The main requirements for these parts are the specified dynamic and endurance properties to provide the aerodynamic quality and reliability of the aircraft assembly at the different flight conditions with limited part weight. The glass/carbon fiber composites are widely used in the design of various aircraft and rotorcraft components such as stringers, the spars of the rotor blades, the stiffened panels of the wings and stabilizers, which have predominantly a thin-walled geometry and are made of composite laminates that most often are adopted as orthotropic. The choice of the most preferred design is made by discarding the solutions with sharply degraded structural rigidity at least at one load scenario. The better solutions are then studied by using the finite element model of the structure for three most critical load scenarios. The search of the pseudo-optimal design includes the analysis of all moduli angular distributions for each lay-up stacking. The wall thickness, lay-up scheme, and the total number of layers for each modeled design are assumed as unchanged along the tube, whereas its mechanical properties are considered as homogenized and dependent on the lamina properties and lay-up scheme only. To reduce the total strain energy and peak von Mises stress, the search of the best lay-up scheme and its angles is performed. The operational loads include the bending forces and the distributed torques. In this chapter, we consider a cantilevered long tube-like composite structure with varied cross-section that is manufactured by winding of glass fiber unidirectional tape. Usually, such parts are manufactured using composites with orthotropic symmetry, which provides the best combination of structural rigidity, strength, and weight. Many aircraft composite structures experiencing the high operational loads must have the specified mechanical stiffness to prevent some structural failure due to the inadmissible deformations.
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