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CN111716767B - 一种飞机发动机短舱进气道的高温模压成型工艺 - Google Patents

一种飞机发动机短舱进气道的高温模压成型工艺 Download PDF

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CN111716767B
CN111716767B CN202010391789.3A CN202010391789A CN111716767B CN 111716767 B CN111716767 B CN 111716767B CN 202010391789 A CN202010391789 A CN 202010391789A CN 111716767 B CN111716767 B CN 111716767B
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compression molding
aircraft engine
air inlet
engine nacelle
nacelle
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CN111716767A (zh
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蔡俊
李志歆
邱运朋
王新媛
郭晓晨
牛旭超
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Shenyang North Aircraft Maintenance Co ltd
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China Southern Airlines Co Ltd
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Abstract

本发明公开了一种飞机发动机短舱进气道的高温模压成型工艺，含以下步骤：(1)确定受损伤发动机短舱进气道损伤类型；(2)对于胶接区域老化损伤，采用发泡式填充剂进行填充封存保护；(3)对于含陈旧修理大面积脱胶损伤，其维修方式包括：3.1剥离进气道内损伤的金属丝网，去除有孔蒙皮表面和消音孔中的旧粘接剂；3.2真空除杂；3.3除湿；3.4更换金属丝网，采用模具对进气道中的粘结剂等进行高温模压成型，该工艺采用加热毯除湿，采用与飞机发动机短舱进气道外表面相适配的模具进行压力定型，并采用多块加热毯拼接加热以及辅助保温装置进行高温模压成型，适用于各种常见短舱部件修理，成本低，省时、省力，修复成果更加美观。

Description

一种飞机发动机短舱进气道的高温模压成型工艺
技术领域
本发明属于飞机维修技术领域，具体涉及一种飞机发动机短舱进气道的高温模压成型工艺。
背景技术
短舱高温模压成型工艺是复材维修产业的核心技术，尤以进气道消音网一体成型工艺最为典型，工艺门槛极高、风险点极多、施工损伤概率极大。
部分进气道部件服役时长超过20年，结构胶连接区域存在一定的环境损伤和机体蠕变，无法承受整体封闭式高温模压，易造成整体粘接失效。并且，对于长服役年限的进气道部件，旧有的简单修理(糊状胶灌封修理)会使蜂窝芯层内部封闭有大量积水，操作手册内的除湿手法效果有限，无法根除，而在高真空度的压力环境下，液态水80度即可暴沸(模压成型操作温度超170度)，易造成蜂窝的气源性冲击性破坏和碳纤维蒙皮的贯穿性损伤。
进气道结构复杂，由金属结构骨架、碳纤维结构蒙皮、铝制蜂窝芯、不锈钢金属丝网、碳纤维编织孔网等多种材质有机组合而成，具有不规则曲面外形，温度难以在其中均匀分布传导，且修理区域较为宽广开阔，单块加热毯无法覆盖，只可拼接加热，但会导致拼接边缘热力衰退。
