A composite material structure for an aircraft and an aircraft

Abstract

The utility model relates to a kind of composite material structure and aircraft for aviation, belong to aerospace technology field, solve the problem that traditional deicing system deicing mode influences aerodynamic performance and aircraft safety.The utility model includes base layer and functional layer;Functional layer includes first functional layer, and first functional layer is set to the outside of base layer;First functional layer is deicing layer, and deicing layer is provided with heating assembly, and heating assembly includes hot knife and heating strip at least one side of hot knife.The utility model can realize the multiple functions of composite material structure, and can efficiently deicing, improve aircraft safety.

Description

Technical Field

[0001] This utility model relates to the field of aerospace technology, and in particular to a composite material structure and aircraft for aviation. Background Technology

[0002] Compared to traditional metal structures, composite materials have significant advantages such as light weight and relatively low cost, and have been widely used in various aircraft models and enterprise production.

[0003] However, the carbon fiber or glass fiber prepreg composites commonly used in aircraft structures cannot meet the requirements of various operating conditions. Due to the random changes in the external environment of aircraft, the influence of flight altitude and weather conditions, and the restrictions imposed by urban noise control, the functional requirements for aircraft structures are becoming increasingly stringent. Ordinary composite material structures can no longer meet the multi-purpose and mission requirements of aircraft structures. Aircraft composite structures are required to simultaneously possess functions such as bird strike protection, de-icing, and noise reduction to further enhance aircraft safety. Anti-icing function can effectively prevent icing on the surface of wings or tail fins, which can lead to a decrease in aerodynamic performance and thus ensure flight safety. However, in traditional de-icing systems, after the ice accumulates and separates from the wing, the melted water droplets overflow behind the heating zone and re-iced, affecting aerodynamic performance. Utility Model Content

[0004] Based on the above analysis, the present invention aims to provide a composite material structure and aircraft for aviation, in order to solve the problem that traditional de-icing systems affect aerodynamic performance and aircraft safety.

[0005] The objective of this utility model is mainly achieved through the following technical solutions:

[0006] One aspect of this utility model is to provide a composite material structure for aerospace applications, comprising a base layer and a functional layer;

[0007] The functional layer includes a first functional layer, which is disposed outside the base layer;

[0008] The first functional layer is a de-icing layer, which is provided with a heating component, which includes a hot knife and a heating strip disposed on at least one side of the hot knife.

[0009] Furthermore, there are multiple heating strips, which are disposed on the upper and lower surfaces of the wing, and the distribution density of the heating strips on the lower surface is greater than that on the upper surface.

[0010] Furthermore, the functional layer also includes a second functional layer, which is an insulating layer, and is disposed above and below the first functional layer; the second functional layer is used to electrically insulate the heating component of the first functional layer.

[0011] Furthermore, the second functional layer includes an external insulating layer disposed outside the first functional layer; the external insulating layer is provided with a temperature sensor, which is used to provide real-time feedback of the temperature of the second functional layer to the external power distribution module.

[0012] Furthermore, the functional layer also includes a third functional layer; the third functional layer is an anti-collision layer, and the third functional layer is disposed on the outermost layer of the composite material structure.

[0013] Furthermore, the functional layer also includes a fourth functional layer, which is a noise reduction layer, and the noise reduction layer is disposed in the inner layer of the base layer.

[0014] Furthermore, the base layer includes a fiber layer and a foam layer disposed between the fiber layers.

[0015] Another aspect of this invention provides an aircraft that uses the aforementioned aerospace composite material structure.

[0016] Furthermore, the hot blade is positioned at the leading edge of the wing and the leading edge of the engine air intake to cut and heat the ice buildup on the wing and the engine air intake.

[0017] Furthermore, the fourth functional layer of the functional layer is disposed at the leading edge of the engine intake duct to remove noise generated by the intake airflow of the intake duct.

[0018] Compared with the prior art, the present invention can achieve at least one of the following beneficial effects:

[0019] (1) This utility model sets up a functional layer on the basis of the basic layer. The functional layer includes a first functional layer, which is a de-icing layer. Compared with the traditional de-icing system, after the ice is separated from the wing, the melted water droplets overflow to the rear of the heating area and refreeze, affecting aerodynamic performance. The de-icing layer of this utility model is equipped with a hot knife to "cut" the ice on the wing from the leading edge. On the basis of the hot knife cutting the ice layer, the heating strip further heats the areas on both sides of the hot knife, so that the melted water has evaporated or the heated area continues to melt before it reaches the rear of the hot knife. This ensures that the ice layer is completely separated and forms a continuous heating barrier with the hot knife, preventing the liquid water from flowing backward and refreezing, eliminating the risk of overflowing ice. By controlling the heating intensity on both sides, a temperature field conducive to the ice layer falling off is formed, improving de-icing efficiency, improving aircraft safety, and reducing total energy consumption.

