Lightning protection structure of composite wing

Abstract

The utility model discloses a composite material wing lightning protection structure which comprises a main conduction path, a wing tip protection net, a wing root protection net, a magnetometer protection net and a fuel tank protection mechanism, the wing tip protection net, the wing root protection net, the magnetometer protection net and the fuel tank protection mechanism are connected with the main conduction path, the main conduction path is located on the surface of a wing, and the wing root protection net is connected with an electrostatic discharge device. The fuel tank protection mechanism comprises a composite material adhesive film layer, an aluminum net layer, copper net layers and a carbon fiber one-way belt, the composite material adhesive film layer is connected with the main conduction path, the aluminum net layer is installed on a fuel tank filler cap, the copper net layers comprise the first copper net layer and the second copper net layer, the first copper net layer and the second copper net layer are connected with the aluminum net layer and the main conduction path respectively, and the carbon fiber one-way belt is installed on the fuel tank filler cap. The wing tip protection net, the wing root protection net and the main conduction path are all metal nets, the use of lightning protection metal nets is reduced, the weight of the fuselage is reduced, the cost is reduced, and a good lightning protection effect is achieved.

Description

Technical Field

[0001] The utility model belongs to the technical field of aircraft lightning protection structures, and in particular relates to a composite material wing lightning protection structure. Background Art

[0002] Aircraft often encounter lightning strikes between clouds and the ground or even within clouds during flight. After being struck by lightning, the structure and equipment of the aircraft may be damaged, and passengers and crew members will also face certain safety risks. Therefore, the aircraft must have sufficient lightning protection capabilities. In addition, for composite structures on aircraft, especially aircraft fuel tanks, due to their high resistance and low thermal conductivity, and the low operating temperature of the matrix material of polymer-based composite materials (generally not exceeding 80°C), polymer-based composite structures are extremely sensitive to high voltage, high current, large coulomb (continuous high current) and sparks caused by lightning strikes. Lightning strikes can easily cause damage to such structures, resulting in catastrophic consequences. In addition, during the service of the aircraft, a large amount of static electricity is easily generated inside the composite integral tank, especially during maneuvering flight, the fuel and the inner wall of the composite integral structure tank or other internal fuel system components are subjected to severe friction, collision, splashing, etc. During refueling and other use of the aircraft, the fuel in the wing tank is always in a vibrating state and the fuel itself will also be stirred. Since the composite material itself is a poor conductor of electricity, the static electricity leakage rate is slow. If the static electricity protection design of the composite structure is not appropriate, it is easy to cause a large amount of static electricity accumulation. When static electricity accumulates to a certain level and there are sensitive conditions in the fuel tank that may cause static electricity discharge (such as the tip of a fuel system component), the static electricity discharge may trigger a discharge spark, ignite the mixture of fuel vapor and air, and cause catastrophic accidents such as fuel tank explosion or fire.

[0003] Currently, lightning protection for all-composite wings is mostly achieved by laying metal mesh all over the surface of the composite material. This can indeed solve the lightning protection problem, but laying metal mesh all over the composite material will inevitably increase the weight and cost of the aircraft, which goes against the original intention of reducing the weight of composite aircraft. Utility Model Content

[0004] The purpose of the utility model is to solve the problems in the background technology and to provide a composite material wing lightning protection structure.

[0005] To achieve the above-mentioned purpose, the utility model proposes a composite material wing lightning protection structure, comprising:

[0006] The main conduction pathway is located on the wing surface;

[0007] The wing tip protection net is located at the wing tip overlap position, and the wing tip protection net is connected to the main conduction path;

[0008] The wing root protection net is located at the wing root near the oil collecting tank. The wing root protection net is connected to the main conduction path and the electrostatic releaser;

[0009] A magnetometer protection net is located on the wing surface relative to the magnetometer, and both ends of the magnetometer protection net are connected to the main conduction path;

[0010] A fuel tank protection mechanism, comprising a composite material film layer, an aluminum mesh layer, a copper mesh layer, and a carbon fiber unidirectional tape, wherein the composite material film layer is connected to a main conductive path, the aluminum mesh layer is installed on a fuel tank filler cap, the copper mesh layer comprises a first copper mesh layer and a second copper mesh layer, the first copper mesh layer and the second copper mesh layer are connected to the aluminum mesh layer and the main conductive path, respectively, and the first copper mesh layer and the second copper mesh layer are connected by a carbon fiber unidirectional tape;

[0011] The wing tip protection net, wing root protection net and main conduction path are all metal nets.

