CN114889157A - 一种发动机壳体与喷管一体化结构及其制备方法 - Google Patents
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Abstract
本发明公开了一种发动机壳体与喷管一体化结构及其制备方法,由前封头、缠绕层、后裙、后封头、喷管和筒身段绝热层构成,所述缠绕层为主承压结构,位于所述前封头、筒身段绝热层和后封头外侧,所述后裙位于发动机尾部,连接尾段,所述后封头为模压结构,主要用于绝热和安装喷管,喷管安装于后封头上。本发明涉及航空航天领域技术领域。该发动机壳体与喷管一体化结构及其制备方法解决了现有的发动机的消极重量较高、降发射成本较高、射程小、可靠性与机动性较低的问题。
Description
技术领域
本发明涉及航空航天领域技术领域,具体为一种发动机壳体与喷管一体化结构及其制备方法。
背景技术
自20世纪80年代以来,多种战术导弹如美国三叉戟潜地弹道导弹、俄罗斯“SS-25”洲际导弹、日本“M-5”火箭、欧洲“阿里安5”和法国“M51”洲际导弹等的固体发动机壳体开始使用纤维增强复合材料,壳体通过金属接头与喷管上的金属法兰连接。进入21世纪,以美国、俄罗斯等为代表的航天强国已转向复合材料发动机壳体喷管一体化技术,并拥有多型号具有壳体喷管一体化发动机的高性能武器***,其消极重量在传统复合材料发动机壳体的基础上继续降低10%。
因受国际封锁,我国碳纤维复合材料应用较晚,近年来,快舟十一号固体运载火箭与巨浪3潜地导弹成功研制并发射,两者的发动机壳体均采用了高性能碳纤维复合材料缠绕技术,但仍是采用传统金属连接方式,国内碳纤维复合材料壳体喷管一体化技术还在摸索未能突破。相对于传统壳体与喷管分体式的结构,壳体与喷管一体化结构可以减少消极重量、增加射程、提高可靠性与机动性。
发明内容
(一)解决的技术问题
针对现有技术的不足,本发明提供了一种发动机壳体与喷管一体化结构及其制备方法,解决了现有的发动机的消极重量较高、降发射成本较高、射程小、可靠性与机动性较低的问题。
(二)技术方案
为实现以上目的,本发明通过以下技术方案予以实现:一种发动机壳体与喷管一体化结构及其制备方法,由前封头、缠绕层、后裙、后封头、喷管和筒身段绝热层构成,所述缠绕层为主承压结构,位于所述前封头、筒身段绝热层和后封头外侧,所述后裙位于发动机尾部,连接尾段,所述后封头为模压结构,主要用于绝热和安装喷管,所述喷管安装于后封头上,所述筒身段绝热层位于壳体内侧。
优选的,所述前封头为橡胶金属夹层结构,夹层为钛合金机加接头,接头上设置有连接点火器的盲孔螺纹。
优选的,所述缠绕层为碳纤维环氧树脂复合材料,使用芯模作为模具,
湿法缠绕,烘箱加热固化成型。
优选的,所述后裙由复合材料裙体与金属角盒组成。
优选的,所述后封头由绝热底层、粘接层、隔离层和人工脱粘层组成,绝热底层、粘接层和人工脱粘层为三元乙丙橡胶,隔离层为聚四氟乙烯脱模布。
优选的,所述喷管由收敛段、背衬、喉衬和扩张段组成,收敛段、背衬和扩张段为碳/酚醛复合材料,喉衬为C/C复合材料。
优选的,所述筒身段绝热层为三元乙丙橡胶,填料为石棉或二氧化硅。
优选的,所述复合材料裙体为碳纤维环氧树脂复合材料,使用金属模具,采用真空热压罐成型,角盒为钛合金机加成型,所述复合材料裙体上开有电缆过线孔和止裂槽。
优选的,所述喷管先模压成型喉衬,然后将喉衬作为镶嵌件,与收敛段、背衬和扩张段再次整体模压成型。
优选的,其制造过程和制备方法如下:
步骤一、前封头:使用TC4锻件机加前封头1上的钛合金机加接头,然后将接头作为镶嵌件,与三元乙丙橡胶整体模压成型;
步骤二、后裙:
d.在金属阳模上,按照设计的铺层数量与角度铺放碳纤维环氧树脂复合材料预浸料,经过真空袋热压罐高温固化成型复合材料裙体,然后机加止裂槽和电缆过线孔;