[0020] (2) Considering that when ice forms, the lower wing surface is affected by the ice overflow and the ice area is larger than that of the upper wing surface, the number of heating strips on the lower wing surface in this utility model is greater than that on the upper wing surface, so as to achieve the de-icing effect more efficiently.

[0021] (3) In this utility model, the second functional layer serves as an insulating layer, which is formed using glass fiber prepreg. This effectively blocks heat transfer downwards, reduces heat loss, improves energy utilization efficiency, and avoids the conductive effects of the de-icing layer. The outer insulating layer integrates a temperature sensor to achieve temperature control and safety protection during the de-icing process.

[0022] (4) The third functional layer in this utility model is a collision protection layer, which is set on the outermost side of the composite material structure, significantly improving the aircraft's resistance to bird strikes and foreign object impacts during takeoff, landing and low-altitude flight, and extending the structural life. The fourth functional layer is a noise reduction layer, which effectively removes the noise generated by the engine intake airflow.

[0023] (5) The base layer includes a fiber layer and a foam layer. The fiber layer combines high strength, stability, impact resistance, and lightweight properties, optimizing the overall mechanical properties. When the outer layer of the composite material is affected by rainwater erosion, cracks and pores may appear, allowing water or water vapor to seep further into the interior. The thermal stress of the de-icing layer can also cause deformation of adjacent structures. The foam layer plays a role in stabilizing adjacent structures and preventing local material deformation.

[0024] (6) This utility model is provided with a functional layer and a base layer. The functional layers work together to significantly improve the safety and reliability of the aircraft under complex weather conditions while ensuring structural integrity. The base layer is made of carbon fiber composite material, which has high strength, high modulus and low density characteristics, providing stable support for the functional layers. Through multi-layer functional integration design, multiple performance optimizations such as de-icing, electrical insulation, impact resistance and noise reduction are achieved, thereby improving the operational safety of the aircraft.

[0025] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages will become apparent from the description or be learned by practicing this invention. The objectives and other advantages of this invention can be realized and obtained from the details specifically pointed out in the text and accompanying drawings. Attached Figure Description

[0026] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0027] Figure 1 This is a schematic diagram of the aerospace composite material structure of Example 1;

[0028] Figure 2 This is a schematic diagram of the structure of the second base layer in Example 1;

[0029] Figure 3This is a schematic diagram of the hot blades and heating strips on the upper and lower leading edge surfaces of the wing in Example 1.

[0030] Figure label:

[0031] 1-First base layer; 11-Outer base layer; 12-Inner base layer; 2-Second base layer; 3-First functional layer; 31-Hot knife; 32-Heating strip; 4-Second functional layer; 41-Inner insulation layer; 42-Outer insulation layer; 5-Third functional layer; 6-Fourth functional layer. Detailed Implementation

[0032] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which 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 intended to limit the scope of the present invention.

[0033] Example 1

[0034] A specific embodiment of this utility model is as follows: Figure 1 As shown, a composite material structure for aerospace applications is disclosed, comprising a base layer and a functional layer.

[0035] The functional layer includes a first functional layer 3, which is located outside the base layer.

[0036] The first functional layer 3 is a de-icing layer, which is equipped with a heating component, including a hot knife 31 and a heating strip 32 disposed on at least one side of the hot knife 31.

[0037] The base layer includes a first base layer 1, which is a fiber layer.

[0038] For example, in order to balance the mass and strength of the aircraft, the fiber in this embodiment is carbon fiber, which is formed by carbon fiber lamination and stacking.

[0039] The first base layer 1 includes an inner base layer 12 and an outer base layer 11. Preferably, the thickness of a single layer of carbon fiber in the outer base layer 11 is 0.2 mm, the total thickness is 0.2-0.6 mm, and the carbon fiber layup is at +45°, -45°, 0°, and 90°; the thickness of a single layer of carbon fiber in the inner base layer 12 is approximately 0.2 mm, and the total thickness of the carbon fiber structure layer of the entire inner base layer 12 is approximately 1 mm.

[0040] The base layer also includes a second base layer 2, which is a foam layer. For example, as shown... Figure 2As shown, the foam layer is a rigid foam sandwich material, which is one or more of PET foam, PMI foam, and PVC foam. Preferably, the foam is polymethacrylamide (PMI) foam, which is lightweight, has high hardness, stable chemical properties, high heat distortion temperature, and excellent chemical properties. It is compatible with a variety of resin systems, is isotropic, has high specific strength, is easy to process, and is convenient to cut.

