a composite material rudder wing structure for an aircraft and a preparation method thereof.The composite material rudder wing structure comprises a main beam and sandwich foam layers located on the two sides of the main beam, the main beam and the sandwich foam layers are of a structure with the middle thick and the two ends thin, and the main beam and the sandwich foam layers are connected through an adhesive; the main beam comprises at least three high-modulus glass fiber pultrusion plates, multi-axial glass fiber prepreg is arranged between the adjacent high-modulus glass fiber pultrusion plates, and the main beam and the sandwich foam layer are coated with a glass fiber-epoxy composite material layer. The rudder wing structure has the advantage of being light in weight, and the weight of the rudder wing structure can be reduced by 35%-40% compared with that of an aluminum alloy rudder wing; the rudder wing is made of a glass fiber composite material and has good wave-transparent performance, the surface of the rudder wing is subjected to appearance treatment through fluorocarbon paint, and the requirements for corrosion resistance, aging resistance and wave-transparent related performance are improved.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a composite material rudder structure for aircraft and its preparation method. Background Technology

[0002] The tail section of a glide vehicle utilizes a composite material control fin structure to maintain stability and control its flight direction during flight. Control fins are a key component of aircraft control, and their actuation technology is crucial for achieving flight control. Control fins typically include a mounting section and a frontal section, used to stabilize the aircraft's flight status and ensure a correct target hit. In glide vehicles, control fins play a vital role, not only providing necessary control forces but also influencing the glide vehicle's lift and drag by adjusting the angle of attack, thereby achieving precise control over the glide vehicle's flight trajectory.

[0003] Currently, most commonly used rudders are made of aluminum alloy, which can cause some interference with the transmission of control signals at specific angles. Summary of the Invention

[0004] The purpose of this invention is to provide a composite material rudder structure for aircraft and its preparation method, in order to solve the above-mentioned technical problems.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: A composite material rudder structure for aircraft includes a main beam and sandwich foam layers located on both sides of the main beam. The main beam and the sandwich foam layers have a structure that is thicker in the middle and thinner at both ends. The main beam and the sandwich foam layers are connected by an adhesive. The main beam includes at least three layers of high-modulus glass fiber pultruded plates. Multiaxial glass fiber prepreg is disposed between adjacent high-modulus glass fiber pultruded plates. The main beam and the sandwich foam layers are covered with a glass fiber-epoxy composite material layer.

[0006] Furthermore, the surface of the rudder is coated with a fluorocarbon paint layer, the thickness of which is 0.02~0.04mm.

[0007] Furthermore, the thickness of the high-modulus glass fiber pultruded plate is 2~3mm.

[0008] Furthermore, the high-modulus fiberglass pultruded plate is made using a pre-tensioned fiber pultrusion molding process, which provides straightness to the main beam plate fibers, thereby maximizing the strength and modulus performance of the plate.

[0009] A method for fabricating a composite material rudder structure for aircraft, the method comprising the following steps: S1 uses high-modulus glass fiber pultruded sheet as the main beam material. After the upper and lower surfaces are polished and cleaned, multiple layers are arranged, and multi-axial glass fiber prepreg is laid between the layers. After stacking to a thickness exceeding the expected thickness, the main beam prefabrication is formed in a hot autoclave under high temperature and high pressure. The prefabricated main beam is then processed into a rudder wing embedded main beam. S2 mills PMI or PET foam into a specified shape according to the wing surface shape; S3 uses resin adhesive to bond and fix the pre-embedded main beam of the rudder to the foam on the bonding fixture, and then uses a glass fiber-epoxy composite material layer to cover its outer surface and place it in the molding mold. The S4 rudder is preheated in the molding die at 80±5℃ for 30 minutes and then put into a vacuum press. The die is pressurized at 0.3~0.6Mpa in a vacuum environment and treated at 135±5℃ for 1.5~2.5h. It is then cooled to room temperature in the furnace. After removing burrs and flash from the S5 rudder blank, the rudder stick is installed on it and the connection is secured with countersunk bolts. The S6 wing surface is treated with fluorocarbon paint to improve its corrosion resistance, aging resistance, and wave transmission performance.

[0010] Furthermore, in step S1, the prefabricated main beam is processed into the rudder wing embedded main beam using a five-axis machining center.

[0011] Furthermore, the pressure of the autoclave in step S1 is 0.4~0.6MPa, and the temperature is 150℃.