e.使用TC4板材机加角盒;
f.通过装配型架装配复合材料裙体和角盒;
步骤三、后封头;使用三元乙丙橡胶作为绝热底层、粘接层、隔离层和人工脱粘层的材料,用聚四氟乙烯脱模布作为隔离层的材料,经过钢制组合模具模压成型;
步骤四、喷管:使用碳纤维编织喉衬的预制体,酚醛树脂经过多次浸渍、固化和固相裂解,最后热处理形成预定密度的C/C复合材料喉衬;然后将喉衬作为镶嵌件,使用碳/酚醛复合材料预浸料作为收敛段、背衬和扩张段的模压料片,再次整体模压成型;
步骤五、第一次缠绕:在芯模上铺贴脱模布,将前封头、后封头、喷管安装于芯模上,先使用三元乙丙橡胶铺贴筒身段绝热层,然后使用碳纤维和环氧树脂湿法缠绕内侧缠绕层,环向缠绕与螺旋缠绕交替进行,缠绕结束后用烘箱固化内侧缠绕层;
步骤六、装裙:使用裙定位工装安装后裙;
步骤七、第二次缠绕:使用碳纤维和环氧树脂湿法环向缠绕外侧缠绕层,缠绕结束后用烘箱固化外侧缠绕层;
整体机加:使用机床将复合材料裙体的端面和角盒的安装孔机加到设计要求的尺寸精度。
有益效果
本发明提供了一种发动机壳体与喷管一体化结构及其制备方法。具备以下有益效果:
(1)、该发动机壳体与喷管一体化结构及其制备方法,本申请消极重量更少,降低反射成本。相对于钢壳体,减重50%以上;相对于复合材料壳体与喷管分体式的结构,减重7%以上。消极重量的减少,将大幅降低火箭或导弹的发射成本,增加射程,提高机动性。
(2)、该发动机壳体与喷管一体化结构及其制备方法,本申请的可靠性更高。本申请的零件数量少,将后封头与喷管融为一体,减少了机械连接,消除了需要密封的活动面,降低了泄压风险,可靠性更高,本申请是由复合材料发动机壳体与喷管一体化结构,可以减少消极重量、降低发射成本、增加射程、提高可靠性与机动性。
附图说明
图1为本发明的轴侧图;
图2为本发明的剖视图;
图3为本发明的后裙轴侧图;
图4为本发明的壳体与喷管一体化的局部剖视图。
图中:1、前封头;2、缠绕层;2-1、外侧缠绕层;2-2、内侧缠绕层;3、后裙;3-1、复合材料裙体;3-2、止裂槽;3-3、电缆过线孔;3-4、角盒;4-1、绝热底层;4-2、粘接层;4-3、隔离层;4-4、人工脱粘层;5-1、收敛段;5-2、背衬;5-3、喉衬;5-4、扩张段;6、筒身段绝热层。
具体实施方式
下面将结合本发明实施例中的附图,对本发明实施例中的技术方案进行清楚、完整地描述。
请参阅图1-4,本发明提供一种技术方案:
实施例一:一种发动机壳体与喷管一体化结构及其制备方法,由前封头1、缠绕层2、后裙3、后封头4、喷管5和筒身段绝热层6构成,缠绕层2为主承压结构,位于前封头1、筒身段绝热层6和后封头4外侧,后裙3位于发动机尾部,连接尾段,后封头4为模压结构,主要用于绝热和安装喷管5,喷管5安装于后封头4上,筒身段绝热层6位于壳体内侧。前封头1为橡胶金属夹层结构,夹层为钛合金机加接头,接头上设置有连接点火器的盲孔螺纹。缠绕层2为碳纤维环氧树脂复合材料,使用芯模作为模具,湿法缠绕,烘箱加热固化成型。后裙3由复合材料裙体3-1与金属角盒3-4组成。后封头4由绝热底层4-1、粘接层4-2、隔离层4-3和人工脱粘层4-4组成,绝热底层4-1、粘接层4-2和人工脱粘层4-4为三元乙丙橡胶,隔离层4-3为聚四氟乙烯脱模布。
实施例二:本实施与实施例一的区别在于,其中,喷管5由收敛段5-1、背衬5-2、喉衬5-3和扩张段5-4组成,收敛段5-1、背衬5-2和扩张段5-4为碳/酚醛复合材料,喉衬5-3为C/C复合材料。筒身段绝热层6为三元乙丙橡胶,填料为石棉或二氧化硅。复合材料裙体3-1为碳纤维环氧树脂复合材料,使用金属模具,采用真空热压罐成型,角盒3-4为钛合金机加成型,复合材料裙体3-1上开有电缆过线孔3-3和止裂槽3-2。喷管5,先模压成型喉衬5-3,然后将喉衬5-3作为镶嵌件,与收敛段5-1、背衬5-2和扩张段5-4再次整体模压成型。其制造过程和制备方法如下:
步骤一、前封头1:使用TC4锻件机加前封头1上的钛合金机加接头,然后将接头作为镶嵌件,与三元乙丙橡胶整体模压成型;
步骤二、后裙3:
g.在金属阳模上,按照设计的铺层数量与角度铺放碳纤维环氧树脂复合材料预浸料,经过真空袋热压罐高温固化成型复合材料裙体3-1,然后机加止裂槽3-2和电缆过线孔3-3;
h.使用TC4板材机加角盒3-4;
i.通过装配型架装配复合材料裙体3-1和角盒3-4;
步骤三、后封头4;使用三元乙丙橡胶作为绝热底层4-1、粘接层4-2、隔离层4-3和人工脱粘层4-4的材料,用聚四氟乙烯脱模布作为隔离层4-3的材料,经过钢制组合模具模压成型;
步骤四、喷管5:使用碳纤维编织喉衬5-3的预制体,酚醛树脂经过多次浸渍、固化和固相裂解,最后热处理形成预定密度的C/C复合材料喉衬5-3;然后将喉衬5-3作为镶嵌件,使用碳/酚醛复合材料预浸料作为收敛段5-1、背衬5-2和扩张段5-4的模压料片,再次整体模压成型;
步骤五、第一次缠绕:在芯模上铺贴脱模布,将前封头1、后封头4、喷管5安装于芯模上,先使用三元乙丙橡胶铺贴筒身段绝热层6,然后使用碳纤维和环氧树脂湿法缠绕内侧缠绕层2-2,环向缠绕与螺旋缠绕交替进行,缠绕结束后用烘箱固化内侧缠绕层2-2;
步骤六、装裙:使用裙定位工装安装后裙3;
步骤七、第二次缠绕:使用碳纤维和环氧树脂湿法环向缠绕外侧缠绕层2-1,缠绕结束后用烘箱固化外侧缠绕层2-1;
整体机加:使用机床将复合材料裙体3-1的端面和角盒3-4的安装孔机加到设计要求的尺寸精度。
工作时,前封头安装点火器,壳体内部填充药柱,后封头安装喷管,后裙连接尾段。前封头、筒身段绝热层与后封头一起构成壳体的内绝热,内绝热具有导热系数和热扩散系数小,比热容大,高得有效烧蚀热等特性,通过隔热和“烧蚀机理”来保护壳体;封头上有人工脱粘层,可以降低温度载荷下发动机两端的应力集中水平;缠绕层为主承压结构,主要承受高压、推力、惯性力、热应力及冲击振动等载荷;喷管具有良好的隔热性能,可以承受高温高速气流的烧蚀和冲刷,同时具有足够的热强度以产生推力。
需要说明的是,在本文中,诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来,而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。
Claims (10)
1.一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:由前封头(1)、缠绕层(2)、后裙(3)、后封头(4)、喷管(5)和筒身段绝热层(6)构成,所述缠绕层(2)为主承压结构,位于所述前封头(1)、筒身段绝热层(6)和后封头(4)外侧,所述后裙(3)位于发动机尾部,连接尾段,所述后封头(4)为模压结构,主要用于绝热和安装喷管(5),所述喷管(5)安装于后封头(4)上,所述筒身段绝热层(6)位于壳体内侧。
2.根据权利要求1所述一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:所述前封头(1)为橡胶金属夹层结构,夹层为钛合金机加接头,接头上设置有连接点火器的盲孔螺纹。
3.根据权利要求1所述一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:所述缠绕层(2)为碳纤维环氧树脂复合材料,使用芯模作为模具,湿法缠绕,烘箱加热固化成型。
