Method for manufacturing of at least one part of an engine component by means of a blank of intumescent material

Abstract

A method for manufacturing at least one part of an engine component by means of a blank from an intumescent material, which contains at least one fibrous matrix of organic and/or inorganic fibers and an intumescent substance, is provided. The blank is created from the intumescent material with a three-dimensional structure that is already adjusted with respect to its contours to the contours of the part of the engine component to be manufactured and the blank comprising the three-dimensional structure is impregnated through a hardening resin, and is connected, prior to or after the impregnation, to at least one support material that is also already adjusted to the contours of the part to be manufactured and at least partially forms the engine component together with the blank connected thereto.

Claims

1. A method for manufacturing a part of an engine component, comprising: providing a blank made from a batt of an intumescent material that contains at least one fibrous matrix that includes an intumescent substance and at least one chosen from organic fibers and inorganic fibers; forming the blank from the intumescent material with a three-dimensional structure having contours adjusted with respect to contours of the part of the engine component; impregnating the blank that comprises the three-dimensional structure with a curing resin and curing the resin to maintain the three-dimensional structure and to seal the intumescent material; and prior to or after the impregnation, connecting the blank to a support material having contours also adjusted to the contours of the part of the engine component, the support material and blank connected thereto at least partially forming the engine component.

2. The method according to claim 1, and further comprising performing at least one chosen from reshaping, separating and removing sections of the batt for creating the three-dimensional structure.

3. The method according to claim 1, wherein sections of the batt are at least one chosen from sawn and woven together with at least one chosen from each other and with sections of a further intumescent material for creating the three-dimensional structure.

4. The method according to claim 1, and further comprising manufacturing the blank with a molding tool which is adjusted to have contours corresponding to contours of the part of the engine component to be manufactured, and to which fibers for the fibrous matrix dispersed inside a dispersion attach.

5. The method according to claim 4, and further comprising providing that the molding tool has a water-permeable grid structure or screen structure.

6. The method according to claim 4, and further comprising immersing the molding tool in the dispersion.

7. The method according to claim 4, and further comprising providing that the dispersion is an aqueous suspension that contains, the intumescent substance, a binding agent and the at least one chosen from the organic fibers and the inorganic fibers.

8. The method according to claim 1, and further comprising: stacking the blank and the support material on top of each other prior to the impregnation, and applying a pressure to compress at least the intumescent material of the blank, and holding the intumescent material in a compressed shape and sealing off the intumescent material against entry of liquid through the curing resin.

9. The method according to claim 8, and further comprising heating the blank and the support material up to at least a minimum temperature for the impregnation with the resin.

10. The method according to claim 9, and further comprising applying the pressure to compress at least the intumescent material before the minimum temperature is reached.

11. The method according to claim 8, and further comprising using an autoclave to apply the pressure to compress at least the intumescent material.

12. The method according to claim 1, and further comprising providing that the blank from the intumescent material has a wall thickness of less than 4.2 mm.

13. The method according to claim 1, and further comprising providing that a wall thickness of a layer formed from the intumescent material does not exceed 2.3 mm in the manufactured engine component.

14. The method according to claim 13, and further comprising providing that the wall thickness is in a range of 0.4 mm to 1.5 mm.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Possible embodiment variants of the solution according to the invention are illustrated by way of example based on the accompanying Figures.

(2) FIG. 1 shows, in a schematic manner and in a cross-sectional view, a gas turbine engine in the form of a turbofan engine, with a composite component (composite laminate) manufactured according to the invention being used at its engine components.

(3) FIG. 2 shows a more detailed rendering of the engine of FIG. 1 in perspective view, without the illustration of an engine housing.

(4) FIG. 3 shows an engine component in the form of a cladding in perspective individual view.

(5) FIG. 4 shows, in a perspective view, two side parts which the cladding of FIG. 3 is comprised of.

(6) FIG. 5 shows a blank of an intumescent material for manufacturing one of the side parts of FIG. 4, obtained from a batt of intumescent material.

