Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D15/00—De-icing or preventing icing on exterior surfaces of aircraft
  • B64D15/12—De-icing or preventing icing on exterior surfaces of aircraft by electric heating
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C—AEROPLANES; HELICOPTERS
  • B64C11/00—Propellers, e.g. of ducted type; Features common to propellers and rotors for rotorcraft
  • B64C11/16—Blades
  • B64C11/20—Constructional features
  • B64C11/26—Fabricated blades
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
  • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
  • F01D25/02—De-icing means for engines having icing phenomena
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
  • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
  • F01D25/08—Cooling; Heating; Heat-insulation
  • F01D25/10—Heating, e.g. warming-up before starting
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
  • F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
  • F01D5/12—Blades
  • F01D5/28—Selecting particular materials; Particular measures relating thereto; Measures against erosion or corrosion
  • F01D5/282—Selecting composite materials, e.g. blades with reinforcing filaments
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
  • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
  • F05D2300/00—Materials; Properties thereof
  • F05D2300/60—Properties or characteristics given to material by treatment or manufacturing
  • F05D2300/603—Composites; e.g. fibre-reinforced
  • F05D2300/6034—Orientation of fibres, weaving, ply angle

Definitions

• This application concerns the field of aeronautics. More precisely, the present application concerns the de-icing of parts of an aircraft, typically parts made of composite material, and more particularly aircraft engine blades.
• Certain parts of an aircraft such as an engine blade, are exposed to a flow of cold air during aircraft operation. Such exposure is likely to lead to the formation, then accretion, of ice on a surface of these parts which is exposed to the flow of cold air, which may jeopardize the operation of the aircraft.
• An aim of the invention is to prevent the formation and/or accretion of ice on a surface of an aircraft part in a simple, inexpensive and easily industrializable manner.
• an aircraft part comprising: a composite material structure comprising a fibrous reinforcement embedded in a matrix; at least one heating element configured to heat the room, the heating element being embedded in the matrix of the composite material structure.
• the part according to the disclosure may comprise at least one of the following characteristics, taken alone or in combination:
• the heating element is separate from the fibrous reinforcement
• the heating element comprises a support permeable to the matrix and a heating member configured to heat the part;
• the heating member comprises an electrically conductive portion, the support being configured to electrically insulate the electrically conductive portion of the fibrous reinforcement;
• the support comprises a first layer and a second layer, the heating member being positioned between the first layer and the second layer;
• At least one of the first layer and the second layer comprises a woven portion and/or a knitted portion
• At least one of the first layer and the second layer comprises a knitted fabric
• the part is a blade for an aircraft engine, the blade preferably comprising a plurality of heating elements distributed with a different density depending on their position within the blade, with a greater density at the level of the foot of the blade dawn only at the level of the head of the dawn.
• a fan comprising a hub and a plurality of blades as previously described extending radially from the hub.
• a method of manufacturing a part as previously described comprising the steps of: producing the fibrous reinforcement; fixing the heating element on the fibrous reinforcement; then solidification of the matrix.
• the method can include a step of impregnating the heating element with the matrix.
• the fixing of the heating element on the fibrous reinforcement can be implemented before or after the step of impregnation of the heating element by the matrix.
• the step of impregnating the heating element with the matrix can be implemented at the same time as a step of impregnating the fibrous reinforcement with the matrix or, alternatively, before or after the step of impregnation of the fibrous reinforcement by the matrix.
• Figure 1 is a schematic sectional view of a propulsion assembly for an aircraft.
• Figure 2 is a schematic sectional view of another propulsion assembly for an aircraft.
• Figure 3 illustrates various components of an aircraft engine blade.
• Figure 4 illustrates part of a blade according to one embodiment.
• Figure 5 is a sectional view of Figure 4.
• Figure 6 illustrates a blade according to one embodiment.
• Figure 7 is a flowchart presenting a mode of implementation of a process for manufacturing a blade.
