EP2076430A2 - Flugzeugrumpf aus längsplatten und verfahren zur herstellung eines derartigen rumpfes - Google Patents

Flugzeugrumpf aus längsplatten und verfahren zur herstellung eines derartigen rumpfes

Info

Publication number
EP2076430A2
EP2076430A2 EP07858512A EP07858512A EP2076430A2 EP 2076430 A2 EP2076430 A2 EP 2076430A2 EP 07858512 A EP07858512 A EP 07858512A EP 07858512 A EP07858512 A EP 07858512A EP 2076430 A2 EP2076430 A2 EP 2076430A2
Authority
EP
European Patent Office
Prior art keywords
panels
longitudinal
panel
aircraft
fuselage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07858512A
Other languages
English (en)
French (fr)
Inventor
Guillaume Gallant
Philippe Bernadet
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations SAS
Original Assignee
Airbus Operations SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations SAS filed Critical Airbus Operations SAS
Publication of EP2076430A2 publication Critical patent/EP2076430A2/de
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
    • B64C1/068—Fuselage sections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
    • B64C1/068—Fuselage sections
    • B64C1/0683—Nose cones
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
    • B64C1/068—Fuselage sections
    • B64C1/0685—Tail cones
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C2211/00—Modular constructions of airplanes or helicopters