(7) FIG. 6A shows, in perspective view, a molding tool formed in a manner corresponding to the side part to be manufactured and having a screen structure for manufacturing the side part for performing an alternative manufacturing variant.

(8) FIG. 6B shows an illustration of the immersion of the molding tool of FIG. 6A into an aqueous suspension containing, among other things, organic and/or inorganic fibers, an intumescent substance, as well as a binding agent for the blank to be manufactured.

(9) FIG. 6C shows two blank of intumescent material for the two side parts corresponding to FIG. 4, which are respectively manufactured with molding tools that are immersed in a dispersion.

(10) FIG. 7 shows a flow chart of an embodiment variant of a manufacturing method according to the invention.

(11) FIGS. 8A-8C show, in a schematic manner, different embodiment variants for further process steps in variants of a manufacturing method according to the invention, also illustrating different material layers for manufacturing a multi-layer composite component from the blank and at least one support material.

(12) FIG. 9 shows a diagram in which a temperature development and a pressure development for a variant of a manufacturing method according to the invention that is performed with an autoclave are indicated over time.

(13) FIG. 10 shows, in a schematic manner, a further embodiment variant for further process steps of a variant of a manufacturing method according to the invention, in which a separate resin layer between a material layer of the blank made of intumescent material and a material layer of a composite material are used as the support material for creating a composite component and a part of an engine component.

DETAILED DESCRIPTION

(14) FIG. 1 illustrates, in a schematic manner and in sectional view, a (turbofan) engine T in which the individual engine components are arranged in succession along a rotational axis or central axis M. At an inlet or intake E of the engine T, air is sucked in along an entry direction R by means of a fan F. This fan F, which is arranged in a fan housing FC, is driven via a rotor shaft RS that is set into rotation by a turbine TT of the engine T. Here, the turbine TT connects to a compressor V, which for example has low-pressure compressor 11, and a high-pressure compressor 12, as well as possibly also a medium-pressure compressor. The fan F supplies air to the compressor V, on the one hand, as well as, on the other hand, to the secondary flow channel or bypass channel B in order to create a thrust. Here, the bypass channel B extends about a core engine that comprises the compressor V and the turbine TT as well as a primary flow channel for the air that is supplied to the core engine by the fan F. Towards the outside, the bypass channel B is delimited by an engine housing N which is usually referred to as a nacelle.

(15) The air that is conveyed via the compressor V into the primary flow channel reaches a combustion chamber section BK of the core engine, where the driving power for driving the turbine TT is generated. For this purpose, the turbine TT has a high-pressure turbine 13, a medium-pressure turbine 14, and a low-pressure turbine 15. Here, the turbine TT drives the rotor shaft RS and thus the fan F by means of the energy released during combustion in order to create the required thrust by means of the air that is conveyed into the bypass channel B. The air from the bypass channel B as well as the exhausts from the primary flow channel of the core engine flow out via an outlet A at the end of the engine T. Here, the outlet A usually has a thrust nozzle with a centrally arranged outlet cone C.

(16) Based on FIG. 1 it is illustrated by way of example how the wall delimiting the bypass channel B and/or an outer shell surface of the engine housing N is constructed by means of a multi-layer composite component 2a or 2b in the area of the engine housing N. At that, a wall that delimits the bypass channel B can be provided with a fire-retardant or fireproof layer for avoiding the spreading of flames should a fire occur inside the engine T. The same applies to a casing of the core engine that is located further radially inwards. Here, too, particular parts of the housing are manufactured from a composite component and thus from a composite material, wherein such a composite component usually has at least one layer made of a fireproof or at least fire-retardant material.

(17) Based on FIG. 2, in which the engine T of FIG. 1 is shown in perspective rendering in a more detailed manner and without the engine housing N, further engine components that can be manufactured from a composite component with at least one fireproof or fire-retardant layer are illustrated by way of example. Here, it may for example be referred to the fan housing FC of the fan F, as well as to claddings VK1 and VK2 that are located inside the bypass channel B. For instance, conduits and/or electronic components can be housed in an aerodynamic manner through the claddings VK1 and VK2. For example, for this purpose a cladding component VK2 forms a trailing edge HK that is tapered in the flow direction of the fluid that is flowing inside the bypass channel B during operation of the engine. The cladding components VK1 and VK2 are usually referred to as fairings or splitter fairing.