• Figure 1 illustrates a propulsion assembly 1 having a longitudinal axis X-X, and comprising an engine 2 (or turbomachine) and a nacelle 3 surrounding the engine 2.
• the propulsion assembly 1 is intended to be mounted on an aircraft (not shown), such as an airplane or a helicopter, for example under the wing of the aircraft, on the wing or at the rear of the fuselage of the aircraft.
• the propulsion assembly 1 may include a mast (not shown) intended to connect the propulsion assembly 1 to a part of the aircraft.
• Engine 2 illustrated in Figure 1 is a twin-body, dual-flow, direct-drive turbojet. This is, however, not limiting since the engine 2 may have a different number of bodies and/or flows, and/or be another type of turbojet, such as a reduction turbojet or a turboprop.
• an axial direction corresponds to the direction of the longitudinal axis XX and a radial direction is a direction perpendicular to the longitudinal axis XX and intersecting the longitudinal axis XX.
• an axial plane is a plane containing the longitudinal axis XX and a radial plane is a plane perpendicular to the longitudinal axis XX.
• a circumference is understood as a circle belonging to a radial plane and whose center belongs to the longitudinal axis XX.
• a tangential or circumferential direction is a direction tangent to a circumference: it is orthogonal to the longitudinal axis XX but does not pass through the longitudinal axis XX.
• the adjectives “interior” (or “internal”) and “exterior” (or “external”) are used in reference to a radial direction so that the interior part of an element is, in a radial direction, closer of the longitudinal axis XX as the exterior part of the same element.
• the engine 2 comprises, from upstream to downstream, a fan 20, a compression section 22 comprising a low pressure compressor 220 and a high pressure compressor 222, a combustion chamber 24 and a expansion section 26 comprising a high pressure turbine 262 and a low pressure turbine 260.
• the fan 20, the rotor part of the low pressure compressor 220, and the rotor part of the low pressure turbine 260 are interconnected by a low pressure shaft 280 extending along the longitudinal axis XX, the fan 20, the low pressure compressor 220 and the low pressure turbine 260 then forming a low pressure body.
• the rotor part of the high pressure compressor 222 and the rotor part of the high pressure turbine 262 are interconnected by a high pressure shaft 282 extending along the longitudinal axis XX, the high pressure compressor 222 and the high pressure turbine 262 then forming a high pressure body.
• the compression section 22, the combustion chamber 24 and the expansion section 26 are surrounded by a motor casing 23, while the fan 20 is surrounded by a fan casing 25.
• the motor casing 23 and the fan casing 25 are interconnected by profiled structural arms 27 forming rectifiers (or OGV for “Outlet Guide Vanes” in Anglo-Saxon terminology) distributed circumferentially all around the longitudinal axis XX.
• the longitudinal axis XX forms an axis of rotation for the fan 20, the rotor part of the compression section 22 and the rotor part of the expansion section 26, which are capable of being rotated around the longitudinal axis XX relative to the engine casing 23 and the fan casing 25.
• the nacelle 3 extends radially outside the engine 2, all around the longitudinal axis X-X, so as to surround both the fan casing 25 and the motor casing 23, and to define, with a downstream part of the motor casing 23, a downstream part of a secondary vein B, the upstream part of the secondary vein B being defined by the fan casing 25 and an upstream part of the motor casing 23.
• the upstream part of the nacelle 3 further defines an air inlet 29 through which the fan 20 sucks the air flow circulating through the propulsion assembly 1.
• the blower 20 sucks in a flow of air, a portion of which, circulating within a primary vein ⁇ , is, successively, compressed within the compression section 22, ignited within the combustion chamber 24 and relaxed within the expansion section 26 before being ejected out of the engine 2.
• the primary vein A passes through the engine casing 23 from side to side.