现有工艺中所涉及模具为均压模具，目的是维持其表面轮廓的气动外形，但成型效果不理想。模具过厚容易在成型表面形成密封气流闭室，外界压力无法有效传导，模具过薄，会使其丧失均压作用，无法重现其表面轮廓，影响成型表面的光洁性和气动性。此外，模具为纤维树脂增强材料，伴随着高温模压次数的累积，会出现明显的局部硬化现象，同样会形成密封气流闭室，造成外界压力无法有效传导。
因此，急需针对发动机短舱尤其是发动机短舱进气道的成型工艺进行研究。
发明内容
本发明的目的在于提供一种飞机发动机短舱进气道的高温模压成型工艺，该工艺采用加热毯除湿，采用与飞机发动机短舱进气道外表面相适配的模具进行压力定型，并采用多块加热毯拼接加热以及辅助保温装置进行高温模压成型，适用于各种常见短舱部件修理，成本低，且修复工作更加省时、省力，修复成果更加美观。
本发明的上述目的可以通过以下技术方案来实现：一种飞机发动机短舱进气道的高温模压成型工艺，包括以下步骤：
(1)确定受损伤发动机短舱进气道损伤类型，包括胶接区域老化损伤和含陈旧修理大面积脱胶损伤；
(2)对于胶接区域老化损伤，采用发泡式填充剂进行填充封存保护；
(3)对于含陈旧修理大面积脱胶损伤，其维修方式包括：
3.1剥离进气道内损伤的金属丝网，去除碳纤维孔格网表面和消音孔中的旧粘接剂；
3.1.1对于无陈旧修理部分，将碳纤维孔格网表面轻微打磨至可粘接状态；
3.1.2对于旧粘接剂部分，破除旧有简单修理的胶层；
3.2真空吸除所有杂物，清洁修理区域；
3.3除湿；
3.4更换金属丝网
3.4.1向碳纤维孔格网上喷涂粘接剂，干燥后使用分离膜覆盖喷涂区域，预固化处理后拆下分离膜；
3.4.2在碳纤维孔格网前边缘区域施加支撑胶膜带，对步骤(3.1)中剥离的金属丝网进行更换，在金属丝网对接区域施加支撑胶膜带和玻璃纤维预浸料搭接带；
3.4.3选取树脂和铺层结构，置于全新发动机短舱进气道外表面，采用真空袋进行前置模压操作制成模具，然后采用模具对步骤(3.4.2)中的损伤发动机短舱进气道外表面的金属丝网表面进行压力定型，锁定模压型面；
3.4.4在步骤(3.4.3)发动机短舱进气道外表面采用多块加热毯拼接加热，并利用辅助保温装置进行温度补充，调节好温度进行高温固化修理，进而完成飞机发动机短舱进气道的高温模压成型。
在上述飞机发动机短舱进气道的高温模压成型工艺中：
优选的，步骤(1)中所述发动机短舱进气道为V2500型飞机发动机短舱进气道。
优选的，步骤(2)中所述发泡式填充剂为环氧树脂，其型号为EA9396，厂家是LOCTITE。
步骤(2)中采用低密度填塞隔绝保护，充分评估论证老化区域，用易扩充、易清除、热隔绝性良好的发泡式填充剂进行填充封存保护，可以使其免受外界热量和压力的侵袭。
优选的，步骤(3.1.1)中采用打磨器将有孔蒙皮表面打磨至可粘接状态，其中打磨器为150号打磨片，为常规打磨器。
优选的，步骤(3.1.2)中采用地毯式搜索的方式，利用点压式工具逐一破除旧有简单修理的胶层，打开可能积水的蜂窝舱，不留蜂窝闭室；优选的，所述点压式工具的直径小于消音孔孔径或有孔蒙皮上孔的孔径。该点压式工具为常规工具，其顶端可以为类似针状，可以去除有孔蒙皮或消音孔中的胶体即可。
优选的，步骤(3.2)真空吸除所有杂物，包括钻孔产生的粘接剂粉尘、蜂窝芯层积水等。
优选的，步骤(3.3)中除湿后对金属丝网去除区域进行目视和敲击检查，确认露出的下层结构无损伤或脱胶，其中除湿采用加热毯真空除湿，真空除湿时真空度为-22～26英寸汞柱，除湿结果利用热红外探测加以检验，在探测的显示设备上部件区域色彩均匀一致即可。
优选的，步骤(3.4.1)中粘结剂为3M结构胶EC-3984，干燥后形成的干膜厚度为0.002～0.003英寸，干燥时温度为室温，干燥时间为60～90分钟。
优选的，步骤(3.4.1)中所述分离膜为聚乙烯薄膜，预固化处理时温度为140～160华氏度(60～71摄氏度)，时间为50～70分钟。