[0012] Furthermore, in step S1, the pultruded sheets are stacked in a staggered manner, and the fiberglass prepreg laid between the layers is a 90° oriented fiber prepreg.

[0013] Beneficial effects The rudder structure in this invention has the advantage of being lightweight, weighing 35% to 40% less than aluminum alloy rudders. The rudder is made of fiberglass composite material, which has excellent wave transmission performance. The rudder surface is treated with fluorocarbon paint to improve its corrosion resistance, aging resistance, and wave transmission performance.

[0014] The rudder surface in this invention has a load-bearing deformation capacity of 2000N and a deformation of ≤19mm. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the main structure of the rudder surface in this invention.

[0016] Figure 2 This is a schematic diagram of the cross-sectional structure of the rudder surface in this invention.

[0017] In the diagram: 1. Flanged rod, 2. Fiberglass-epoxy composite material layer, 3. Sandwich foam layer, 4. Main beam, 5. Countersunk bolt, 6. Fiberglass prepreg. Detailed Implementation

[0018] The present invention will now be described in further detail with reference to specific embodiments. The following embodiments will enable those skilled in the art to gain a more comprehensive understanding of the present invention, but these embodiments are not intended to limit the scope of protection of the present invention. The term "an embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that excludes other embodiments.

[0019] Please see Figure 1 and Figure 2 The composite material rudder structure for aircraft in this invention includes a main beam 4 and a sandwich foam layer 3 located on both sides of the main beam 4. The main beam 4 and the sandwich foam layer 3 have a structure that is thick in the middle and thin at both ends. The main beam 4 and the sandwich foam layer 3 are connected by an adhesive. The main beam 4 includes at least three layers of high modulus glass fiber pultruded plates. A multiaxial glass fiber prepreg 6 is provided between adjacent high modulus glass fiber pultruded plates. The main beam 4 and the sandwich foam layer 3 are covered with a glass fiber-epoxy composite material layer 2.

[0020] In a preferred embodiment, the rudder surface is coated with a layer of fluorocarbon paint. The fluorocarbon paint treatment improves the rudder surface's corrosion resistance, aging resistance, and wave transmission performance. The thickness of the fluorocarbon paint layer is 0.02~0.04mm, specifically 0.02mm, 0.03mm, and 0.04mm.

[0021] In a preferred embodiment, the thickness of the high-modulus glass fiber pultruded plate in this embodiment is 2~3mm, specifically 2mm, 2.5mm and 3mm.

[0022] As a preferred embodiment, the high-modulus fiberglass pultruded plate in this embodiment is made by pre-tensioned fiber pultrusion molding process, which provides the straightness of the fiber in the main beam 4 plate, thereby maximizing the strength and modulus performance of the plate.

[0023] The method for preparing the composite material rudder structure for aircraft in this embodiment includes the following steps: S1 uses high-modulus glass fiber pultruded sheet as the material for the main beam 4. After grinding and cleaning the upper and lower surfaces, it is arranged in multiple layers with multi-axial glass fiber prepreg 6 laid between the layers. The pultruded sheets are stacked in a staggered manner. The glass fiber prepreg 6 laid between the layers is 90° fiber prepreg. After stacking to a thickness exceeding the expected thickness, it is put into a hot autoclave for high-temperature and high-pressure molding of the main beam 4 prefabricated part. The pressure of the hot autoclave is 0.4~0.6MPa, specifically 0.4MPa, 0.5MPa and 0.6MPa, preferably 0.5MPa, and the temperature is 150℃. Then, the prefabricated main beam 4 is processed into a rudder wing embedded main beam 4 by a five-axis machining center. S2 mills PMI or PET foam into a specified shape according to the wing surface shape; S3 uses resin adhesive to bond the rudder wing embedded main beam 4 to the foam on the bonding fixture, and then uses a glass fiber-epoxy composite material layer 2 to cover its outer surface. It is then placed in a molding mold and the foam is milled as a whole. The machining allowance is controlled at +0.5mm. The main beam 4 and the foam layer are bonded and fixed with epoxy resin. The S4 rudder is preheated in the molding die at 80±5℃ (specifically 75℃, 80℃, and 85℃) for 30 minutes, then placed in a vacuum press. The die is then pressurized in a vacuum environment at 0.3~0.6 MPa (specifically 0.3 MPa, 0.4 MPa, 0.5 MPa, and 0.6 MPa) and treated at 135±5℃ (specifically 130℃, 135℃, and 140℃) for 1.5~2.5 hours, followed by furnace cooling to room temperature. Preferably, the die is preheated at 80℃ for 30 minutes, then placed in the vacuum press, pressurized at 0.5 MPa in a vacuum environment, treated at 135℃ for 2 hours, and then furnace cooled to room temperature. After removing burrs and flash from the S5 rudder blank, the rudder rod 1 is installed on it and fastened with countersunk bolts 5; in this embodiment, the rudder rod 1 is made of 05Cr. 17 Ni4Cu4Nb, milled and solution treated, is connected and fastened to the rudder and wing surfaces using countersunk bolts 5. Before installation, apply thread-locking adhesive (medium strength) to the countersunk bolts 5. The S6 wing surface is treated with fluorocarbon paint to improve its corrosion resistance, aging resistance, and wave transmission performance.