• Another portion of the air flow circulates within the secondary vein B which takes an elongated annular shape surrounding the engine casing 23, the air sucked in by the fan 20 being straightened by the rectifiers 27 then ejected out of the propulsion assembly 1.
• the propulsion assembly 1 generates thrust. This thrust can, for example, be used for the benefit of the aircraft on which the propulsion assembly 1 is attached and fixed.
• Figure 2 illustrates another propulsion assembly 1, also having a longitudinal axis X-X, and also comprising a motor 2, as well as a nacelle 3.
• the engine 2 of the propulsion assembly 1 illustrated in Figure 2 does not include a ducted fan 20, but a non-ducted fan 20 (or propeller).
• the nacelle 3 is, for its part, intended to be fixed to the aircraft, in the same way as for the propulsion assembly 1 illustrated in Figure 1, and also defines an air inlet 29.
• the propulsion assembly 1 illustrated in Figure 2 is of the “Open-Rotor” type, more particularly in a configuration called “pusher”, that is to say in which the non-ducted fan 20 is positioned downstream of the motor 2 and at downstream of the air inlet 29.
• a propulsion assembly 1 of the "Open-Rotor” type can also be found in a configuration called “puller”, in which the fan 20 is positioned upstream of the motor 2, the air inlet 29 being positioned upstream of the fan 20, between the two rotor stages 200, 202 of fan 20, or downstream of the fan 20.
• the fan 20 comprises two counter-rotating rotor stages 200, 202, that is to say that, in operation, the rotor stages 200, 202 are driven in rotation around the longitudinal axis X-X in opposite directions.
• the fan 20 can also comprise a rotor stage, driven in rotation around the longitudinal axis, and a stator stage, fixed in rotation, the stator stage being positioned downstream of the stage rotor, and behaves like a rectifier in order to straighten the air flow sucked in by the rotor stage.
• the rotor stages 200, 202 of an open-rotor rotate less quickly than a ducted fan 20.
• the length of the fan blade blades 2000 20 is greater for a propulsion assembly 1 as illustrated in Figure 2 than for a propulsion assembly 1 as illustrated in Figure 1.
• the fan blades 2000 20 of a propulsion assembly 1 as illustrated in Figure 2 are therefore particularly sensitive to the phenomenon of ice accretion.
• the entire surface of the blades 2000 of the rotor stages 200, 202 of the fan 20 of an open-rotor can be the site of icing.
• the engine 2 comprises, from upstream to downstream, a compression section 22, a combustion chamber 24 and an expansion section 26 comprising a high pressure turbine 262 and a low pressure turbine 260
• the rotor part of the high pressure turbine 262 is connected to at least a portion of the rotor part of the compression section 22 by a high pressure shaft 282 extending along the longitudinal axis XX.
• the low pressure turbine 260 comprises two rotors, each integral in rotation with the rotor stages 200, 202 of the fan 20.
• the fan 20 comprises a rotor stage and a stator stage
• a rotor part of the low pressure turbine 260 is connected to the rotor stage of the fan 20
• a stator part of the low pressure turbine 260 is connected to the stator stage of the fan 20.
• the compression section 22, the chamber combustion chamber 24 and the expansion section 26 are surrounded by the nacelle 3.
• each of the blower 20 and the compression section 22 sucks in a flow of air.
• the air sucked in by the compression section 22 is successively compressed within the compression section 22, ignited within the combustion chamber 24 and expanded within the expansion section 26 before being ejected out. of the engine 2.
• the air B sucked in by the fan 20 circulates around the nacelle 3 before being ejected downstream of the propulsion assembly 1.
• the propulsion assembly 1 generates thrust. This thrust can, for example, be used for the benefit of the aircraft on which the propulsion assembly 1 is attached and fixed.
• the motor 2 of each of the propulsion assemblies illustrated in Figure 1 and in Figure 2 comprises at least one rotor, typically the fan 20, and a stator, typically the rectifier 27, which each comprise a hub 2001, 2701, centered on the longitudinal axis X-X, and from which a plurality of blades 2000, 2700 extend radially.