其中分离膜可以保护粘结剂，防止粘结剂污染，还可以防止粘结剂流动，便于粘结剂成型。
优选的，步骤(3.4.2)中所述支撑胶膜带为3M公司的AF3109-2K胶带，所述玻璃纤维预浸料搭接带为M20/39％/120，厂家包括并不限于Hexcel Composites Ltd。
优选的，步骤(3.4.2)中更换金属丝网时，从中间开始向外操作，并去除更换金属丝网上的所有褶皱，确保无褶皱存在。
优选的，步骤(3.4.3)中所述树脂为模具胶树脂，型号包括并不限于PT2848AB，厂家为PTM&W INDUSTRIES INC，所述铺层结构为玻璃纤维；压力定型时真空度至少15英寸汞柱，渗漏检查验证在5分钟内真空度下降不大于5英寸-汞柱。
优选的，所述模具胶树脂具有合适的柔度，玻璃纤维作为铺层结构具有适中的强度，二者均可以适应进气道外表面不同的曲面外形，是非常好的模具材料。
优选的，步骤(3.4.4)中所述辅助保温装置包括保温棉、保温毡和保温灯中的一种或几种。
与现有技术相比，本发明具有以下优点：
(1)本发明应用模压成型风险的有效识别和精确化解手段，可以针对水浸潮湿、环境损伤、蠕变老化等区域进行针对性地识别和保护，有效规避施工风险，为老化部件精准延寿。
(2)本发明明确了模块化模具的制作方法和使用要求，对模具刚度进行有效地控制以满足表面气动外形的要求。
(3)本发明中全面细致的温度控制方法，可在多种材质交错的不规则外形部件表面，进行温度的整体性调节和局部性调节，可在超广的固化表面进行精细化的温度补偿，以实现整体均温。
(4)本发明采用模压分离技术，可以实现压力成型前置，高温固化后移的分离式操作，简化了操作流程，节约了辅助物料，大幅缩短了工程周期。
附图说明
图1是实施例1中飞机发动机短舱进气道的示意图；
图2是实施例1中飞机发动机短舱进气道中各层结构图；
图3是实施例1中飞机发动机短舱进气道A-A向高温模压成型过程示意图；
图4是实施例1中飞机发动机短舱进气道B-B向高温模压成型过程示意图；
其中：
1为蜂窝芯，2为碳纤维，3为碳纤维蒙皮，4为碳纤维孔格网，5为旧金属丝网，6为新更换金属丝网，7为玻璃纤维预浸料，8为玻璃纤维，9为模具，10为加热毯，11为保温棉，11为保温肋，12为真空袋，13为真空气源，14为真空表；15为保温梁。
具体实施方式
实施例1
以下列举具体实施例对本发明进行说明：
本实施例提供的飞机发动机短舱进气道的高温模压成型工艺，包括以下步骤：
(1)确定发动机短舱进气道损伤类型，包括胶接区域老化损伤和含陈旧修理大面积脱胶损伤。
飞机发动机短舱进气道为V2500型飞机发动机短舱进气道，V2500型飞机发动机短舱进气道的结构示意图如图1所示，从内向外依次包括蜂窝芯1，碳纤维2、碳纤维蒙皮3和碳纤维孔格网4，在碳纤维孔格网4还设有待更换的金属丝网。
(2)对于胶接区域老化损伤，采用低密度填塞隔绝保护，充分评估论证老化区域，用易扩充、易清除、热隔绝性良好的发泡式填充剂进行填充封存保护，使其免受外界热量和压力的侵袭。
发泡式填充剂是型号为EA9396的环氧树脂，厂家是LOCTITE，使用时添加硅石粉以达到所需的粘度。
(3)对于含陈旧修理大面积脱胶损伤，其维修方式包括：
3.1剥离进气道内损伤的金属丝网(旧金属丝网5)，去除有孔蒙皮表面和消音孔中的旧粘接剂。
3.1.1无陈旧修理部分用打磨器将碳纤维孔格网4表面打磨至可粘接状态。
打磨器装配有150号打磨片。
3.1.2旧粘接剂部分采用地毯式搜索的方式，利用点压式特制工具逐一破除旧有简单修理的胶层，打开可能积水的蜂窝舱，不留蜂窝闭室。
点压式特制工具直径以小于消音孔孔径为准，该点压式工具为常规工具，其顶端可以为类似针状，可以去除碳纤维孔格网或消音孔中的胶体即可。
3.2真空吸除所有杂物(钻孔产生的粘接剂粉尘、蜂窝芯层积水等)，清洁修理区域；
真空吸除杂物步骤建议使用专用吸尘器，市场购买合适的型号即可。