(18) Alternatively or additionally to the above-mentioned engine components, it is also possible to manufacture claddings or housings accommodated inside a hollow space in the engine housing N from a composite component that is provided with a fireproof or fire-retardant material for the purpose of fire prevention.

(19) In principle, it is desirable to design all composite component in the engine area with thin walls and above all so as to have a low weight, of course without having to forego effective fire prevention. In this context, the solution according to the invention proposes to integrate an intumescent material into a composite component of one or multiple engine components in order to thus [provide] an effective protection from the spread of flames and/or to prevent any damage to the structural components caused by heat in the event of fire, or already in the event that a temperature exceeds a critical threshold value in an area of the engine T. Here, the advantage of an intumescent material used for this purpose so as to form at least one layer of a multi-layer engine component is that the intumescent material can be provided with a comparatively thin (wall or layer) thickness, and only shows the desired reaction in the event of fire or at least a temperature exceeding a critical threshold value, as it swells to a multiple of its original volume, thus forming an ash layer and/or sealing off certain areas.

(20) So far, the use of intumescent material is not common in the field of engines. Instead, what is used most often in buildings at this point are intumescent batts, for instance. Thus, with the solution according to the invention, the use of intumescent materials in the field of engines is to be simplified. At that, the embodiment variants of a manufacturing method according to the invention that will be explained in the following can also be used in other engine components that are to be provided with a fire prevention layer of intumescent material. Therefore, the cladding VK1 and its manufacture are illustrated more closely merely by way of example.

(21) FIG. 3 shows, in perspective view and individual depiction, the cladding VK1. In the present case, it consists of two elongated sheet-metal-like side parts 3a and 3b. These side parts 3a and 3b, that are shown individually in FIG. 4, are fixated to each other at a front and rear end for example to form the cladding VK1, for instance they are welded together. At the finished cladding VK1, each of the side parts 3a and 3b forms a side wall that delimits the interior space of the cladding VK1 inside of which electronic components and/or conduits conducting fluids are accommodated in a protecting manner, for example.

(22) In the finished cladding VK1, each of the side parts 3a, 3b has a comparatively complex three-dimensional structure with reshaped, free-punched, and/or protruding structure sections 30 to 34. For example, each side part 3a or 3b is provided with a curved end section 30, a bent edge section 31, a free-punched edge section 32, a web-like projecting connection section 33, and a connector section 34 with a passage opening. The previously mentioned sections 30 to 34 thus form structure sections of the respective side part 3a, 3b through which the respective side part 3a or 3b is provided with a complex three-dimensional contour. Retrospectively attaching a layer made of intumescent material or individual pieces made of intumescent material at the same is thus comparatively laborious and associated with high mounting effort.

(23) Now it is for example suggested in one embodiment variant to prefabricate in advance a blank 3R from intumescent material corresponding to FIG. 5, in which the contours of the side part 3b to be manufactured are already reproduced and which is connected to a support material, for example a fiber-reinforced composite laminate, to provide the required stiffness. Prior to or after the connection to the support material, which in that case is also already adjusted to the contours of the side part 3b to be manufactured, the blank is impregnated by means of a curing resin. The blank 3R and the support material can also be connected to each other in a firmly bonded and/or form-fit manner to form a composite component by means of the resin, which is for example provided between a material layer formed by the blank 3R and the support material or is introduced in a RTM, VARI or VARTM method, or through the respective resin mass.