[0041] The foam layer serves only as structural support. When the outer layer of the composite material is eroded by rainwater, cracks and pores may appear, allowing water or moisture to seep further inward. Simultaneously, the thermal stress of the de-icing layer can also cause deformation of adjacent structures. The foam layer stabilizes the adjacent structural panels and prevents localized material deformation. To better support adjacent structures, the foam layer is relatively thick, approximately 5-8 cm. The foam layer is a lightweight, inexpensive, and readily available supporting material, working in conjunction with the outer aluminum alloy to prevent deformation of the wing or engine air intake caused by bird strikes, dust impacts, etc.

[0042] The functional layer includes a first functional layer 3, which is located outside the base layer. Specifically, the first functional layer 3 is located outside the outer base layer 11.

[0043] The first functional layer 3 is a de-icing layer, which uses heating components to electrically heat and de-ic structural parts such as wings or engine air intakes. For example, the heating components include a hot blade 31, a metal heating strip 32, or a heating mesh.

[0044] To reduce the energy consumption of the heating components, the de-icing layer is placed as the third layer from the outside in, to better conduct heat and improve heat transfer efficiency. In traditional de-icing systems, after the ice separates from the wing, thermal inertia causes the temperature of the heating zone to remain above the freezing point. Melted water droplets overflow behind the heating zone and refreeze, increasing in size after multiple cycles, affecting aerodynamic performance and even limiting flight time. In this embodiment, a hot knife 31 is installed on the wing centerline of the wing leading edge structure to "cut" the wing ice into upper and lower parts from the leading edge. This prevents the ice layer from melting at the bottom but still connecting at the top, which would be stuck to the wing leading edge and unable to detach. The hot knife 31 cuts the ice layer into small pieces, making it easier for airflow to blow it away, and also has a continuous heating function.

[0045] like Figure 3As shown, multiple heating strips 32 are provided, located on the upper and lower surfaces of the wing, for targeted area heating. Based on the hot blade 31 cutting the ice layer, the heating strips 32 further heat the areas on both sides of the cutting line, expanding the heating range. This ensures that the melted water evaporates or continues to melt in the heated area before reaching the area behind the hot blade, guaranteeing complete separation of the ice layer and forming a continuous heating barrier with the hot blade. This prevents liquid water from flowing backward and refreezing, eliminating the risk of overflowing ice. By controlling the heating intensity on both sides, a temperature field conducive to ice shedding is created, improving de-icing efficiency, enhancing aircraft safety, and reducing overall energy consumption.

[0046] Multiple heating strips 32 are provided. In this embodiment, the heating power of the area where the hot knife 31 is located is 1.5~2W / cm. 2 The heating strips in other areas have a power of approximately 1 W / cm². 2 Considering that the lower wing surface is affected by the ice overflow during ice formation, and the icing area is larger than that of the upper wing surface, the density of the heating strips 32 on the lower wing surface is greater than that on the upper wing surface. This ensures uniform heating of the wing leading edge and avoids local overheating or underheating, thereby achieving a more efficient de-icing effect.

[0047] The heating strip 32 and the hot knife 31 are equipped with a power distribution module for supplying power.

[0048] The functional layer also includes a second functional layer 4, which is an insulating layer. The second functional layer 4 is disposed above and below the first functional layer 3, and can avoid the conductive influence of the de-icing layer when the de-icing layer is heated.

[0049] Preferably, since glass fiber has insulating properties, the second functional layer 4 in this embodiment is formed from glass fiber prepreg.

[0050] The insulation layer includes an inner insulation layer 42 and an outer insulation layer 41. The outer insulation layer 41 is disposed on the outer layer of the de-icing layer, and the inner insulation layer 42 is disposed on the inner layer of the de-icing layer.

[0051] Furthermore, a temperature sensor is provided on the outer insulation layer 41. The temperature sensor is used to provide real-time feedback on the temperature of the second functional layer 4 to the power distribution module of the hot knife 31 and the heating strip 32. When an abnormal temperature is detected, the power distribution unit can cut off the power supply in time to prevent further heating.

[0052] Furthermore, the functional layer also includes a third functional layer 5. The third functional layer 5 is an impact protection layer, which is set on the outermost layer of the composite material structure.

[0053] For example, the third functional layer 5 is made of aluminum alloy. Aluminum alloy has a compact structure, strong corrosion resistance, and good mechanical properties and anodic reaction. Aluminum alloy has the advantages of light weight and stable performance. It is bonded to the outermost layer of the composite structure of the wing or engine air intake to avoid structural deformation, dents, cracks, corrosion and other problems that may be caused by rainwater erosion, sand and dust particle impacts and bird strikes.

