FR3049928A1 - AIRCRAFT TRONCON COMPRISING A VERTICAL BEAM PLANE PRESSURIZATION FENCE - Google Patents

Abstract

The invention relates to an aircraft section comprising a pressurizing partition (20) comprising: a fuselage frame (22) internally delimiting a central opening (O) and having a first and a second (22b) opposite face which are transversely extending, several vertical beams (40) each comprising a central portion (40a) facing the opening (O) on the side of the second face (22b) of the frame, a pressurizing waterproof envelope which extends from the side of the frame and rests on the beams (40, 42) and on the frame, to seal the opening (O), the section comprising a structural floor (16) disposed on the front side of the section and connected to the central portion (40a) of the beams by a mechanical connection, the mechanical connection being configured to transfer a mechanical load to the floor in response to a pressure exerted on the partition from the front side of the section. The mechanical beam-to-beam connection distributes the pressurization forces and reduces the thickness of the beams and the bulk of the partition.

Description

AIRCRAFT SECTION COMPRISING A VERTICAL BEAM PLANE PRESSURIZATION FENCE

FIELD OF THE INVENTION The invention relates to an aircraft section comprising a pressurization partition.

PRIOR ART li is known in an aircraft section to set up a transverse rear partition which separates a pressurized cabin area where passengers are installed in a non-pressurized rear area located in the tail of the aircraft.

The rear bulkhead must withstand, when the aircraft is in flight, a pressure differential between the cabin area and the non-pressurized area of the tail.

Such a rear partition is for example conventionally made by a rigid dome which is assembled by its outer periphery to the aircraft.

More particularly, the dome is assembled at the rear of the aircraft on a fuselage frame, before connecting the tail of the aircraft.

The concavity of the dome is oriented towards the cabin area, which allows the partition to satisfactorily resume the forces generated by the pressure differential when the aircraft is in flight and transmit them to the fuselage frame.

When a cabin floor is present in the area where the bulkhead is located or when several floors are superimposed (eg double deck aircraft), this or these floors are attached to the fuselage frame on which the bulkhead is assembled. At the request of airlines, commercial aircraft designers are always looking to expand the cabin area and / or find solutions to accommodate more seats for passengers.

However, the dome shape of such a partition does not allow to position it further back in the tail of the aircraft to free space in the cabin area. Indeed, the tail of the aircraft houses non-displaceable equipment (ex: actuating cylinder of the horizontal stabilizer)

It would be useful to design a new partition configuration whose shape allows it to be positioned further back than the conventional dome-shaped partition.

SUMMARY OF THE INVENTION To this end, the invention thus relates to an aircraft section comprising a pressurizing partition, characterized in that the partition comprises: a fuselage frame which extends in a transverse section and comprises a peripheral core internally defining a central opening, the frame having two opposite faces, a first and a second transversely extending face, a plurality of parallel elongated structural elements, arranged vertically opposite the second face; of the frame, each of said elements having a central portion and two opposite end portions, the central portion of at least some of said members being disposed opposite the central opening and having their two opposite end portions being in abutment against two opposite portions of the second face of the frame core, at least one pressurizing sealing envelope which extends on the side of the second this of the frame being supported, on the one hand, on the elongated structural elements and, secondly, on the core of the frame, so as to cover in a sealed manner the central opening of said frame, the section of aircraft comprising at least one structural floor disposed on said front side of the section opposite the first face of the frame, said at least one floor being connected to the central portion of at least some of the elongate structural elements by a mechanical linkage system, the mechanical linkage system being configured to transfer at least a portion of a mechanical load to said at least one floor in response to a pressure exerted on the partition from the front side of the section.

The presence of mechanical connection system (s) between vertical elongated structural elements and at least one aircraft floor makes it possible to transfer to the (x) floor (s) mechanical stresses resulting from the application of a pressure on the side the first face of the frame (when the aircraft is in flight). The longitudinal dimension or thickness of the elongated structural elements of the partition (taken in a direction perpendicular to the frame) is therefore reduced with respect to an arrangement in which the elongated structural elements are uniquely bonded to the fuselage by their opposite ends. Such elements should indeed be sized to withstand higher constraints. The partition resulting from elongated structural elements of reduced thickness is therefore generally less thick and compact than that of the dome-shaped partition of the prior art. This new configuration allows the bulkhead to be positioned further back in the aircraft than the dome-shaped bulkhead.