4.根据权利要求1所述一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:所述后裙(3)由复合材料裙体(3-1)与金属角盒(3-4)组成。
5.根据权利要求1所述一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:所述后封头(4)由绝热底层(4-1)、粘接层(4-2)、隔离层(4-3)和人工脱粘层(4-4)组成,绝热底层(4-1)、粘接层(4-2)和人工脱粘层(4-4)为三元乙丙橡胶,隔离层(4-3)为聚四氟乙烯脱模布。
6.根据权利要求1所述一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:所述喷管(5)由收敛段(5-1)、背衬(5-2)、喉衬(5-3)和扩张段(5-4)组成,收敛段(5-1)、背衬(5-2)和扩张段(5-4)为碳/酚醛复合材料,喉衬(5-3)为C/C复合材料。
7.根据权利要求1所述一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:所述筒身段绝热层(6)为三元乙丙橡胶,填料为石棉或二氧化硅。
8.根据权利要求1所述一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:所述复合材料裙体(3-1)为碳纤维环氧树脂复合材料,使用金属模具,采用真空热压罐成型,角盒(3-4)为钛合金机加成型,所述复合材料裙体(3-1)上开有电缆过线孔(3-3)和止裂槽(3-2)。
9.根据权利要求6所述一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:所述喷管(5),先模压成型喉衬(5-3),然后将喉衬(5-3)作为镶嵌件,与收敛段(5-1)、背衬(5-2)和扩张段(5-4)再次整体模压成型。
10.根据权利要求1至9所述的一种发动机壳体与喷管一体化结构及其制备方法,其特征在于:
其制造过程和制备方法如下:
①前封头(1):使用TC4锻件机加前封头1上的钛合金机加接头,然后将接头作为镶嵌件,与三元乙丙橡胶整体模压成型;
②后裙(3):
a.在金属阳模上,按照设计的铺层数量与角度铺放碳纤维环氧树脂复合材料预浸料,经过真空袋热压罐高温固化成型复合材料裙体(3-1),然后机加止裂槽(3-2)和电缆过线孔(3-3);
b.使用TC4板材机加角盒(3-4);
c.通过装配型架装配复合材料裙体(3-1)和角盒(3-4);
③后封头(4);使用三元乙丙橡胶作为绝热底层(4-1)、粘接层(4-2)、隔离层(4-3)和人工脱粘层(4-4)的材料,用聚四氟乙烯脱模布作为隔离层(4-3)的材料,经过钢制组合模具模压成型;
④喷管(5):使用碳纤维编织喉衬(5-3)的预制体,酚醛树脂经过多次浸渍、固化和固相裂解,最后热处理形成预定密度的C/C复合材料喉衬(5-3);然后将喉衬(5-3)作为镶嵌件,使用碳/酚醛复合材料预浸料作为收敛段(5-1)、背衬(5-2)和扩张段(5-4)的模压料片,再次整体模压成型;
⑤第一次缠绕:在芯模上铺贴脱模布,将前封头(1)、后封头(4)、喷管(5)安装于芯模上,先使用三元乙丙橡胶铺贴筒身段绝热层(6),然后使用碳纤维和环氧树脂湿法缠绕内侧缠绕层(2-2),环向缠绕与螺旋缠绕交替进行,缠绕结束后用烘箱固化内侧缠绕层(2-2);
⑥装裙:使用裙定位工装安装后裙(3);
⑦第二次缠绕:使用碳纤维和环氧树脂湿法环向缠绕外侧缠绕层(2-1),缠绕结束后用烘箱固化外侧缠绕层(2-1);
整体机加:使用机床将复合材料裙体(3-1)的端面和角盒(3-4)的安装孔机加到设计要求的尺寸精度。
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