Definitions

  • the invention relates to an aircraft fuselage whose central section is made by means of longitudinal panels assembled directly with each other, without circumferential junctions. It also relates to a method for producing such a fuselage.
  • the invention has applications in the field of aeronautics and, in particular, in the field of manufacture of aircraft fuselages. State of the art
  • the fuselage of aircraft is generally made from several metal panels assembled with each other. These metal panels are often aluminum panels. They are fixed with each other by means of circumferential and longitudinal junctions. These panels are assembled to form fuselage sections, themselves assembled to form the fuselage. As represented in FIG. 1, an aircraft fuselage comprises several sections, namely:
  • the rear section 2, or rear cone generally comprising the empennage
  • the central section 3 which is the part of the fuselage connecting the front tip 1 with the rear section 2.
  • the central section 3 generally comprises the passenger cabin and baggage compartments, for passenger transport, or cargo bunkers, for a freight transport.
  • the central section is made from several section elements, or parts of sections, assembled with each other to form the central section connecting the front tip with the rear cone of the aircraft.
  • each part of the central section 3, for example parts 3a, 3b, 3c and 3d of the fuselage shown in FIG. 1 is manufactured separately from several metal panels.
  • Figure 2 there is shown an example of two parts of a central section 3 as conventionally realized. Each of these parts 3a and 3b comprises several metal panels assembled with each other.
  • the section portion 3a comprises the panels 41 to 46 and the portion of section 3b comprises the panels 47 to 52.
  • the different panels of the same portion of section are assembled by means of longitudinal junctions.
  • longitudinal junction refers to a type of fastening that involves placing the panels so that two consecutive panels overlap partially and insert fasteners, such as rivets, into the areas where the panels overlap.
  • central section portions are then assembled together.
  • Two consecutive central section portions are assembled by means of circumferential junctions.
  • the term "circumferential junction” is a fastening means for assembling portions of sections along the entire circumference of these parts. Indeed, two parts of sections can not be assembled directly with each other (by overlapping) for reasons of tolerance, because it is impossible to make two parts of section so that they fit perfectly one in the other.
  • to assemble two portions of section is generally placed a shell between the two portions of section.
  • a ferrule is a local skin, internal to the section, which provides reinforcement to the junction zone of the two portions of section. It makes it possible to transfer the efforts from one section to another. This shell is fixed, on both sides, on each part of the section.
  • an additional skin (made from one or more pieces of skin mounted on a frame) is placed at the joint of two portions of section and fixed by fastening elements, such as splints , on each of the section parts.
  • the composite materials have the advantage of being relatively light compared to the metal, which allows to significantly reduce the total mass of an aircraft.
  • the aircraft manufacturers generally seek to achieve the central section of composite material. They then try to reproduce a single skin that would encompass the central section over its entire circumference, that is to say 360 °. In other words, they try to make a central section of a single piece. Since it is difficult to make such a central section, it has been planned to make one-piece portions of section to be assembled with each other to form a central section. Each section portion is therefore a cylinder which must then be assembled with the consecutive section portions. This assembly is made by means of circumferential junctions, as described above, and for which the additional skins are made of composite material.
  • the circumferential junctions are expensive in mass. In addition, they require a relatively high assembly time, especially as they present assembly difficulties because the aerodynamic profile requires a perfect fit of the different portions of the section and an adjustment of the docking of the sub-section. structure, when substructure elements are mounted in the section portions. In addition, in addition to the circumferential junctions, many pieces of interfaces are required to secure the additional skin on the two portion portions. Moreover, given the current division of the central section into different parts of sections, an aircraft fuselage is transported, from one site to another, portion of section per portion of section. In other words, each section part is transported on a specific transport vehicle. Presentation of the invention
  • the purpose of the invention is precisely to overcome the disadvantages of the techniques described above.
  • the invention provides an aircraft fuselage whose central section is made from longitudinal panels assembled directly with each other, that is to say without additional skins.
  • the central section does not require the use of circumferential junctions throughout its circumference.
  • the invention thus provides a gain in the total mass of the fuselage.
  • the assembly of the panels by longitudinal junctions is simpler than by circumferential junctions, which allows a faster implementation.
  • the invention relates to an aircraft fuselage comprising a nose, a rear section and a central section, characterized in that the central section comprises longitudinal panels assembled directly with each other, at least one of these longitudinal panels having a length corresponding to the distance between the front tip and the rear section to connect said front tip with said rear section.
  • the invention may also include one or more of the following features:
  • the longitudinal panels are made of composite materials.
  • a longitudinal panel has a length corresponding to the distance between the front tip and a central wing box of the aircraft.
  • a longitudinal panel has a length corresponding to the distance between a central wing box and the rear section.
  • a longitudinal panel has a length corresponding to a width of a central wing box.
  • a longitudinal panel incorporates a stiffening substructure or a floor structure.
  • a longitudinal panel incorporates skin reinforcements.
  • a longitudinal panel corresponds to a fuselage single curvature zone.
  • a longitudinal panel corresponds to a zone of the fuselage with double curvature.
  • the invention also relates to a method of producing such a fuselage.
  • This method comprises the manufacture of a nose, a rear section and a central section.
  • the manufacture of the central section is characterized by the following steps:
  • the method of the invention may also include one or more of the following features:
  • the longitudinal panels are made of composite materials.
  • the direct assembly of a first panel with a second panel consists of partially superimposing the first and second panels and to fix the two panels by means of fasteners.
  • the invention also relates to an aircraft comprising a fuselage as described above. It also relates to an aircraft comprising a fuselage made according to the method as described above.
  • FIG. 1, already described, represents an example of aircraft fuselage of the prior art composed of several sections.
  • FIG. 1 already described, shows an example of central section portions according to the prior art.
  • FIG. 3 represents an example of a central section according to the invention.
  • FIG. 4 represents another example of a central section according to the invention.
  • FIG. 5 represents an example of a central section with a single curvature and a rear section with double curvature, according to the invention.
  • the invention proposes to make the central section of an aircraft from longitudinal panels, that is to say, long panels each made of a single piece.
  • the dimension of each of these longitudinal panels corresponds, at the most, to the distance between the nose of the aircraft and the rear section of the aircraft and, at a minimum, the distance between the nose of the aircraft and the central wing box or between the rear section of the aircraft and the central box of sail.
  • other panels can be mounted between panels of great length, such as, for example, a panel whose length corresponds to the width of the central wing box.
  • At least one longitudinal panel connects the front tip of the aircraft with the rear section of said aircraft.
  • the longitudinal panels can be assembled by means of longitudinal junctions, that is to say by partially superimposing a panel on another panel and fixing the two panels one on the other by means of elements of fixings passing through the two panels in their overlapping zone or by juxtaposing two panels with an internal doubler (ferrule) to ensure continuity.