• At least one among the blades 2000, 2700 of the motor 2, typically all the blades 2000, 2700 of the fan 20 and the rectifier 27, comprises a blade 4 and a foot 5, the foot 5 making it possible to fix the blade 2000, 2700 to the hub 2001, 2701.
• the blade 2000, 2700, and more particularly the blade 4 may comprise a structure made of composite material comprising a fibrous reinforcement embedded in a matrix. This makes it possible to optimize the mass of the propulsion assembly 1 and improves its performance.
• the fibrous reinforcement can be formed from a fibrous (or textile) preform in a single piece, obtained by three-dimensional or multilayer weaving, with evolving thickness. It may include warp and weft strands. Three-dimensional weaving generally indicates that the warp strands follow sinuous paths in order to link together weft strands belonging to layers of different weft strands except for unbindings, it being noted that three-dimensional weaving, in particular with interlock weave, may include 2D surface weaves. Different three-dimensional weave weaves can be used, such as interlock, multi-satin or multi-voile weaves. Fibrous reinforcement can thus include woven (two-dimensional or three-dimensional), braided, knitted or laminated fibrous arrangements. The fibers of the fibrous reinforcement may include any of the following materials: carbon, glass, basalt, aramid, polypropylene and/or ceramic.
• the matrix typically comprises an organic material (thermosetting, thermoplastic or elastomer) or a carbon matrix.
• the matrix comprises a plastic material, typically a polymer, for example epoxy, bismaleimide or polyimide.
• the blade 4 has, at least on one portion, an aerodynamic profile suitable for being placed in a flow when the propulsion assembly 1 is in operation, in order to generate lift.
• the aerodynamic profile includes an intrados 40, an extrados 42, a leading edge 44 and a trailing edge 46.
• the leading edge 44 is configured to extend facing the air flow within the airfoil.
• propulsion assembly 1 corresponds to the front part of an aerodynamic profile which faces the air flow and which divides the air flow into an intrados flow 40 and an extrados flow 42.
• the edge of leak 46 for its part, corresponds to the rear part of the aerodynamic profile, where the intrados 40 and extrados 42 flows meet.
• the intrados 40 or even the extrados 42 of the blade 4 can be covered with a polyurethane film for the protection against erosion.
• the blade may comprise two skins, which are connected to each other and extend generally opposite each other.
• the skins are shaped to together define the aerodynamic profile.
• the skins are made from a composite material comprising fibrous reinforcement densified by a matrix. They are therefore monolithic and are made in one piece according to a non-limiting embodiment. Alternatively, it is possible to consider a fibrous reinforcement for the intrados and another for the extrados.
• the blade 2000, 2700 further comprises a spar 6, a filling part 7 and a shield 8.
• the spar 6 may comprise, as illustrated in Figure 3, a blade root portion 5 which extends outside the blade 4 and a blade portion which is arranged inside the blade 4 of so as to form a soul.
• the blade root part 5 is configured to be inserted into the hub 2001, 2701.
• the spar 6 can be made of metal and in a single piece, in which the blade root part 5 and the blade part are monolithic.
• the metallic material of the spar 6 may comprise at least one of the following materials: steel, titanium, titanium alloy (in particular T ⁇ 6V, comprising titanium, aluminum, vanadium and traces of carbon, iron, oxygen and nitrogen), nickel-based superalloy such as Inconel, aluminum alloy.
• the spar 6 may comprise a composite material comprising a fibrous reinforcement densified by a matrix.
• the matrix of the spar 6 typically comprises an organic material (thermosetting, thermoplastic or elastomer) or a carbon matrix.
• the matrix comprises a plastic material, typically a polymer, for example epoxy, bismaleimide or polyimide.
• the fibers of the fibrous reinforcement of the spar 6 comprise at least one of the following materials: carbon, glass, basalt, aramid, polypropylene and/or ceramic.