[0012] Preferably, the wing tip protection net, wing root protection net and main conduction path are all metal aluminum nets.

[0013] Preferably, the laying density of the wingtip protection net is 0.050 pounds per square inch to 0.070 pounds per square inch, and the laying width of the wingtip protection net is 3.5 inches to 4.5 inches.

[0014] Preferably, the laying density of the wing root protection net is 0.025 pounds per square inch to 0.030 pounds per square inch.

[0015] Preferably, the connection width of the main conduction path with the wing tip protection net, the wing root protection net, and the magnetometer protection net is not less than 0.2 inches.

[0016] Preferably, the laying density of the aluminum mesh layer is 0.050 pounds per square inch to 0.070 pounds per square inch, the aluminum mesh layer is in the shape of a ring, and the laying diameter of the aluminum mesh layer is 5.5 inches to 6.5 inches.

[0017] Preferably, the width of the composite film layer is 3 inches to 4 inches, and the left and right edges of the composite film layer are respectively 0.7 inches to 0.8 inches beyond the left and right edges of the copper mesh layer.

[0018] Preferably, the laying density of the first copper mesh layer and the second copper mesh layer is 0.025 pounds per square inch to 0.030 pounds per square inch.

[0019] Preferably, the connection width between the first copper mesh layer and the aluminum mesh layer, and the connection width between the second copper mesh layer and the main conductive path are not less than 0.2 inches.

[0020] Preferably, the width of the carbon fiber unidirectional tape is 0.7 inch to 0.8 inch, and the connection width between the carbon fiber unidirectional tape and the copper mesh layer is not less than 0.2 inch.

[0021] The beneficial effects of the utility model are as follows: the utility model can significantly reduce the use of lightning protection metal mesh, reduce the weight of the fuselage, reduce costs, and has good lightning protection and anti-static effects by laying overlapping main conduction paths, wingtip protection nets, wing root protection nets and fuel tank protection mechanisms on the wings.

[0022] The features and advantages of the present invention will be described in detail through embodiments in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a structural schematic diagram of an embodiment of the utility model.

[0024] Figure 2 It is a schematic diagram of a fuel tank protection mechanism according to an embodiment of the utility model.

[0025] Figure 3 It is a schematic diagram of the fuel tank protection mechanism and the main conduction path laying of an embodiment of the utility model.

[0026] Figure 4 It is an embodiment of the utility model Figure 1 A partial enlarged schematic diagram is shown in the figure.

[0027] In the figure: 1-main conduction path, 2-wingtip protection net, 3-wing root protection net, 4-magnetometer protection net, 5-fuel tank protection mechanism, 6-wing, 51-composite material film layer, 52-aluminum mesh layer, 53-copper mesh layer, 54-carbon fiber unidirectional tape, 531-first copper mesh layer, 532-second copper mesh layer. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical scheme and advantages of the embodiment of the present application clearer, the technical scheme in the embodiment of the present application will be clearly and completely described in conjunction with the drawings in the embodiment of the present application. Obviously, the described embodiment is a part of the embodiment of the present application, not all of the embodiments. The components of the embodiment of the present application described and shown in the drawings here can be arranged and designed in various different configurations. In the description of the present application, it should be noted that the orientation or position relationship indicated by the terms "inside", "outside", etc. is based on the orientation or position relationship shown in the drawings, or the orientation or position relationship usually placed when the application product is used, which is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0029] In the description of this application, it should also be noted that, unless otherwise clearly specified and limited, the terms "disposed" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0030] The utility model is described in detail below in conjunction with the accompanying drawings.

