Source: https://patents.google.com/patent/EP0579675A1/en
Timestamp: 2020-04-03 01:18:17
Document Index: 224024772

Matched Legal Cases: ['art 18', 'art 18', 'art 18', 'art 22', 'art 18', 'art 18', 'art 31', 'art 31', 'art 18', 'art 181', 'arts 22', 'arts 22', 'arts 18', 'art 181', 'arts 18', 'arts 18', 'art.\n2', 'art.\n11']

EP0579675A1 - A structural component - Google Patents
EP0579675A1
EP0579675A1 EP92908202A EP92908202A EP0579675A1 EP 0579675 A1 EP0579675 A1 EP 0579675A1 EP 92908202 A EP92908202 A EP 92908202A EP 92908202 A EP92908202 A EP 92908202A EP 0579675 A1 EP0579675 A1 EP 0579675A1
EP92908202A
EP0579675B1 (en
Charles Euan Douglas
Arthur Brian Hamill
1991-04-12 Priority to GB919107766A priority Critical patent/GB9107766D0/en
1991-04-12 Priority to GB9107766 priority
1992-04-09 Application filed by Short Brothers PLC, SHORT BROTHERS Ltd filed Critical Short Brothers PLC
1992-04-09 Priority to PCT/GB1992/000636 priority patent/WO1992018329A1/en
1994-01-26 Publication of EP0579675A1 publication Critical patent/EP0579675A1/en
1997-11-26 Publication of EP0579675B1 publication Critical patent/EP0579675B1/en
OKTJSMMVPCPJKN-UHFFFAOYSA-N carbon Chemical group data:image/svg+xml;base64,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 data:image/svg+xml;base64,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 [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0 claims description 27
Un ensemble structural exposé aux effets de la foudre est constitué d'un ensemble collé composé d'un premier élément (18) doté d'une structure cellulaire et d'une face avant (20), et d'un deuxième élément (22) s'étendant à travers la face avant (20) du premier élément (18). A structural unit exposed to the effects of lightning is constituted by a bonded assembly consisting of a first element (18) having a cellular structure and a front face (20), and a second member (22) extending through the front face (20) of the first member (18). Le deuxième élément (22) comprend une première feuille électriquement conductrice (23), une deuxième feuille électriquement non conductrice (25) située derrière la première feuille (23) et une feuille composite renforcée par fibres (26) derrière la deuxième feuille (25) et située entre la deuxième feuille (25) et la face avant (20) du premier élément (18). The second member (22) comprises a first electrically conductive sheet (23), a second electrically non-conductive sheet (25) located behind the first sheet (23) and a composite sheet reinforced by fibers (26) behind the second sheet (25) and located between the second sheet (25) and the front face (20) of the first member (18). Dans l'une des réalisations, la première feuille électriquement conductrice (23) est une feuille expansée de métal non ferreux ou d'alliage métallique; In one embodiment, the first electrically conductive sheet (23) is a foamed sheet of non-ferrous metal or metal alloy; la deuxième feuille électriquement non conductrice (25) est un tissu en fibre de verre; the second electrically non-conductive sheet (25) is a fiberglass fabric; la troisième feuille (26) est une feuille composite renforcée par fibres de carbone ou de graphite et le premier élément (18) est une âme de nid d'abeilles en alliage d'aluminium. the third sheet (26) is a composite sheet reinforced by carbon or graphite fibers and the first member (18) is a core of aluminum alloy bees nest.
Ά structural Component
The present invenrion relates to structural components and is particularly although not exclusively concerned with structural components which are manufactured from composite materials and which are used as aircraft surface structures for the airframe and for engine nacelles.
An aim therefore is to provide a structural component which will resist full penetration from a primary lightning strike, thereby protecting any electrical equipment shielded by it from the indirect effects of- transient voltages and, by having a component free from overall penetration, against further adverse effects of high intensity radiated fields (HIRF) .
With modern aircraft, where composite materials in which carbon or graphite fibres are used, the difficulty of providing equivalent protection when compared with an all metal structure are magnified due to the lower electrical conductivity of the carbon or graphite. __ _
The various airworthiness certification authorities lay down standards to which aircraft manufacturers must comply. Based on the probability of a lightning strike and the probable intensity of the lightning current generated in the strike, the authorities designate different potential strike zones for each, aircraft and the probable current waveforms to which structures and systems in these zones must be resistant. These are identified as Zones IA and IB, Zones 2A and 2B and Zone 3 and current components A, B, C and D. The zones have been defined as follows:-
Zone IA - All areas of the aircraft surfaces where there is a high possibility of an initial lightning attachment with a low possibility of flash hang-on.