• the fibrous reinforcement of the spar 6 may comprise woven (two-dimensional or three-dimensional), braided, knitted or laminated fibrous arrangements.
• the matrix of the spar 6 and the matrix of the composite material structure of the blade 2000, 2700 may where appropriate be identical.
• the fibers of the fibrous reinforcement of the spar 6 can be made of a material identical to or different from the fibers of the fibrous reinforcement of the composite material structure of the blade 2000, 2700.
• the spar 6 is preferably made of composite material with an organic matrix epoxy reinforced with 3D woven carbon fibers with the warp direction mainly oriented radially and the weft mainly oriented along the chord of blade 4 at the height of the aerodynamic vein.
• the spar 6 can also be a more mechanically advantageous assembly of different organic matrix composite materials (thermosetting, thermoplastic or elastomer) reinforced with long fibers (carbon, glass, aramid, polypropylene) according to several fibrous arrangements (woven, braided, knitted). , unidirectional).
• the filling part 7 is placed within the aerodynamic profile structure of the blade 4 and surrounds the spar 6.
• the filling part 7 can be made of a material comprising internal cavities, such as a foam of organic origin (polyethacrylimide, polyethylene terephthalate (PET), polyvinyl chloride (PVC), polyetherimide (PEI), polyvinyl, carbon, polyisocyanurate, polyurethane, etc.) or metallic (in particular aluminum alloy), or even a nest Nomex® type bees, made of Kevlar, fiberglass or even aluminum.
• the filling part 7 is covered with a skin of composite material with an organic matrix 400 to increase the resistance of the blade 2000, 2700 to impact.
• leading edge 44 of the aerodynamic profile can be reinforced by a shield 8 attached and fixed, for example by gluing.
• the shield 8 can be titanium or titanium alloy, stainless steel, steel, aluminum, nickel, etc. Element of
• Figure 4 and Figure 5 illustrate a heating element 9 configured to heat the blade 2000, 2700
• Figure 6 illustrates that the heating element 9 is attached and fixed on the blade 2000, 2700 by being embedded in the matrix of the composite material structure.
• the fan blades 2000 20 and the rectifier blades 2700 27 are particularly sensitive to the phenomenon of ice accretion and/or frost, and it is therefore particularly advantageous for the heating element 9 to be attached and fixed to this type of blade. dawn 2000, 2700.
• the heating element 9 is distinct from the fibrous reinforcement of the composite material structure, on which it is attached and fixed.
• the heating element 9 can be sewn onto the fibrous reinforcement, preferably with stitching at the ends of the heating element 9, or glued, or even be fixed to the fibrous reinforcement by means of inserts, for example Parisian bug type.
• the heating element 9 comprises a support 90 and a heating member 92.
• the heater 92 is configured to heat the blade 2000, 2700.
• the heater 92 operates on electrical energy and heats the blade 2000, 2700 by Joule effect by dissipating the electric current circulating through it.
• the heating member 92 can also be of chemical type, and provide heat by chemical reaction of internal components of the heating member 92, or hydraulic, and provide heat by thermal conduction d a heat transfer fluid circulating through the heating member 92.
• Figure 4 and Figure 5 illustrate that the heating member 92 comprises an electrically conductive portion 920, which is configured to heat the blade 2000, 2700.
• the electrically conductive portion 920 can take the form of a coil, as illustrated in Figure 4, in order to optimize the distribution of the heat produced by the heating member 92.
• the coil comprises a certain number of wire portions electrical which are angled, identical or not to each other, and connected to each other, for example by being integral with each other, that is to say by being obtained in one piece from each other with the others.
• the heating member 92 comprises a metal, such as copper, because it is a material which conducts heat well.
• the patterns, material and section of the electrically conductive elements in the electrically conductive portion 920 are parameters which can be adjusted according to the heating requirement. It is nevertheless appropriate that the heating member, and therefore the electrical wires which compose it if necessary, are sufficiently flexible to adapt to the shape of the blade 2000, 2700.