[0031] See also Figure 1 , Figure 2 , Figure 3 and Figure 4 , this embodiment provides a composite material wing lightning protection structure, including:

[0032] Two main conduction paths 1 are located on the upper surfaces of the front and rear ends of the wing 6;

[0033] The wing tip protection net 2 is located at the wing tip overlap position of the wing 6, and the wing tip protection net 2 is connected to the main conductive path 1;

[0034] The wing root protection net 3 is located at the wing root position close to the oil collecting tank, and the wing root protection net 3 is connected to the main conduction path 1 and the electrostatic releaser;

[0035] The magnetometer protection net 4 is located on the surface of the wing 6 with the built-in magnetometer, and both ends of the magnetometer protection net 4 are connected to the main conduction path 1;

[0036] The fuel tank protection mechanism 5 comprises a composite film layer 51, an aluminum mesh layer 52, a copper mesh layer 53, and a carbon fiber unidirectional tape 54 which are stacked up and down, the composite film layer 51 is connected to the main conductive path 1, the aluminum mesh layer 52 is installed on the fuel tank filler cap, the copper mesh layer 53 comprises a first copper mesh layer 531 and a second copper mesh layer 532, the first copper mesh layer 531 and the second copper mesh layer 532 are respectively connected to the aluminum mesh layer 52 and the main conductive path 1, and the first copper mesh layer 531 and the second copper mesh layer 532 are connected by a carbon fiber unidirectional tape 54;

[0037] The wingtip protection net 2, the wing root protection net 3, and the main conduction path 1 are all metal nets. The wingtip protection net 2 is used to conduct the lightning current from the wing tip to the main conduction path 1. The electrostatic releaser is used to release the static electricity generated during the flight of the aircraft. The main conduction path 1 can conduct 100KA lightning current.

[0038] As an implementation method of this embodiment, the wing tip protection net 2, the wing root protection net 3, and the main conductive path 1 are all metal aluminum meshes. Under the condition of meeting the conductivity requirements, the wing tip protection net 2, the wing root protection net 3, and the main conductive path 1 can also be made of copper or other metal materials.

[0039] As an implementation manner of this embodiment, the laying density of the wingtip protection net 2 is 0.55 pounds per square inch or 0.060 pounds per square inch or 0.070 pounds per square inch, and the laying width of the wingtip protection net 2 is 3.5 inches or 4 inches or 4.5 inches.

[0040] As an implementation of this embodiment, the laying density of the wing root protection net 3 is 0.025 pounds per square inch or 0.028 pounds per square inch.

[0041] As an implementation method of this embodiment, the connection width between the main conduction path 1 and the wing tip protection net 2, the connection width between the main conduction path 1 and the wing root protection net 3, and the connection width between the main conduction path 1 and the magnetometer protection net 4 are not less than 0.2 inches.

[0042] As an implementation of this embodiment, the laying density of the aluminum mesh layer 52 is 0.050 pounds per square inch or 0.060 pounds per square inch or 0.070 pounds per square inch, the aluminum mesh layer 52 is in a circular ring shape, and the laying diameter of the aluminum mesh layer 52 is 5.5 inches or 6 inches.

[0043] As an implementation of this embodiment, the width of the composite film layer 51 is 3 inches, 3.8 inches or 4 inches, and the left and right edges of the composite film layer 51 extend beyond the left and right edges of the copper mesh layer 53 by 0.7 inches, 0.75 inches or 0.8 inches respectively.

[0044] As an implementation of this embodiment, the laying density of the first copper mesh layer 531 and the second copper mesh layer 532 is 0.025 pounds per square inch, 0.029 pounds per square inch, or 0.030 pounds per square inch. The first copper mesh layer 531 and the second copper mesh layer 532 are both square in shape, and the side length of the first copper mesh layer 531 and the second copper mesh layer 532 is 2 inches. Under the condition of meeting the overlap requirements, the first copper mesh layer 531 and the second copper mesh layer 532 can also be rectangular or other shapes.

[0045] As an implementation of this embodiment, the connection width between the first copper mesh layer 531 and the aluminum mesh layer 52 and the connection width between the second copper mesh layer 532 and the main conductive path 1 are not less than 0.2 inches.

[0046] As an implementation of this embodiment, the width of the carbon fiber unidirectional tape is 0.7 inches, 0.75 inches, or 0.8 inches, and the connection width between the carbon fiber unidirectional tape 54 and the copper mesh layer 53 is not less than 0.2 inches.