[0024] The rudder structure in this invention has the advantage of being lightweight, weighing 35% to 40% less than aluminum alloy rudders. The rudder is made of fiberglass composite material, which has excellent wave transmission performance. The rudder surface is treated with fluorocarbon paint to improve its corrosion resistance, aging resistance, and wave transmission performance.

[0025] The rudder surface in this invention has a load-bearing deformation capacity of 2000N and a deformation of ≤19mm.

[0026] Based on the embodiments of the present invention described above, those skilled in the art can make various changes and modifications without departing from the inventive concept. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention. The technical scope of this invention is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A composite material rudder structure for aircraft, characterized in that: The structure includes a main beam and sandwich foam layers on both sides of the main beam. The main beam and the sandwich foam layers have a structure that is thicker in the middle and thinner at both ends. The main beam and the sandwich foam layers are connected by an adhesive. The main beam includes at least three layers of high-modulus fiberglass pultruded plates. Multiaxial fiberglass prepreg is provided between adjacent high-modulus fiberglass pultruded plates. The main beam and the sandwich foam layers are covered with a layer of fiberglass-epoxy composite material.

2. The composite material rudder structure for aircraft according to claim 1, characterized in that: The surface of the rudder is coated with a layer of fluorocarbon paint, the thickness of which is 0.02~0.04mm.

3. The composite material rudder structure for aircraft according to claim 1, characterized in that: The thickness of the high-modulus fiberglass pultruded sheet is 2~3mm.

4. The composite material rudder structure for aircraft according to claim 1, characterized in that: The high-modulus fiberglass pultruded plate is made using a pre-tensioned fiber pultrusion molding process, which provides straightness to the main beam plate fibers, thereby maximizing the strength and modulus performance of the plate.

5. A method for preparing a composite material rudder structure for an aircraft as described in any one of claims 1-4, characterized in that: The preparation method includes the following steps: S1 uses high-modulus glass fiber pultruded sheet as the main beam material. After the upper and lower surfaces are polished and cleaned, multiple layers are arranged, and multi-axial glass fiber prepreg is laid between the layers. After stacking to a thickness exceeding the expected thickness, the main beam prefabrication is formed in a hot autoclave under high temperature and high pressure. The prefabricated main beam is then processed into a rudder wing embedded main beam. S2 mills PMI or PET foam into a specified shape according to the wing surface shape; S3 uses resin adhesive to bond and fix the pre-embedded main beam of the rudder to the foam on the bonding fixture, and then uses a glass fiber-epoxy composite material layer to cover its outer surface and place it in the molding mold. The S4 rudder is preheated in the molding die at 80±5℃ for 30 minutes and then put into a vacuum press. The die is pressurized at 0.3~0.6Mpa in a vacuum environment and treated at 135±5℃ for 1.5~2.5h. It is then cooled to room temperature in the furnace. After removing burrs and flash from the S5 rudder blank, the rudder stick is installed on it and the connection is secured with countersunk bolts. The S6 wing surface is treated with fluorocarbon paint to improve its corrosion resistance, aging resistance, and wave transmission performance.

6. The method for preparing a composite material rudder structure for aircraft according to claim 5, characterized in that: In step S1, the prefabricated main beam is processed into the rudder wing embedded main beam using a five-axis machining center.

7. The method for preparing a composite material rudder structure for aircraft according to claim 5, characterized in that: The pressure of the autoclave in step S1 is 0.4~0.6MPa, and the temperature is 150℃.

8. The method for preparing a composite material rudder structure for aircraft according to claim 5, characterized in that: In step S1, the pultruded sheets are stacked in a staggered manner, and the fiberglass prepreg laid between the layers is a 90° oriented fiber prepreg.

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