(24) The prefabricated blank 3R of FIG. 5 is manufactured from a piece of batt 3M that in the present case is substantially rectangular. In this batt 3M, which is indicated by a dashed line in FIG. 5, the sections 30 to 34 of the side part 3b to be manufactured are reproduced. For this purpose, areas are for example cut away and thus removed, areas are bent and/or sawn together or woven together. For instance, in the area of the structure sections 33 and 32, a connection location 33.2 in the shape of a continuous seam is provided in order to lock an angled segment 33.1 of the batt 3M, by means of which the structure section 33 is later formed at the side part 3b, in the changed spatial position.

(25) In the following alternative embodiment variant that is illustrated based on FIGS. 6A, 6B and 6C, the manufacture of blank 3R, 3L from intumescent material for the two side parts 3a and 3b is not carried out by using a prefabricated semi-finished product, such as for example the batt 3M. Rather, in this case the respective blank 3R, 3L with the desired contour is obtained directly by means of a molding tool 4 and a dispersion 50.

(26) Here, a molding tool 4 that is shown by way of example in FIG. 6A imitates the shape of the side part to be manufacturedhere the side part 3bin a correspondingly precise manner. Consequently, the molding tool 4 also has structuring sections 40 to 44 which correspond to the individual structure sections 30 to 34 of the side part 3b. The molding tool 4 is water-permeable and for this purpose is configured with a grid or screen structure 400. Here, a molding tool with a screen structure is illustrated by way of example based on FIG. 6A. For this purpose, the planar material of the molding tool is provided throughout with perforations through which water can be drained.

(27) For manufacturing the blank 3R, the water-permeable molding tool 4 is immersed in a dispersion 50 stored in a container 5, corresponding to FIG. 6B. Here, the dispersion 50 is an aqueous suspension that for example contains an intumescent substance as well as a binding agent in addition to the organic and/or inorganic [fibers]. Possible compositions of the dispersion 50 can be found in EP 0 949 313 B1, for example. In the dispersion, organic fibers from polyester, nylon, aramid, acrylic resin, olefin or cellulose and/or inorganic fibers from glass, mineral wool, stone wool, slag wool, asbestos, ceramic, [zirconium dioxide], aluminum oxide or other glassy synthetic fibers are dispersed, for example. Examples of the contained binding agent can be an acrylic, butadiene, vinyl or silicone polymer as well as an intumescent substance, for example foamable graphite, vermiculite or perlite.

(28) Component parts of the intumescent material attach to the molding tool 4 immersed in the dispersion 50, wherein excess liquid can be drained through the screen structure 400 of the molding tool 4 when the molding tool 4 is taken out of the container 5. Thus, the blank 3R from intumescent material can be taken out of the molding tool 4 following a drying phase, with the blank 3R being already adjusted with respect to its contours to the contours of the side part 3b to be manufactured, so that it can be attached directly at the support material for the side part 3b or can be connected to the same to form a composite component

(29) An impregnation with resin is provided for stabilizing and sealing the intumescent material of the blank 3R or the analogously manufactured blank 3L that is also shown in FIG. 6C. At that, the blank 3R, 3L, which usually has a wall thickness of no more than 4.2 mm, can be impregnated with resin in an autoclave, for example. For obtaining a smaller layer thickness at the finished side part 3b or 3a, the material of the respective blank 3R or 3L can also be compressed prior to the impregnation with resin. In that case, the resin keeps the compressed intumescent material in its compressed shape and seals it against the entry of any liquids. Here, with a suitable compression, the thickness of a layer formed from the blank 3R or 3L of intumescent material can lie in the range of 0.4 mm to 1.5 mm, in any case below 2.3 mm, in particular below 2 mm.

(30) The basic progression of the embodiment variants for manufacturing and using a blank as shown in FIGS. 5 and 6A to 6C is clarified once more based on the flow chart of FIG. 7.

(31) In a first method step, the 3D blank 3L, 3R is made from the intumescent material, either by means of cutting, bending and/or sawing the flexible batt(s) 3M made of intumescent material, or by immersing the molding tool 4 into the aqueous suspension that contains the component parts of the intumescent material. In a following method step A2, the respective blank 3R, 3L is combined with a support material in order to create a composite component with the same that contains a layer with intumescent material. A compression of the intumescent material can be optionally provided here for the purpose of densifying it and obtaining a decreased layer thickness. Subsequently, in a next method step A3, an impregnation of the material layers stacked on top of each other and formed by the support material as well as the respective blank 3L, 3R is performed.