[0047] Working process of this utility model:

[0048] During the operation of the composite wing lightning protection structure, when the wing tip of the wing 6 is struck by lightning, the wing tip protection net 2 can protect the wing tip of the wing 6 and the equipment inside the wing tip from being damaged by lightning, and the lightning current will be transmitted from the two main conduction paths 1 of the wing to the wing root protection net 3, and then finally reach the grounding point of the aircraft through the fuselage; when the root of the wing 6 is struck by lightning, the wing root protection net 3 can protect the wing root of the wing and the equipment inside the wing root from being damaged by lightning, and the lightning current will be transmitted from the wing root protection net 3 to the fuselage, and finally reach the grounding point of the aircraft; the fuel tank filler cap is prone to generate static electricity during flight, and the fuel tank filler cap and the main conduction path 1 are conductive through the carbon fiber unidirectional tape 54, the copper mesh layer 53 and the aluminum mesh layer 52, which can effectively conduct the static electricity generated during flight through the main conduction path 1 of the wing 6 and the wing root protection net 3 to the static discharger, thereby releasing the static electricity generated by the fuel tank cover during flight. The above-mentioned lightning protection measures ensure the safety of the all-composite wing.

[0049] The above embodiments are intended to illustrate the present invention, not to limit the present invention. Any solution that is a simple transformation of the present invention falls within the protection scope of the present invention.

Claims

1. A composite material wing lightning protection structure, characterized in that: include: The main conduction pathway is located on the wing surface; The wing tip protection net is located at the wing tip overlap position, and the wing tip protection net is connected to the main conduction path; The wing root protection net is located at the wing root near the oil collecting tank. The wing root protection net is connected to the main conduction path and the electrostatic releaser; A magnetometer protection net is located on the wing surface relative to the magnetometer, and both ends of the magnetometer protection net are connected to the main conduction path; A fuel tank protection mechanism, comprising a composite material film layer, an aluminum mesh layer, a copper mesh layer, and a carbon fiber unidirectional tape, wherein the composite material film layer is connected to a main conductive path, the aluminum mesh layer is installed on a fuel tank filler cap, the copper mesh layer comprises a first copper mesh layer and a second copper mesh layer, the first copper mesh layer and the second copper mesh layer are connected to the aluminum mesh layer and the main conductive path, respectively, and the first copper mesh layer and the second copper mesh layer are connected by a carbon fiber unidirectional tape; The wing tip protection net, wing root protection net and main conduction path are all metal nets.

2. The composite wing lightning protection structure according to claim 1, characterized in that: The wing tip protection net, wing root protection net and main conduction path are all metal aluminum nets.

3. The composite wing lightning protection structure according to claim 1 or 2, characterized in that: The laying density of the wing tip protection net is 0.050 pounds per square inch to 0.070 pounds per square inch, and the laying width of the wing tip protection net is 3.5 inches to 4.5 inches.

4. The composite wing lightning protection structure according to claim 1 or 2, characterized in that: The laying density of the wing root protection net is 0.025 pounds per square inch to 0.030 pounds per square inch.

5. The composite wing lightning protection structure according to claim 1, characterized in that: The connection width of the main conduction path with the wing tip protection net, the wing root protection net, and the magnetometer protection net is not less than 0.2 inches.

6. The composite wing lightning protection structure according to claim 1, characterized in that: The laying density of the aluminum mesh layer is 0.050 pounds per square inch to 0.070 pounds per square inch. The aluminum mesh layer is in a ring shape. The laying diameter of the aluminum mesh layer is 5.5 inches to 6.5 inches.

7. The composite wing lightning protection structure according to claim 1, characterized in that: The width of the composite material film layer is 3 inches to 4 inches, and the left and right edges of the composite material film layer are respectively 0.7 inches to 0.8 inches beyond the left and right edges of the copper mesh layer.

8. The composite wing lightning protection structure according to claim 1, characterized in that: The laying density of the first copper mesh layer and the second copper mesh layer is 0.025 pounds per square inch to 0.030 pounds per square inch.

9. The composite wing lightning protection structure according to claim 1 or 8, characterized in that: The connection width between the first copper mesh layer and the aluminum mesh layer and the connection width between the second copper mesh layer and the main conductive path are not less than 0.2 inches.

10. The composite wing lightning protection structure according to claim 1, characterized in that: The width of the carbon fiber unidirectional tape is 0.7 inch to 0.8 inch, and the connection width between the carbon fiber unidirectional tape and the copper mesh layer is not less than 0.2 inch.

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