Zone IB - All areas of the aircraft surfaces where there is a high possibility of an initial lightning attachment and a high possibility of flash hang-on.
Zone 2A - All areas of the aircraft surfaces where there is a high possibility of a lightning attachment being swept on to the area from a Zone IA but having a low possibility of flash hang-on.
Zone 2B - All areas of the aircraft surface where there is a high possibility of a lightning attachment being swept on to the area from a Zone IA but having a high possibility of flash hang-on.
The locarion of strike zones on any aircraft is dependent on the geometry of the aircraft and operational factors, and often varies from one aircraft to another.
It is an object of the present invention to provide a structural component which can be manufactured at least in part from composite materials and which provides improved zone IA current component A and current component D protection.
According to a first aspect of the present invention there is provided a structural component comprising an assembly of a first component part which has a cellular structure and a front face and a second component part extending across the front face of the first component part, the second component part comprising an electrically conducting first sheet, an electrically non¬ conducting second sheet at the rear of the first sheet and a fibre reinforced composite third sheet at the rear of the second sheet and positioned between the second 4 sheet and the front face of the first component part.
In a preferred embodiment of the invention the second sheet'adjoins the first sheet and the third sheet adjoins the second sheet.
In a preferred embodiment of the invention, the first component part is an electrically conducting part. It is preferably formed from a lightweight non ferrous metal or metal alloy. The metal alloy is preferably an aluminium alloy.
In a preferred embodiment according to the third aspect of the invention, the electrically conducting first sheet is autoclave bonded to the precured facing sheet at a pressure in the range of 30-90psi. Preferably, the electrically conducting first sheet is autoclave bonded to the precured facing sheet at a pressure of 85psi.
The method according to a third aspect of the invention preferably includes the further step of bonding the sub- assembly to the front face of the first component part and an uncured backing assembly of composite sheets to a rear face of the first component part at a pressure in the range of 33 to 40psi to form the structural component.
One embodiment of the invention will now be described by way of example with reference to the accompanying drawing in which:-
Figs IA and IB are schematic plan and elevation views of an aircraft illustrating designated potential lightning strike zones.
Fig 2 is a schematic diagram of current flow during a lightning strike, illustrating peak amplitude and time duration of test current components A, B, C and D
Figs 3A and 3B are schematic representations of the waveform and wavefront of the current component A
Fig 4 is a schematic representation of the waveform of the current component B
Fig 5 is a schematic representation of the waveform of current component C, Figs 6A and 6B are schematic representations of the waveform and wavefront of current component D,
Fig 7 is an exploded schematic perspective view of an aircraft engine and its nacelle including left hand and right hand fan cowl doors.
Fig 8 is a schematic side elevation of one of the fan cowl doors of the engine nacelle shown in Fig 7,
Fig 9 is a schematic end view of the fan cowl door shown in Fig 7,
Fig 10 is a schematic section through a central part of« the fan cowl door shown in Figs 8 and 9,
Fig 11 is a schematic cross-section through the fan cowl door shown in Figs 8 and 9 along an edge of the door.
Referring first to Figs IA and IB, the aircraft illustrated and shown in general form has been cross hatched in accordance with the key also illustrated to show the lightning strike zones of the aircraft surface areas and structures according to their vulnerability to lightning strikes. As will be seen, the nose of the fuselage, the engine nacelles and the mid-regions and the tips of the wings of the aircraft are designated as zones IA. From this illustration, it will be seen that the engine fan cowl doors to be described with reference to Figs 7 and to 11 and formed from a structural component according to the invention fall within a zone IA designation.
As to the current components A to D which simulate in tests current flow in a lightning strike, peak amplitudes and duration are shown in graphical form in Fig 2, the initial component A having a peak amplitude of 200kA and a time duration of 500 μ.s, the intermediate current component B having an average amplitude of 2kA and a time duration of 5ms, the continuing current component C having a steady amplitude of 200A to 300A and a time duration of .25 to 1 sec and the restrike component D having a peak amplitude of lOOkA and a time duration of 500μs. As is apparent, current components A and D have high peak amplitudes and are of short duration relative to components B and C.
The waveforms and wavefronts of the four current components A to D are graphically represented in Figs 3A, 3B, Figs 4 and 5 and Figs 6A and 6B.
The current components A to D are applied in tests individually or as a combination of two or more components together and the structural component for the fan cowl doors hereinafter to be described with reference to Figs 7 to 11 are required to withstand prescribed tests under simulated current components A and D.