(32) As is in particular illustrated based on FIGS. 3 to 5 and 6C, in the present case the blank 3R or 3L prefabricated from the intumescent material already forms interfaces for connecting to the other side part 3a or 3b and for assembling the cladding VK1 by means of the structure sections 30 to 33. Also, the edge of a passage opening for passing further components into the interior of the cladding VK1 is already formed at the blank 3R, 3L (at a left end of the cladding VK1 with respect to the previously mentioned Figures). Further, at least one connection opening or connection interface for the mechanical and/or electrical connection of a further engine component at a connector section 34 is also already formed in the respective blank 3R, 3L before the combination with the support material and the impregnation with the resin is carried out.

(33) Through the use of an intumescent material, at least one layer is provided in a composite component of a part of an engine componentsuch as the side parts 3a and 3b in which preferably multiple composite materials are integratedthat increases by a multiple of its original volume if a temperature exceeds a threshold value (e.g. of 195 C.), and in particular in the event that a fire occurs inside the engine T, and in this manner provides an insulating layer in the kind of a heat shield, and/or closes areas off in a targeted manner due to its increase in volume, so that a flame cannot easily spread into these areas.

(34) As has been previously explained, in order to form a layer provided by the blank 3R, 3L in a particularly thin manner, in one variant it is provided in this context to impregnate the composite component formed by the blank 3R, 3L with resin in a compressed shape, keeping it in its compressed shape and sealing it with the resin. In the following, possible further process steps are illustrated, in which a material layer 21 is shown in a manner that is representative for any kind of 3D blank 3L, 3R made of intumescent material that has contours which are already adjusted to the contours of the part of the engine component that is to be manufactured therewith. A possible support material is represented by the material layers 20, 20a, 20b, 23.

(35) In a variant for further process steps as illustrated based on FIG. 8A, it is provided that a material layer 21 made of intumescent material is placed inside a tool 1 onto a composite material layer 20, for example with a fiber reinforcement. Subsequently, an increased pressure p is applied by means of the tool 1 so as to compress the material layers 20 and 21 that are stacked on top of each other. At that, in particular the material layer from intumescent material 21 is compressed.

(36) Subsequently, a resin is introduced via a resin supply 10 of the tool 1 for impregnating the compressed material layers 20 and 21. In particular the preferably highly porous intumescent material of the material layer 21 is filled with the resin, so that not only the two material layers 20 and 21 are connected to each other via the resin in a firmly bonded manner, but also the material layer 21 of the intumescent material is held in its compressed shape and sealed. The cured resin thus conserves the compressed shape of the intumescent material and in particular seals it towards the outside against the entry of any liquids. The introduction of the resin via the resin supply 10 is for example realized in the kind of a resin injection method (RTM methods) or in a vacuum-aided manner in a VARI or VARTM method.

(37) For instance, Tecnofire by Technical Fibre Products Ltd. is suitable for providing a material layer 21 of an intumescent highly porous material. But generally, also other intumescent materials are suitable, in particular such materials that are present in a felt-like manner in the form of a flexible fiber fleece material, or which can be obtained in such a form from a dispersion 50.

(38) In a manufacturing method performed corresponding to the variant of FIG. 8A, what is obtained in the end is a composite component 2 in which multiple layers 20 and 21 are present in an interconnected manner. Here, a composite material layer 20, which is usually also referred to as a composite laminate, is provided for providing the desired structural characteristics, such as stiffness and strength. The at least one additional layer 21 with the compressed intumescent material serves for fire prevention. This layer 21 is comparatively thin-walled and has only a (layer) thickness of less than 2 mm, for example a thickness in the range of 0.4 mm to 1.5 mm.