[0054] Furthermore, the functional layer also includes a fourth functional layer 6, which is a noise reduction layer.

[0055] The noise reduction layer is applied only to the leading edge of the engine intake duct. Due to engine start-up, rotor vibration, and intake airflow, the engine intake duct also generates some noise during intake operation. Exemplarily, the noise reduction layer in this embodiment uses a sound-absorbing liner. The sound-absorbing liner is a porous sound-absorbing material, generally honeycomb-shaped, which can effectively remove noise generated by the intake airflow.

[0056] This embodiment includes a functional layer and a base layer. The functional layers include a first functional layer 3, a second functional layer 4, a third functional layer 5, and a fourth functional layer 6. The first functional layer 3 is a de-icing layer, integrating a hot knife 31 and a heating strip 32 to achieve efficient directional de-icing. The second functional layer 4 is an insulation layer, molded from glass fiber prepreg to ensure electrothermal safety. The third functional layer 5 is an impact-resistant layer, made of lightweight, high-strength aluminum alloy to enhance the impact resistance of the outer surface. The fourth functional layer 6 is a noise reduction layer, located only at the leading edge of the engine air intake, using a honeycomb sound-absorbing liner to reduce airflow noise. The functional layers work synergistically to significantly improve the safety and reliability of the aircraft under complex weather conditions while ensuring structural integrity. The base layer uses carbon fiber composite material, which has high strength, high modulus, and low density characteristics, providing stable support for the functional layers.

[0057] This embodiment relates to structural components such as wing leading edges, engine air intake leading edges, tail leading edges, radomes, and antenna radomes. When used for structural components such as radomes and antenna radomes, in order to improve the wave transmission and filtering properties of the shell, the third functional layer 5 can be removed, and the second base layer 2 can be replaced with a non-rigid foam sandwich material. For example, aramid paper honeycomb sandwich material can be used instead of rigid foam sandwich material.

[0058] Example 2

[0059] This embodiment discloses an aircraft that uses the aviation composite material structure described in Embodiment 1.

[0060] The hot blades are positioned at the leading edge of the wing and the leading edge of the engine air intake to cut and heat up the ice buildup on the wing and the engine air intake.

[0061] Furthermore, the fourth functional layer is located at the leading edge of the engine intake manifold to remove noise generated by the intake airflow.

[0062] Compared with the prior art, the advantages of the aircraft in this embodiment are the same as those of the aviation composite material in Embodiment 1, and will not be repeated here.

[0063] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the protection scope of the present utility model.

Claims

1. A composite material structure for aerospace applications, characterized in that, Includes a base layer and a functional layer; The functional layer includes a first functional layer (3), which is disposed on the outer layer of the base layer; The first functional layer (3) is a de-icing layer, which is provided with a heating component, which includes a hot knife (31) and a heating strip (32) disposed on at least one side of the hot knife (31).

2. The aerospace composite material structure according to claim 1, characterized in that, The heating strips are provided in multiple ways; the multiple heating strips (32) are provided on the upper and lower surfaces of the wing, and the distribution density of the heating strips (32) on the lower surface is greater than the distribution density of the heating strips (32) on the upper surface.

3. The aerospace composite material structure according to claim 1, characterized in that, The functional layer further includes a second functional layer (4), which is an insulating layer. The second functional layer (4) is disposed on the upper and lower parts of the first functional layer (3). The second functional layer (4) is used to electrically insulate the heating component of the first functional layer (3).

4. The aerospace composite material structure according to claim 3, characterized in that, The second functional layer (4) includes an external insulating layer (42) disposed outside the first functional layer (3); the external insulating layer (42) is provided with a temperature sensor, which is used to provide real-time feedback of the temperature of the second functional layer (4) to the external power distribution module.

5. The aerospace composite material structure according to claim 1, characterized in that, The functional layer also includes a third functional layer (5); the third functional layer (5) is an anti-collision layer.

6. The aerospace composite material structure according to claim 1, characterized in that, The functional layer also includes a fourth functional layer (6), which is a noise reduction layer and is disposed in the inner layer of the base layer.

7. The aerospace composite material structure according to claim 1, characterized in that, The base layer includes a fiber layer and a foam layer disposed between the fiber layers.

8. An aircraft, characterized in that, Use the aerospace composite material structure according to any one of claims 1-7.

9. The aircraft according to claim 8, characterized in that, The hot blade is positioned at the leading edge of the wing and the leading edge of the engine air intake to cut and heat up the ice buildup on the wing and the engine air intake.

10. The aircraft according to claim 8, characterized in that, The fourth functional layer of the functional layer is disposed at the leading edge of the engine intake duct and is used to remove noise generated by the intake airflow of the intake duct.

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