清洁修理区域步骤需使用无绒棉布配合清洁剂进行清洁(清洁剂可以采用市售的通用清洁剂)。
3.3长时间除湿，利用热红外探测(在探测的显示设备上部件区域色彩均匀一致即可)的加以检验。然后对金属丝网去除区域进行目视和敲击检查，确认露出的下层结构无损伤或脱胶。
除湿采用加热毯真空除湿，真空除湿时真空度为-22～26英寸汞柱(约74500～88046Pa)。
3.4更换金属丝网，如图2-4所示。
3.4.1向碳纤维孔格网4上喷涂粘接剂，干燥后使用分离膜覆盖喷涂区域，预固化处理后拆下分离膜。
分离膜为(聚乙烯薄膜)，预固化处理时温度为140～160华氏度(60～71摄氏度)，时间为50～70分钟。
其中分离膜可以保护粘结剂，防止粘结剂污染，还可以防止粘结剂流动，便于粘结剂成型。
粘结剂为3M结构胶EC-3984，干燥后形成的干膜厚度为0.002～0.003英寸，干燥时温度为室温，干燥时间为60分钟。
3.4.2在碳纤维孔格网4前边缘区域施加支撑胶膜带(图中未显示，在玻璃纤维预浸料搭接带7内侧)，放置新更换金属丝网6在位，从中间开始向外操作，去除新更换金属丝网6上的所有褶皱，确保无褶皱存在。在金属丝网对接区域施加支撑胶膜带和玻璃纤维预浸料搭接带7。
还可以在玻璃纤维预浸料搭接带及金属丝网上再增设一层玻璃纤维8，用于吸出多余的胶和粘结剂等，并起到导气、缓冲的作用。
支撑胶膜带为3M公司的AF3109-2K胶带。
玻璃纤维预浸料搭接带为M20/39％/120，厂家是Hexcel Composites Ltd。
3.4.3选取树脂和铺层结构，置于全新发动机短舱进气道外表面，采用真空袋进行前置模压操作制成模具9，然后采用模具对步骤(3.4.2)中的损伤发动机短舱进气道外表面的金属丝网表面进行压力定型，锁定模压型面。
即采用模压/高温分离手段，选取柔度合适的树脂和强度适中的铺层结构，安装真空袋材料，先进行前置模压操作，用模具对表面进行压力定型，锁定模压型面。
其中树脂为模具胶树脂，型号为PT2848AB，厂家为PTM&W INDUSTRIES INC。
铺层结构为玻璃纤维。
压力定型时真空度至少15英寸汞柱，渗漏检查验证在5分钟内真空度下降不大于5英寸-汞柱。
3.4.4在步骤(3.4.3)发动机短舱进气道外表面采用多块加热毯10拼接加热，并利用辅助保温装置进行温度补充，调节好温度进行高温固化修理，进而完成飞机发动机短舱进气道的高温模压成型。
辅助保温装置的材质包括保温棉11，保温毡和保温灯，其中保温毡可根据需要辅助保温的部位选择不同结构形状的透气毡，保温棉可以选择真空透气的保温棉，高温固化修理时间为120±5分钟。
比如保温毡可以是常规的锁温梁(保温梁15)、锁温肋(保温肋11)、锁温(保温)补片、回温毯(保温毯)等结构，其中锁温梁(保温梁)实际上为用于保温的梁状常规结构，其用于保护大面积暴露金属区域，锁温(保温)肋是用于保温的肋状常规结构，其用于保护热源拼接处，锁温补片(保温补片)是用于保温的常规片状结构，其用于保护热流耗散处，梯度回温毯(梯度保温毯，可根据厚度或设置梯度加热来实现)是常规的梯度保温毯状部件，是用于保护加热区域边缘，保温灯是常规的保温灯，用于保护沟槽及角落区域，这些保温部件可以作为多块拼接加热毯的有益补充，因为加热毯在拼接的时候，有些拼接处没有加热丝，不能提供足够的能量，需要制作一些适用于进气道外形的不同结构的保温部件来进行温度补充，以降低温度梯度，减少温差及热力耗散。
进一步的，步骤(3.4.4)进行高温固化修理时，采用真空袋12(真空袋12上还连接有真空气源13和真空表14)进行，且降温后(优选降至室温)拆去树脂和玻璃纤维模具、加热毯、辅助保温装置以及真空袋等，获得修复好的飞机发动机短舱进气道。
通过本发明中的模具和加热保温方式，可以将碳纤维孔格网上的粘结剂、支撑胶膜带以及金属丝网等进行原位更换。