(39) If a temperature exceeds a threshold value, for example of approximately 195 C., in the area of the layer 21 that is provided with the intumescent material, or if flames occur in this area, the cured resin of the composite component 2 degasses. In that case, the intumescent material of layer 21 is no longer retained in its compressed shape by the resin and can (additionally) swell or foam under the effect of the temperature. The associated increase in volume of layer 21 that is provided with the intumescent material can serve as a fire-retardant or fireproof barrier in the kind of a heat shield. Alternatively or additionally, an area of the engine T can be sealed off through the increase in volume, depending on which engine component is manufactured from the composite component 2.

(40) In the variant of FIG. 8B, a separate bonding agent layer 22 is used for impregnating and sealing the compressed material layer 21 from intumescent porous material. This bonding agent layer 22 is provided during manufacturing of the composite component 2 between the material layer 21 of the intumescent material and the composite material layer 20. Through the pressure p applied by means of the tool 1 and corresponding heating, the resin of the bonding agent layer 22 enters the compressed material layer 21 of the intumescent material, and at the same time ensures a firmly bonded connection between this material layer 21 and the composite material layer 20. Thus, here the composite component 2 is manufactured by means of the bonding agent layer 22 by way of a so-called wet-on-wet bonding or co-curing or co-bonding with the different material layers 20 and 21. By applying the pressure pfor example of approximately 7 baralready at an early stage, a compression of the intumescent material is obtained early on, whereby the amount of resin for impregnating the latter can be kept comparatively low.

(41) In the variant of FIG. 8C, a honeycomb layer 23 is provided in addition to the bonding agent layer 22. This honeycomb layer 23 serves for creating a honeycomb structure layer 23 with multiple honeycombs that are located next to each other in the composite component 2 to be manufactured. Through such a honeycomb structure layer 23, e.g. an improved noise reduction can be achieved, whereby a correspondingly manufactured composite component is particularly suitable for manufacturing an inner surface of an engine housing N. Here, the honeycomb layer 23 is provided between two separate composite material layers 20a and 20b, with the bonding agent layer 22 being provided between the one separate composite material layer 20a and the material layer 21 made of intumescent material.

(42) In all three previously explained variants of FIGS. 8A, 8B and 8C, a composite component 2 is provided through the further process steps, resulting in an outer layer 21 with intumescent material being present in a compressed and sealed shape due to the cured resin. In addition, the comparatively thin layer 21 with intumescent material is comparatively rigid due to the cured resin, while the originally used material layer 21 of the blank 3L, 3R is still flexible and is for example provided in the form of a fiber fleece material.

(43) Incidentally, it is remarkable that when using a pre-impregnated composite material layer 20 or 20a, 20b, it can be achieved by means of an early application of the pressure p that the resin provided for the impregnation of the compressed intumescent material does either not intermix or barely intermixes with a resin that is used for the pre-impregnation of the respective composite material layer 20 or 20a, 20b.

(44) By way of example, the diagram of FIG. 9 illustrates temperature and pressure developments for a further process step of a manufacturing process by means of which a composite component 2 is obtained from material layers that are stacked on top of each other. In the diagram of FIG. 9, a temperature T as well as a pressure p is applied over time t. Here, FIG. 9 illustrates an autoclave process for manufacturing a composite component 2, for example.

(45) Already at the beginning of the manufacturing processes that is illustrated based on FIG. 9, a heating appliance is started up at a point in time t.sub.0, and thus the temperature inside the autoclave that serves as a tool 1 is progressively increased. For compressing the material layers that are stacked on top of each other and in particular the material layer 21 made of intumescent porous material, a (compression) pressure p1 above an ambient pressure is created as the heating appliance is activated. Here, the pressure p1 is already applied at a point in time t.sub.1, before the temperature exceeds a minimum threshold value T0 at which the resin, which is either liquefied or kept liquid, begins filling the pores of the compressed intumescent material.

