Strength analysis of composite bypass casing of aero-engine in adhesive bonded repair
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摘要:
航空发动机结构复材化是发动机减轻质量的主要途径。针对复合材料外涵机匣服役后的损伤特点，选用胶接修复工艺进行机匣修补。研究了不同胶接修复方法的修复效果和适用范围。基于三维渐进损伤方法，使用Abaqus软件建立了复合材料外涵机匣典型件胶接修复模型，对机匣危险区域损伤孔边和翻边处模拟了复合材料损伤的产生和演化，预测了使用填胶修复和预浸料修复的典型件模型静拉伸强度和实际机匣模型的静压缩强度。结果表明：损伤深度不超过厚度的10%时采用填胶修复以恢复气动外形，损伤深于厚度的10%至贯穿时预浸料修复能同时恢复机匣的强度和刚度。
Abstract:The application of composite materials is the main way to reduce aero-engine mass. Adhesive bonded repair was used to repair the damage of composite bypass casing of aero-engine, which was caused by different load cases and environmental conditions. A finite element model based on three-dimensional progressive damage method was constructed by Abaqus for the composite bypass casing of aero-engine of adhesive bonded repair, which simulated the propagation and evolution of composite material damage near holes and flanges, and predicted the static tensile and compression strength of resin-injection repair and scarf repair. Results showed that resin-injection was applied to repair the aerodynamic shape when the damage did not exceed 10% of the thickness while scarf repair was used to regain the static strength when the damage exceeded 10% of the thickness to penetration.
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Key words:
- adhesive bonded repair /
- composite /
- bypass casing of aero-engine /
- progressive damage method /
- strength
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图 3 不同磨损损伤深度的典型件位移-载荷曲线
Figure 3. Displacement-load curves of typical parts with different wear damage depths
图 4 损伤深度对剩余强度和失效位移的影响
Figure 4. Influence of damage depth on residual strength and failure displacement
图 5 拉伸载荷下典型件各类损伤单元个数
Figure 5. Number of various damage elements of typical parts under tensile load
图 6 采用两种修复方式的典型件位移-载荷曲线
Figure 6. Displacement-load curves of typical parts of two repaired plans
图 7 复合材料外涵机匣有限元模型
Figure 7. Finite element model of composite bypass casing of aero-engine
图 8 复材机匣损伤前后与修补后位移-载荷曲线
Figure 8. Displacement-load curves of composite bypass casing before and after being repaired
图 9 压缩载荷下机匣各类损伤单元个数
Figure 9. Number of damage elements of bypass casing ofaero-engine under compression load
表 1 材料属性折减方案
Table 1. Material property reduction plan
失效模式 折减规则 纤维拉伸 ${E}_{1}={E}_{2}={E}_{3}$=0 MPa， ${\nu }_{12}={\nu }_{13}={\nu }_{23}$=0， $G_{12}={G}_{13}={G}_{23}$=0 MPa 基体开裂 ${E_2} $=0 MPa， ${G_{12}} = {G_{23}} $=0 MPa 基体纤维剪切 ${G_{12}} $=0 MPa， ${\nu _{12} }$=0 分层 ${E_3} $=0 MPa， ${\nu _{13} } = {\nu _{23} }$=0， ${G_{13}} = {G_{23}} $=0 MPa 
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表 2 T300/BMP*的力学性能
Table 2. Mechanical properties of T300/BMP*
参数 数值 弹性常数 E1t/GPa 100 E2t/GPa 10 E1c/GPa 100 E2c/GPa 10 G12/GPa 10 ${\nu _{12} }$ 0.4 强度 Xt/MPa 1000 Xc/MPa 1000 Yt/MPa 100 Yc/MPa 100 S/MPa 100 注：表中数据为研究所试验数据模糊处理后结果。
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表 3 含损伤典型件纤维断裂损伤演化过程
Table 3. Fiber breakage evolution of typical parts with damage
位移/% $0\text{°}$铺层 $45\text{°}$铺层 40 
46.7 
66.7 
80 
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表 4 含损伤典型件基体开裂损伤演化过程
Table 4. Matrix cracking evolution of typical parts with damage
位移/% $45\text{°}$铺层 $90\text{°}$铺层 33.3 
46.7 
66.7 
80 
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表 5 两种修复方案0°铺层纤维断裂损伤演化
Table 5. Fiber breakage damage evolution of 0° layer in two repaired plans
位移/% 状态 预浸料修复 填胶修复 46.7 损伤
起始
73.3 到达
承载
极限
86.7 填胶
修复
结构
破坏
93.3 预浸料
修复
结构
破坏
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表 6 两种修复方案90°铺层基体开裂损伤演化
Table 6. Matrix cracking damage evolution of 90° layer in two repaired plans
位移/% 状态 预浸料修复 填胶修复 46.7 损伤
起始
73.3 到达
承载
极限
86.7 填胶
修复
结构
破坏
93.3 预浸料
修复
结构
破坏
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表 7 复材机匣修复前后基体开裂损伤演化
Table 7. Matrix cracking damage evolution of composite bypass casing of aero-engine before and after being repaired
损伤前 损伤后 预浸料修复后 
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表 8 复材机匣修复前后分层损伤演化
Table 8. Delamination damage evolution of composite bypass casing of aero-engine before and after being repaired
损伤前 损伤后 预浸料修复后 
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表 9 复材机匣修复前后最大主应力分布
Table 9. The maximum principal stress distribution of composite bypass casing of aero-engine before and after being repaired
铺层角度/（°） 损伤后 预浸料修复后 0 
45 
−45 
90 
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