  • the panels can be made of composite materials.
  • the composite materials allow the realization of large parts, in one piece. These parts may be panels whose size is chosen according to the aircraft to be built and not according to the technical difficulties of producing said part.
  • the fasteners are known elements, suitable for fixing these materials.
  • FIG. 3 shows an example of a central fuselage section produced according to the invention.
  • the central section 3 comprises five longitudinal panels 31 to 35, assembled directly with each other.
  • two panels 31 and 32 are assembled to form the upper part of the fuselage. These two panels have a length between the front tip and the rear cone of the aircraft.
  • the panels 33, 34 and 35 are each fixed, on the one hand, on the panel 31 and, on the other hand, on the panel 32.
  • the panel 33 has a length corresponding to the distance between the front tip of the aircraft and the box central wing.
  • the panel 34 has a length corresponding to the distance between the rear section of the aircraft and the central wing box.
  • the panel 35 has a length corresponding to the width of the central wing box.
  • the assembly is carried out longitudinally, that is to say along the length of the panels.
  • the panels are fixed to each other along the longitudinal axis XX of the aircraft. Only some panels require a partial circumferential assembly, in addition to the longitudinal assembly.
  • the panel 35 must be fixed not only on the panels 31 and 32 with a longitudinal type assembly, but also on the panels 33 and 34.
  • the assembly of the panel 35 with the panels 33 and 34 is an assembly of partially circumferential or semi-circumferential type. When the assembly is not circumferential over the entire circumference of the fuselage, play is possible between the two panels to be assembled.
  • the panels forming the central section are assembled only by longitudinal junctions. No circumferential junction is necessary except at the front and rear ends of the central section to secure said central section with the nose and the rear cone of the aircraft.
  • the total mass of the central section is thus lightened by the mass corresponding to the circumferential junctions and other interface parts.
  • the length of the various longitudinal panels is adapted to the shape of the central section of the aircraft. It can be adapted also to the mode of transport of these longitudinal panels. Indeed, the longitudinal panels can be transported in a simplified manner, with respect to a central section portion of the prior art, because they can be placed one above the other in the transport vehicle. For example, the panels 31 and 32 of FIG. 3 can be placed one inside the other at the bottom of the vehicle and the panels 34, 33 and 35 placed, one inside the other, above the panels 31 and 32. Indeed, the transport of fuselage elements in the form of longitudinal panels makes it possible to better occupy the load volume made available. We can thus transport several central sections, broken down into long panels, in a volume where we can could only carry one central section, if it was cut into sections.
  • the assembly of the various longitudinal panels by overlapping said panels is simplified, compared to the prior art, since the number of fasteners is decreased by more than half.
  • the longitudinal junctions are more tolerant than the circumferential junctions; indeed, the circumferential assembly of two portions of section implies that the dimensions of these two portions of section are almost identical to allow continuity in the fuselage while this constraint does not exist with a longitudinal assembly.
  • the longitudinal panels may comprise openings and substructures of the aircraft.
  • the panels 31 and 32 comprise openings corresponding to the locations of the windows 5 and the passenger doors 4 and 6 of the aircraft.
  • the panels 33 and 34 comprise openings 7 corresponding to the doors of the landing hatch boxes and the bunker doors.
  • these techniques make it possible to insert one or more elements, made of composite materials or other materials, into a panel made of composite materials.
  • Longitudinal panels can therefore integrate a stiffening substructure of the aircraft, such as rails, frames, door frames, window frames, or even structural primers or complete structures of floors.
  • These different panels can also incorporate skin reinforcements such as those located at the openings or close to the heavily loaded areas of the aircraft.
  • the part of the fuselage containing the central wing box (corresponding to the panel 35 in FIG. 3) is made in the longitudinal panels 31, 32 or in the longitudinal panels. 33, 34.
  • the central section 3 can then comprise only four longitudinal panels. In these examples, only one partial circumferential assembly may be sufficient, see no partial circumferential assembly. All the joints ensuring the assembly of the different panels between them can be longitudinal junctions.
  • the shape of the longitudinal panels and their number may vary according to different criteria, such as the type of aircraft to be built and the transport provided for these panels.
  • the length of the panels may vary to include or not certain elements of the aircraft.
  • the length of the panels 31, 32 and 34, in Figure 3 may vary to include or not the opening corresponding to the rear door 4.
  • Figure 4 there is shown an example of central section realized from five panels and not including the opening of the rear door 4.
  • a panel 37 forms the roof of the central section
  • two panels 36 and 38, symmetrical on either side of the panel 37, comprise the openings of the windows 5
  • a panel 33 has a cargo door 7a
  • a panel 39 has a cargo door 7b and the central box 8.
  • the longitudinal panels are intended to form single curvature fuselage areas.
  • single curvature zone is meant a zone of the fuselage whose radius of curvature is identical over the entire length of the zone.
  • double curvature an area of the fuselage whose radius of curvature differs along the length of the zone.
  • the rear section of an aircraft has a cone shape.
  • This cone zone typically, is a double curvature zone.
  • the central part of the central section which can be cylindrical, bilobed, trilobed, ..., constitutes a single curvature zone. From an industrial point of view, it is simpler to produce single curvature panels, especially composite materials.
  • single curvature panels can be made with a flat surface and shaped at the time of cooking or draper with special automated draping machines because single curvature areas are developable, unlike double curvature areas.
  • double curvature panels must be made using relatively complex machines, such as fiber placement machines to achieve a curvature of the panel that is consistent with the shape of the central section. desired.
  • the manufacture of single curvature panels therefore requires less expensive tools than the manufacture of double curvature panels.
  • the assembly of single curvature panels can be done by sliding the panels on each other while the assembly of double curvature panels requires a specific cavage panels between them, which involves problems of hyperstaticity .
  • the invention proposes an embodiment in which the longitudinal panels are only applied in fuselage zone with simple curvature. It is thus possible to reduce the manufacturing cost of these panels and to reduce the constraints of positioning the panels together.
  • this embodiment proposes to realize the double curvature fuselage area independently of the single curvature central section.
  • the fuselage portion shown in Figure 5 is a double curvature zone. In the center of the central section 3, the radius of curvature is greater than that of the section 9. To avoid the production of longitudinal panels for double-curvature zones, it may be chosen to make the section 9 independently. The section 9 is then considered to form the rear section of the aircraft.
  • the longitudinal panels 36, 37, 38, 33, 35 and 34 are thus made to be all applied only in single curvature fuselage areas.
  • the section 9 can be made in a conventional manner, that is to say in the form of a 360 ° section attached to the rest of the central section by a conventional circumferential junction.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Automatic Assembly (AREA)
  • Moulding By Coating Moulds (AREA)
  • Connection Of Plates (AREA)
EP07858512A 2006-10-10 2007-10-04 Flugzeugrumpf aus längsplatten und verfahren zur herstellung eines derartigen rumpfes Withdrawn EP2076430A2 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0654185A FR2906785B1 (fr) 2006-10-10 2006-10-10 Fuselage d'aeronef realise a partir de panneaux longitudinaux et procede de realisation d'un tel fuselage
PCT/FR2007/052081 WO2008043940A2 (fr) 2006-10-10 2007-10-04 Fuselage d'aéronef réalisé a partir de panneaux longitudinaux et procédé de réalisation d'un tel fuselage