(46) The pressure p1 applied to the material layers that are stacked on top of each other is maintained over a greater part of the manufacturing cycle within a time period t.sub.1 to t.sub.6, in which the temperature is at first increased up to a first maximum temperature T1>T0, with T1120 C. Here, the corresponding temperature level is maintained for a time period t.sub.2 to t.sub.3, before in a next step the temperature is increased (point in time t.sub.4>t.sub.3) once more to a higher maximum temperature T2, with T2175 C., and this increased temperature level is maintained up to a point in time t.sub.5. After that, a slow cooling process until a point in time t.sub.7 is allowed, wherein the pressure p is also lowered again to ambient pressure in the interim period. Thus, in the variant of FIG. 9, the (compression) pressure p1 is applied over the entire time period t.sub.0 to t.sub.5 in which the temperature T is increased stepwise up to the second maximum temperature T2, and thus in particular before the temperature has exceeded a minimum temperature of 70 C. A defined dwell time (t.sub.3t.sub.2) for the first maximum temperature of T1120 C. serves for providing tension equalization during the curing process, since it is to be ensured that the tool and the composite component have a sufficient temperature before the actual curing is performed by means of the increase up to a second maximum temperature T2175 C.

(47) FIG. 10 once more illustrates, in a schematic manner, a variant for manufacturing a composite component 2 based on the temperature and pressure developments of FIG. 9. At that, a resin layer 24 (analogously to the bonding agent layer 22) is for example inserted in the kind of a thin film between a felt-like material layer 21 made of an intumescent porous material, such as e.g. Tecnofire that is provided through a prefabricated blank 3R, 3L, and a composite material layer 20. As a result of the early compression, especially the material layer 21 made of intumescent material is densified, and the resin of the resin layer 24 enters it as the temperature is subsequently increased in a stepwise manner. At that, any intermixing of the resin of the resin layer 24 with a resin from a possibly pre-impregnated prepreg of the composite material layer 20 is excluded, or it is extremely minor, occurring only at the edge of the material layers 20 and 21. Thus, at an outer shell surface, the composite component 2 for the engine component manufactured in this manner has only a thin layer 21 with intumescent material as well as resin sealing and stabilizing the same, having a thickness d2 mm. At that, the cured resin is homogenously distributed within the layer 21 with intumescent material, and is present in the composite material layer 20 only at an edge that adjoins the layer 21 with the intumescent material.

(48) In the previously explained embodiment variants of FIGS. 8A to 10, the material layer 21 of the blank 3R, 3L from intumescent material is densified to approximately or of its original thickness, for example through the applied pressure p1, before the stabilizing resin is introduced. Here, the early compression of the material layer 21 from intumescent material has proven to be particularly advantageous if different resins with different viscosities in the different material layers 20, 20a, 20b, 22, 23 and 24 are used. What is particularly achieved through the early compression is that the different resins barely intermix or do not intermix at all, and especially that the resin provided for sealing and stabilizing the compressed intumescent material is significantly present in the manufactured composite component 2 only in the layer 21 with the intumescent material.

PARTS LIST

(49) 1 tool/autoclave 10 resin supply 11 low-pressure compressor 12 high-pressure compressor 13 high-pressure turbine 14 medium-pressure turbine 15 low-pressure turbine 2, 2a, 2b composite component 20 composite material layer/composite laminate (support material) 20 composite material layer/prepreg (support material) 20a, 20b separate composite material layer (support material) 20a, 20b separate composite material layer (support material) 21 layer with intumescent material 21 material layer from intumescent material 22 bonding agent layer 23 honeycomb structure layer 23 honeycomb layer 24 resin layer 30-33 structure section 33.1 segment 33.2 connection location 3a, 3b side part 3M batt 3R, 3L blank 4 molding tool 40-43 structuring section 400 grid/screen structure 5 container 50 dispersion A outlet B bypass channel BK combustion chamber section C outlet cone d thickness E inlet/intake F fan FC fan housing HK trailing edge M central axis/rotational axis N engine housing p (compression) pressure R entry direction RS rotor shaft T turbofan engine TT turbine U circumferential direction compressor VK1, VK2 cladding