Referring now to Figs 7, an engine and nacelle configuration for an aircraft as represented in Figs IA and IB comprises a core engine 11 enclosed in a nacelle comprising a nose cowl 12, left and right hand hinged fan cowl doors 13 and 14, central cowl half sections 15 and 16 and a common nozzle assembly 17. The fan cowl door 13 is further illustrated in side elevation and end view in Figs 8 and 9.
The fan cowl doors 13 and 14 are zone IA surfaces and must satisfactorily remain protective under current components A and D. To achieve this, they are advantageously fabricated from a structural component according to the invention and as now to be described with reference to Figs 10 and 11. Referring now to Fig 10, the schematic section of the fa cowl door 13 is taken at a central part of the door and illustrates the structural component configuration according to the invention. The component comprises a honeycomb core part 18' formed by wall portions 19 which extend across the core part 18 from a front face 20 to a rear face 21 and which provide bounding surfaces for an array of open ended juxtaposed cells. The' core is fabricated from an aluminium alloy and as a consequence is electrically conducting. While an aluminium alloy is preferred other lightweight non-ferrous alloys may if desired be used.
Bonded to the front face 20 of the core part 18 is a facing component part 22 formed by superposed sheets layers and plies. The outer most sheet 23 is electrically conducting and is formed as a metal or metal alloy expanded foil which can conveniently be an aluminium alloy or copper expanded foil although other lightv/eight non-ferrous metals or metal alloys may be used.
Immediately beneath the glass fibre fabric sheet 25 is a plain weave (0°-90°) graphite fibre reinforced composite sheet 26 followed by a unidirectional (0°) graphite fibre reinforced composite sheet 27, a further plain weave (0°- 90°) graphite fibre reinforced composite sheet 28 and two plies of adhesive 29 and 30 which secure the sheet 28 to the core part 18. The graphite fibre reinforced composite sheets 26 and 28 may if desired be replaced by aramid fibre reinforced composite sheets and the reinforcement may of course take forms other than a plain weave- (0°-90°) . The unidirectional graphite fibre reinforced sheet 27 may if desired also be substituted by a graphite fibre reinforcement of a different configuration.
The rear face 21 of the core part 18 is closed off by a rear component part 31 formed by a multiplicity of superposed and bonded sheets, layers or plies in which a glass scrim 33 is bonded to the rear face 21 by an adhesive ply 32 and has superposed upon it a plain weave (0°-90°) graphite fibre reinforced composite sheet 34 followed by a unidirectional (0°) graphite fibre reinforced sheet 35 and a further plain weave (0°-90°) graphite fibre reinforced composite sheet 36. The glass scrim 33 is employed in the rear component part 31 as a barrier to reduce carbon to aluminium corrosive effects.
Referring now to Fig 11, the section shown of the door 13 is at a door edge. To the right in the drawings it is of the same construction as the central section shown in Fig 10. It comprises the core part 18 and a smaller cell size core part 181 having front faces 20 and 201 and rear faces 21 and 211. Front and rear component parts 22 and 31 take the same form as the parts 22 and 31 of the section shown in Fig 10 but combine at the edge of the door to form a superposed layer formation in which a glass scrim 33 is secured by an adhesive layer 32 to the front faces 20 and 201 of the core parts 18 and 181 and terminates at the end of the core part 181, four further plain weave (±45°) graphite fibre reinforced composite sheets 38 of 8-H fabric are interposed as illustrated and a metal expanded foil 37 added as a rearmost layer by bonding to the composite sheet 36 using a ply of adhesive (not shown) . The .embodiment of the invention hereinbefore described with reference to Figs 7 to 11 provides a suitable structure for use on an aircraft engine nacelle, capable of withstanding a direct lightning strike and offering a further protection to electronic or electrical systems from indirect effects. As well, the structure will contribute to providing acceptable attenuation to resist high intensity radiated fields and will provide full protection to meet the Federal Aviation Authority,. British Civil Airworthiness Authorities and the Joint Airworthiness requirements for fireproofing, i.e. exposure to direct flame at 2000°F for 15 minutes.
The structural component hereinbefore described with reference to Figs 7 to 11 is made from graphite fibre composite and an aluminium alloy honeycomb, interleaved with a glass fibre fabric of a predetermined thickness and at a predetermined position within a bonded assembly, and faced with a metal or metal alloy expanded foil. Together these provide resistance to a primary strike coupled with resistance to indirect effects and protection against high intensity radiated fields, coupled with fireproofing resistance.