上面列举一部分具体实施例对本发明进行说明，有必要在此指出的是以上具体实施例只用于对本发明作进一步说明，不代表对本发明保护范围的限制。其他人根据本发明做出的一些非本质的修改和调整仍属于本发明的保护范围。

Claims (10)

1.一种飞机发动机短舱进气道的高温模压成型工艺，包括以下步骤：
(1)确定受损伤发动机短舱进气道损伤类型，包括胶接区域老化损伤和含陈旧修理大面积脱胶损伤；
(2)对于胶接区域老化损伤，采用发泡式填充剂进行填充封存保护；
(3)对于含陈旧修理大面积脱胶损伤，其维修方式包括：
3.1剥离进气道内损伤的金属丝网，去除碳纤维孔格网表面和消音孔中的旧粘接剂；
3.1.1对于无陈旧修理部分，将碳纤维孔格网表面轻微打磨至可粘接状态；
3.1.2对于旧粘接剂部分，破除旧有简单修理的胶层；
3.2真空吸除所有杂物，清洁修理区域；
3.3除湿；
3.4更换金属丝网
3.4.1向碳纤维孔格网上喷涂粘接剂，干燥后使用分离膜覆盖喷涂区域，预固化处理后拆下分离膜；
3.4.2在碳纤维孔格网前边缘区域施加支撑胶膜带，对步骤3.1中剥离的金属丝网进行更换，在金属丝网对接区域施加支撑胶膜带和玻璃纤维预浸料搭接带；
3.4.3选取树脂和铺层结构，置于全新发动机短舱进气道外表面，采用真空袋进行前置模压操作制成模具，然后采用模具对步骤3.4.2中的损伤发动机短舱进气道外表面的金属丝网表面进行压力定型，锁定模压型面；
3.4.4在步骤3.4.3发动机短舱进气道外表面采用多块加热毯拼接加热，并利用辅助保温装置进行温度补充，调节好温度进行高温固化修理，进而完成飞机发动机短舱进气道的高温模压成型。
2.根据权利要求1所述的飞机发动机短舱进气道的高温模压成型工艺，其特征是：步骤(1)中所述发动机短舱进气道为V2500型飞机发动机短舱进气道。
3.根据权利要求1所述的飞机发动机短舱进气道的高温模压成型工艺，其特征是：步骤(2)中所述发泡式填充剂为环氧树脂，其型号为EA9396，厂家是LOCTITE。
4.根据权利要求1所述的飞机发动机短舱进气道的高温模压成型工艺，其特征是：步骤3.1.2中利用点压式工具逐一破除旧有简单修理的胶层，打开可能积水的蜂窝舱，不留蜂窝闭室；所述点压式工具的直径小于消音孔孔径。
5.根据权利要求1所述的飞机发动机短舱进气道的高温模压成型工艺，其特征是：步骤3.3中除湿后对金属丝网去除区域进行目视和敲击检查，确认露出的下层结构无损伤或脱胶，其中除湿采用加热毯真空除湿，真空除湿时真空度为-22～26英寸汞柱，除湿结果利用热红外探测进行验证。
6.根据权利要求1所述的飞机发动机短舱进气道的高温模压成型工艺，其特征是：步骤3.4.1中粘接剂为3M结构胶EC-3984，干燥后形成的干膜厚度为0.002～0.003英寸，干燥时温度为室温，干燥时间为60～90分钟。
7.根据权利要求1所述的飞机发动机短舱进气道的高温模压成型工艺，其特征是：步骤3.4.1中所述分离膜为聚乙烯薄膜，预固化处理时温度为140～160华氏度，时间为50～70分钟。
8.根据权利要求1所述的飞机发动机短舱进气道的高温模压成型工艺，其特征是：步骤3.4.2中所述支撑胶膜带为3M公司的AF3109-2K胶带，所述玻璃纤维预浸料搭接带为M20/39％/120，厂家是Hexcel Composites Ltd。
9.根据权利要求1所述的飞机发动机短舱进气道的高温模压成型工艺，其特征是：步骤3.4.3中所述树脂为模具胶树脂，型号为PT2848AB，厂家为PTM&W INDUSTRIES INC，所述铺层结构为玻璃纤维；压力定型时真空度至少15英寸汞柱，渗漏检查验证在5分钟内真空度下降不大于5英寸汞柱。
10.根据权利要求1所述的飞机发动机短舱进气道的高温模压成型工艺，其特征是：步骤3.4.4中所述辅助保温装置包括保温棉、保温毡和保温灯中的一种或几种，高温固化修理时间为120±5分钟。
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