Publications (1)

Publication Number Publication Date
EP2076430A2 true EP2076430A2 (de) 2009-07-08

Family

ID=38015384

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07858512A Withdrawn EP2076430A2 (de) 2006-10-10 2007-10-04 Flugzeugrumpf aus längsplatten und verfahren zur herstellung eines derartigen rumpfes

Country Status (9)

Country Link
US (1) US20100032523A1 (de)
EP (1) EP2076430A2 (de)
JP (1) JP2010505700A (de)
CN (1) CN101516723B (de)
BR (1) BRPI0717735A2 (de)
CA (1) CA2663415A1 (de)
FR (1) FR2906785B1 (de)
RU (1) RU2489312C2 (de)
WO (1) WO2008043940A2 (de)

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WO2008043940A2 (fr) 2008-04-17
CA2663415A1 (fr) 2008-04-17
FR2906785B1 (fr) 2009-12-04
US20100032523A1 (en) 2010-02-11
FR2906785A1 (fr) 2008-04-11
RU2009117613A (ru) 2010-11-20
CN101516723A (zh) 2009-08-26
CN101516723B (zh) 2013-06-05
BRPI0717735A2 (pt) 2013-10-22
WO2008043940A3 (fr) 2008-06-12
RU2489312C2 (ru) 2013-08-10
JP2010505700A (ja) 2010-02-25

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