The glass fibre fabric sheet 25 should preferably be positioned immediately below the metal or metal alloy expanded foil and its adhesive and immediately on top of the outermost graphite fibre reinforced sheet 26 in order for the component to be technically and weight effective. An important aspect of the present invention is the specific use of a glass fibre interlayer coupled with an external metal or metal alloy expanded foil, on top of the initial layer of graphite fibre reinforced sheet 26. It is the use of these .materials at the external surface of the component which provides the protection which leads to structural and systems integrity.
A combination of a glass fibre fabric with other defined materials in predetermined relative positions, can provide a fibre reinforced bonded honeycomb assembly with adequate protection against a primary lightning strike i.e. Zone IA, current component A. It can furthermore provide protection against voltage differentials and electromagnetic fields, caused by indirect lightning strike effects i.e. Zone IA, current component D. It can also provide resistance to structural penetration from a primary lightning strike, thereby providing attenuation of radiated field interference at high frequency.
The combination of a glass fibre fabric sheet with other materials, especially an aluminium honeycomb core to form a carbon, graphite or aramid fibre reinforced bonded honeycomb assembly, will also provide protection against full fireproofing requirements of the certification agencies, i.e, CAA, FAA, JAA, i.e., exposure for 15 minutes to a "standard flame" at 2000°F without fire penetration.
The structural component as hereinbefore described with reference to Figs 10 and 11 provides a light-weight composite bonded structure which meets three of the most stringent requirements of aircraft airworthiness authorities i.e. lightning strike resistance, resistance to high intensity radiated fields and fireproofing.
It will be appreciated-that the dimensions of the principal components of the fan cowl door 13 described with reference to Figs 10 and 11 will need to be so chosen as to provide the required protection against lightning strikes while at the same time optimising the conflicting requirements of weight and stiffness.
It will furthermore be appreciated that, the construction of the door 13 as described with reference to Figs 10 and 11 can be carried out using any one of a variety of assembly techniques. For example, the sheets and core parts forming the door 13 may be arranged in their juxtaposed positions as illustrated in Figs 10 and 11 employing a lay up sequence and the completed assembly cured in an autoclave to produce the bonded structure. Curing of the assembly would normally be carried out at a relatively low pressure of 33psi.
It has however been found that the required characteristics for the door structure, that is to say, (i) the protection it provides against lightning strikes (ii) the protection it provides against fire (iii) its weight and (iv) its stiffness can be optimised by (a) precuring a facing sheet consisting of the glass fibre fabric sheet 25, the graphite fibre reinforced composite sheets 26 to 28 and 33, (b) applying the metal or metal alloy expanded foil 23 to the exposed face of the sheet 25 of the precured facing sheet and bonding it thereto at a pressure of the order of 85psi in an autoclave to form a sub-assembly and (c) then applying the sub-assembly to the honeycomb core parts 18 and 181 and an uncured backing sub-assembly of fabric reinforced composite sheets to the rear of the core parts 18 and 181 and autoclaving at a pressure of the order' of 33 to 40psi to form the complete bonded structure.
In the' embodiment of the invention described with reference to Figs 10 and 11, a metal or metal alloy expanded foil 23 lies in the exposed external surface of the fan cowl foor 13. While the use of a metal or metal alloy expanded foil is to be preferred as a means of achieving optimum characteristics for the door, the foil may be replaced by a metal or metal alloy wire mesh where the same lightning strike protection can be achieved but only at an additional weight penalty. Expanded foils are however preferred to v/ire mesh in that they provide good radiated field attention at high frequencies.
1. A structural component comprising an assembly of a first component part which has a cellular structure and a front face and a .second component part extending across the front face of the first component part, the second component part comprising an electrically conducting first sheet, an electrically non-conducting second sheet at the rear of the first sheet and a fibre reinforced composite third sheet at the rear of the second sheet and positioned between the second sheet and the front face of the first component part.
2. A component according to claim 1, wherein the, second sheet adjoins the first sheet and the third sheet adjoins the second sheet.
3. A component according to claim 1 or 2 wherein the first sheet of the second component part comprises a non-ferrous metal or metal alloy expanded foil.
4. A component according to claim 3 wherein the non-ferrous metal or metal alloy is aluminium or copper or an aluminium or copper' alloy.
5. A component according to any of claims 1 to 4, wherein the second sheet of the second component part comprises a fabric constructed from electrically non¬ conducting fibres.
6. A component according to claim 5, wherein the fibres are glass fibres.
7. A component according to claim 6 wherein the fabric is in woven form.
8. A component according to any of claims 1 to 7, wherein the third sheet of the second component part is a carbon or graphite fibre reinforced composite sheet.