According to other possible characteristics taken separately or in combination with each other: at least one pressurizing waterproof envelope comprises a first central part resting on the elongated structural elements and a second peripheral part extending to from the periphery of the first central portion to the core of the frame, said at least one pressurizing waterproof envelope forming with the frame a pressurization barrier which has a geometry in the general shape of step; the first central portion of the at least one casing bears on and is fixed to the central part of the elongate structural elements facing the central opening and comprises a plurality of envelope portions, the casing portions extending respectively between the central portions of the consecutive elongated structural elements taken in pairs, each envelope portion being a diaphragm or a portion of a membrane which is generally concave in shape towards the central opening; the second peripheral portion of the at least one envelope comprises, at each of the two opposite ends of each envelope portion, a membrane or portion of double concavity membrane, said membrane or portion of double concavity membrane extending between two end portions of two consecutive elongate structural members for joining the core of the frame, in a direction perpendicular to the transverse web of the frame; at least one envelope comprises at least one peripheral sealing element which is interposed between each of the end portions of the elongate structural elements and the portion of the second face of the core of the frame against which it is supported; the plurality of parallel elongate structural elements arranged vertically opposite the second face of the frame comprises at least two elongated structural elements arranged over their entire length only opposite the core of the frame, said at least two elongate structural elements framing the elongated structural elements whose central portion is vis-à-vis the central opening, the two generally concave envelope portions farthest from each other and the double-concave membrane or membrane portions disposed at opposite ends thereof being attached to said at least two elongated structural framing members; the mechanical connection system of the central part is of articulated type in order to ensure isostatic mechanical behavior; at least one floor comprises, on the one hand, sleepers extending parallel to the frame of the partition and, on the other hand, sails perpendicular to the cross members, each mechanical connection system providing a mechanical connection between a sail and the central portion of an elongate structural member disposed opposite the web; the mechanical connection system is articulated, on the one hand, on the web of the web and, on the other hand, on the core of the central part of the elongated structural element arranged in front of the web; the articulated mechanical connection system comprises a double shackle; the section comprises two floors situated one above the other and at least one of which is structural; at least one of the two floors is connected to the central part of at least some of the structural elements elongated by the mechanical connection system; the two floors are connected to the central part of at least some of the structural elements elongated by the said mechanical connection system; the fuselage frame of the partition is configured, on the one hand, to exert a so-called normal function of a fuselage frame, namely to guarantee the shape of the aircraft fuselage under the action of a pressurization of said fuselage and, secondly, to support and transfer other types of efforts exerted on the frame; at least some elongate structural members are each provided, at their two opposite end portions, with at least one mechanical connecting end member which is configured to transfer a mechanical load to an element external to the partition in response to a pressure exerted on the first face of the frame. The invention also relates, according to a second aspect, to an aircraft, characterized in that it comprises an aircraft section as briefly described above and wherein the pressurization bulkhead separates a pressurized zone from a non-pressurized rear area.

According to other possible characteristics: at least some elongated structural elements are each configured, at their two opposite ends, to be articulated on charge transfer elements via said at least one mechanical connection end element; the aircraft comprises, in the unpressurized rear zone, an actuating jack of the horizontal stabilizer of the aircraft, the partition being arranged at a distance from the jack which authorizes the presence of a person for maintenance activities.

BRIEF DESCRIPTION OF THE FIGURES Other features and advantages will become apparent from the following description given solely by way of nonlimiting example and with reference to the accompanying drawings, in which: FIG. 1 is a schematic side view an aircraft which comprises a pressurizing partition according to one embodiment of the invention; FIG. 2 is an enlarged schematic side view of a portion Z0 illustrated in FIG. 1 and in which is housed a pressurization partition according to one embodiment of the invention; FIG 3 is a partial schematic perspective side view of a pressurization partition according to an embodiment of the invention related to two floors; FIG. 4 is a diagrammatic front view of the partition of FIG. 3; FIG. 5 is a rear view of the partition of FIG. 3; FIG. 6 is a schematic side view of an assembly of a vertical beam with the two floors; FIG. 7 is a schematic cross-sectional view of a vertical beam; FIG 8 is a schematic rear perspective in elevation of the partition; FIG 9 is a partial schematic view from above of the partition and the upper floor 16 connected thereto; FIG. 10 is an enlarged partial schematic view of the lower left edge of FIG. 9; FIG. 11 is a schematic view from above of the partition of FIG. 8; FIG. 12 is an enlarged partial schematic view in perspective of an upper zone of the partition of FIG. 8 at the upper ends of the beams; FIG. 13 is an enlarged partial schematic side view of the upper zone of FIG. 12; FIG. 14a is a simplified schematic side view of a floor-to-beam connection system; FIG. 14b is a schematic view from above of the floor-beam connection system of FIG. 14a; FIG. 15 is a partial schematic side perspective view showing the connection of a floor to beams of the partition; FIGS. 16a and 16b are enlarged views respectively from the side and above of the floor-beam connection of FIG. 15; FIGS. 17 and 18 are schematic side comparative views similar to FIG. 6 showing the dimensions of the vertical beams with a floor-to-beam connection (FIG. 17) and in the absence of a floor-to-beam connection (FIG. 18). ; FIGS. 19 and 20 are diagrammatic side views of two alternative embodiments for connecting the beams of the partition to the floors and to the structure of the aircraft.