• the support 90 is permeable to the matrix, that is to say it is configured to be impregnated by the matrix.
• the support 90 is configured to electrically insulate the electrically conductive portion 920 from the fibrous reinforcement, which is generally electrically conductive. This prevents the creation of current loops in the blade 2000, 2700, which could damage it.
• the support 90 comprises a first layer 901 and a second layer 902, the heating member 92 being positioned between the first layer 901 and the second layer 902. This makes it possible to improve the electrical insulation of the heating member 92 with respect to the fibrous reinforcement.
• At least one of the first layer 901 and the second layer 902 may comprise a woven portion and/or a knitted portion, which make it possible to obtain the required permeability to the matrix, because it has a sufficient porosity.
• at least one of the first layer 901 and the second layer 902 may comprise a marquisette fabric, typically in knitted knit, which is illustrated in Figure 4, whose permeability to the matrix is optimal, c that is to say that it has meshes that are sufficiently wide so that the matrix flow is not disturbed, and sufficiently narrow to guarantee the electrical insulation of the electrically conductive portion 920.
• Disposed mesh fabrics are made from of chain loops formed lengthwise and interwoven across the width of the knitting.
• the support 90 can comprise any polymer which is not electrically conductive and also sufficiently resists heat, that is to say it does not deteriorate for temperatures ranging from 50 °C to 100°C.
• both of the first layer 901 and the second layer 902 are as described above, or are even identical.
• the heating member 92 is of the electrical type, as visible in Figure 4 and in Figure 5, it is possible to provide an electrical connection element 94 configured to electrically connect the electrically conductive portion 920 of the heating member 92 to an electrical power source 96.
• This electrical connection element 94 can extend outside the support 90, typically along the foot 5 of the blade 2000, 2700. Therefore, to prevent the electrical connection element 94 from establishing electrical contact with the fibrous reinforcement, it is possible to provide a sheath 98 electrically insulating element receiving the electrical connection element 94 so as to electrically insulate the electrical connection element 94 from the fibrous reinforcement.
• the heating element 9 can take the form of a mat integrated into the blade 2000, 2700, at the level of all or part of an external surface of the blade 2000, 2700
• the shape of the carpet is however not restrictive, since it is entirely possible to consider different patches, distributed over the entire surface of the blade 2000, 2700.
• a heating element 9 configured to dissipate a greater quantity of heat, typically whose electrically conductive portion 920 sees a greater electrical power circulate, than it dissipated by the Joule effect, for example whose electrically conductive portion 920 comprises thicker electrical wires.
• an electrical network (with a power supply and an electrical connection element 94) per heating member 92 or, on the contrary, a single electrical network connected to all of the heating members, but where the surface density of the electrical wires of the different heating elements varies according to their positioning on the blade 2000, 2700.
• ice accretion is generally more frequent and greater at the level of a portion of the blade 4 which is close to the root 5 of dawn 2000, 2700.
• the electrical network of the heating member 92 is therefore denser than at the head 50 of dawn 2000, 2700 where accretion is rarer, due to the speeds reached during the rotation of the blade 2000, 2700 around the longitudinal axis XX.
• Different heating elements 9 can therefore be provided on the surface of the blade 2000, 2700, preferably being distributed with a different density depending on their position within the blade 2000, 2700.
• the density of the heating elements 9 corresponds here to the number of heating elements 9 per unit of space, this unit being able to be surface or volume.
• a method E for manufacturing a blade 2000, 2700 for engine 2 as previously described generally comprises the production E1 of the fibrous reinforcement, the fixing E2 of the heating element 9 on the fibrous reinforcement and the E3 solidification of the matrix.