9. ' A component according to any of claims 1 to 7, wherein the third sheet- of the second component part is an aramid fibre reinforced composite sheet.
10. A component according to any of claims 1 to 9, wherein the first component part is an electrically conducting part.
11. A component according to claim 10, wherein the first component part is formed from a lightweight non- ferrous metal or metal alloy.
12. A component according to claim 11, wherein the metal alloy is an aluminium alloy.
1 . A component according to any of claims 1 to 12 wherein the first component part has wall portions which extend across the first component part from the front face to a rear face thereof and which provide bounding surfaces for an array of juxtaposed cells.
14. A component according to any of claims 1 to 13, including a backing component part which extends across a rear face of the first component part and which comprises one or more superposed fibre reinforced composite sheets.
15. An aircraft including a surface structure exposed to lightning strikes and formed by a structural component according to any of the preceding claims, with the electrically conducting first sheet of the second component part providing an outermost face exposed to lightning strikes.
16. A method of manufacturing a structural component according to any of the preceding claims comprising the steps of bonding the electrically non conducting second sheet to the fibre reinforced composite third- sheet in a precuring step to form a precured facing sheet, and bonding the- electrically conducting first sheet to the front face of the precured facing sheet and to form a facing sub-assembly.
17. A method according to claim 16 wherein the elecrically conducting first sheet is autoclave bonded to the precured facing sheet at a pressure in the range of 80-90psi.
18. A method according to claim 17, wherein the . elecrically conducting first sheet is autoclave bonded to the precured facing sheet at a pressure of 85psi.
19. A method according to claim 17 or 18, including the further step of bonding the sub-assembly to the front face of the first component part and an uncured backing assembly of composite sheets to a rear face of the first component part at a pressure in the range of 33 to 40psi to form the structural component.
20. A structural component substantially as hereinbefore described with reference to Figs 10 and 11.
21. A fan cowl door for an aero engine substantially as hereinbefore described with reference to Figs 7 to 11 of the accompanying drawings.
22. An aircraft including a surface structure formed by a structural component substantially as hereinbefore described with reference to the accompanying drawings.
23. A method of constructing a structural component according to claim 16 and substantially as hereinbefore described.
EP92908202A 1991-04-12 1992-04-09 A structural component Expired - Lifetime EP0579675B1 (en)
GB919107766A GB9107766D0 (en) 1991-04-12 1991-04-12 A structural component
GB9107766 1991-04-12
PCT/GB1992/000636 WO1992018329A1 (en) 1991-04-12 1992-04-09 A structural component
EP0579675A1 true EP0579675A1 (en) 1994-01-26
EP0579675B1 EP0579675B1 (en) 1997-11-26
ID=10693125
EP92908202A Expired - Lifetime EP0579675B1 (en) 1991-04-12 1992-04-09 A structural component
US (1) US5417385A (en)
EP (1) EP0579675B1 (en)
JP (1) JPH06508801A (en)
AT (1) AT160533T (en)
AU (1) AU655463B2 (en)
BR (1) BR9205701A (en)
CA (1) CA2100241A1 (en)
DE (1) DE69223316D1 (en)
GB (2) GB9107766D0 (en)
IL (1) IL101542D0 (en)
WO (1) WO1992018329A1 (en)
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1991-04-12 GB GB919107766A patent/GB9107766D0/en active Pending
1992-04-09 CA CA002100241A patent/CA2100241A1/en not_active Abandoned
1992-04-09 AU AU15392/92A patent/AU655463B2/en not_active Ceased
1992-04-09 EP EP92908202A patent/EP0579675B1/en not_active Expired - Lifetime
1992-04-09 IL IL101542A patent/IL101542D0/en unknown
1992-04-09 US US08/133,150 patent/US5417385A/en not_active Expired - Fee Related
1992-04-09 JP JP4507706A patent/JPH06508801A/ja active Pending
1992-04-09 WO PCT/GB1992/000636 patent/WO1992018329A1/en active IP Right Grant
1992-04-09 GB GB9207842A patent/GB2255314B/en not_active Expired - Fee Related
1992-04-09 AT AT92908202T patent/AT160533T/en not_active IP Right Cessation
1992-04-09 DE DE69223316A patent/DE69223316D1/en not_active Expired - Lifetime
1992-04-09 BR BR9205701A patent/BR9205701A/en not_active Application Discontinuation
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BR9205701A (en) 1994-05-24
GB2255314A (en) 1992-11-04
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