Carbon fibre–reinforced polymers (CFRPs) are widely used in aerospace structural applications. The requirements on these structural parts are higher in terms of mechanical properties combined with low weight compared to other applications such as automotive and wind energy. This leads to thermoset materials such as epoxy resins that have a glass transition temperature that exceeds 150°C. Therefore, systems are selected that have a high curing temperature of approximately 180°C for several hours. Typically, the structural parts must be connected to other structural parts because differing design concepts are still commonly used instead of integral design concepts.¹ Riveting or gluing is applied to connect various parts in an airplane fuselage. Both methods have advantages and disadvantages. For instance, gluing is not certified for structural applications because the demands on surface preparation, testing of the bond quality and process times are too high. Riveting is typically applied, but the bolted joints weaken the structure due to the creation of holes and the addition of concentrated local stress areas.

中文翻译：

---

用于焊接目的的热固性复合材料与热塑性边界层的共固化行为

碳纤维增强聚合物（CFRP）被广泛用于航空航天结构应用。与其他应用（例如汽车和风能）相比，这些结构部件在机械性能和轻量化方面的要求更高。这导致玻璃化转变温度超过150°C的热固性材料（例如环氧树脂）。因此，应选择在几小时内具有大约180°C的高固化温度的系统。通常，结构零件必须连接到其他结构零件，因为仍然经常使用不同的设计概念来代替整体设计概念。^1个铆接或胶合用于连接飞机机身的各个部分。两种方法都有优点和缺点。例如，胶粘剂未通过结构应用认证，因为对表面处理，粘结质量测试和处理时间的要求过高。通常采用铆接，但螺栓连接会由于形成孔和增加集中的局部应力区域而削弱结构。