• One way of carrying out this manufacturing process consists of using a vacuum resin injection process called the RTM process (for “Resin Transfer Molding” in Anglo-Saxon terminology) or even V ⁇ RTM (for “Vacuum Assisted Resin Transfer Molding” in Anglo-Saxon terminology).
• This process generally consists of preparing a fibrous preform by three-dimensional weaving then placing this preform in a mold and injecting a polymerizable resin such as an epoxy resin, which is the matrix which will impregnate the preform, while maintaining possibly reduced pressure during impregnation (in the case of V ⁇ RTM).
• a polymerizable resin such as an epoxy resin
• the leading edge 44 of the blade 4 is reinforced by the shield 8, preferably metallic, which is attached and fixed, for example by gluing.
• Polymerization is a form of E3 solidification of the matrix, as is also thermosetting.
• the E3 solidification of the matrix may or may not require the addition of external heat.
• manufacturing process E includes a cooking step.
• other E3 solidification processes of the matrix are possible, which depend in particular on the composition of the matrix.
• the heating element 9 can typically be attached and fixed E3 on the fibrous reinforcement within the mold, typically by gluing, before the matrix is injected, so that it can impregnate both the fibrous reinforcement and the heating element 9. This is however not limiting, since the heating element 9 can also be attached and fixed to the fibrous reinforcement after the latter has been impregnated by the matrix, the heating element 9 then being impregnated by the matrix before its solidification E3.
• the position of the heating element 9 on the fibrous reinforcement can be controlled by means of a laser.
• the heating element 9 and the fibrous reinforcement are impregnated by the matrix in the mold. This is however not limiting, since it is also possible to pre-impregnate the heating element 9 and/or the fibrous reinforcement with the matrix, then to attach and fix the heating element 9 to the fibrous reinforcement, before E3 solidification of the matrix.
• the manufacture of the spar 6 can, for its part, involve several specific processes such as, for example, machining, forging, forming, foundry or even additive manufacturing (3D printing). If necessary, the spar 6 and the filling part 7 are inserted within the composite material structure before the solidification step E3 of the matrix, typically by baking.
• Steps for checking the blade 2000, 2700 can be provided in order to check its mechanical strength before fixing it to the hub 2001, 2701.
• this eliminates the need to use a heating mat attached and fixed on part of the external surface of the blade, typically between the blade and the protective shield attached and fixed on the leading edge of the blade. dawn. Removing such a heating mat makes it possible to obtain a blade which does not have any extra thickness, which would be likely to penalize the aerodynamic properties of the blade or to limit the possibility of using the protective shield, since the adhesion at the level of the excess thickness would be lower. And a degraded arrangement of the protective shield would compromise the mechanical strength of the blade, especially in the event of impact from a foreign body. Additionally, the heating element is less susceptible to corrosion than the heating mat would be. Finally, the blade manufacturing process is simpler and less expensive than bringing in and attaching a heating mat, because it is more easily repeatable on a large scale.
• an aircraft can also include other parts comprising a composite material structure, which can also integrate a heating element, an electrical connection element and/or an electrically insulating sheath as previously described.
• Such parts may be parts of the fuselage of the aircraft or the nacelle.
• composite material parts can be manufactured according to the manufacturing process previously described.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Materials Engineering (AREA)
• Composite Materials (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)
• Moulding By Coating Moulds (AREA)
• Reinforced Plastic Materials (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=82100675

Family Applications (1)

Country Status (4)

Citations (1)

Family Cites Families (4)

• 2022
  • 2022-03-14 FR FR2202211A patent/FR3133374B1/fr active Active
• 2023
  • 2023-03-14 EP EP23714792.1A patent/EP4493460A1/de active Pending
  • 2023-03-14 CN CN202380027964.2A patent/CN118891194A/zh active Pending
  • 2023-03-14 WO PCT/FR2023/050332 patent/WO2023175265A1/fr not_active Ceased

Patent Citations (1)

Also Published As

Similar Documents

Legal Events