DETAILED DESCRIPTION

As illustrated in FIG. 1, an aircraft 10 according to one embodiment of the invention comprises: a first rear section 12 in which there is a pressurized zone which, generally, is a cabin zone or a cabin zone portion; a second rear section 14 corresponding to the tail of the aircraft and which is a non-pressurized zone, a pressurizing partition 20 which is for example housed in a zone ZO comprising at least a portion of the pressurized rear section 12 and at least one part of the unpressurized rear section 14. The aircraft extends longitudinally along the longitudinal axis X, transversely along the transverse horizontal axis Y (this axis is more visible in Figures 3 to 5) and vertically along the vertical axis Z which corresponds to the vertical axis of the place where the aircraft is when it is placed on the ground.

Zone ZO is shown enlarged in FIG. 2 and shows the pressurized rear section 12 which comprises, for example at its rear end, the pressurization partition 20.

The pressurization partition 20 separates the ZI pressurized zone (ex: cabin zone) from the unpressurized rear zone Z2 (eg tail of the aircraft where equipment is housed). In Figure 2 the entire non-pressurized rear section 14 is not shown for the sake of simplification.

The rear sections 12 and 14 are shown assembled to one another in known manner and the pressurizing partition 20 is here disposed at the boundary between the two sections.

In the exemplary embodiment shown, the first rear section 12 comprises two structural floors 16, 18 arranged one above the other. These floors are shown in FIG. 2 and the figures described below only over part of their length (taken in the longitudinal direction X of the aircraft) which includes the zone where they connect to the partition 20. A structural floor is a floor that incorporates structural elements involved in the transmission and / or distribution and / or recovery of mechanical forces when the aircraft is in flight and pressurized.

As shown in more detail in FIG. 3 (elevated perspective view of a portion of section 12 and a portion of section 14 without the fuselage), the pressurizing partition 20 includes a fuselage frame 22 which extends into a cross section of the aircraft materialized by a transverse plane P relative to a longitudinal direction X of the aircraft.

FIG. 3 represents several other fuselage frames parallel to the frame 22, some of which, 24a-e, are in the section 12 and others 26a-b in the segment 14. These frames only represent part of the frames of FIG. fuselage of these sections.

The floors 16 and 18 are shown partially assembled in FIG.

Each floor 16, 18 comprises, on the one hand, sleepers 30 extending parallel to the fuselage frames and, on the other hand, longitudinal sails 32 (parallel to the X axis) perpendicular to the sleepers and which thus form a intertwining of elongated elements. The sleepers 30 are each pierced in their soul, at regular intervals, to allow the crossing of the sails. The sails are attached to the ties for example by bolting or by any other known means.

In a manner not shown (for the sake of simplicity), the set of crossed crosspieces and webs is coated on its upper face and on its underside respectively of an upper skin and a lower skin. The assembly thus coated forms a floor box for each upper floor 16 and lower 18.

The cross member 30 of each of the two floors which is closest to the pressurizing partition 20 is fixed to the frame 22 thereof. The other crosspieces 30 of the two floors are each attached to the other parallel frames 24a-e.

The floor 16 is shown in more detail in FIG. 15 which will be described later in particular to illustrate the connection mode between the floor and the partition 20.

Figures 4 and 5 show the frame 22 of the partition 20 respectively seen from the front by the front and the back of the partition. The frame 22 has two opposite faces, namely a first so-called front face 22a which is oriented vis-à-vis the pressurized zone ZI (FIGS 3 and 4) and a second so-called rear face 22b which is oriented towards the non-pressurized area Z2 (Figs 3 and 5). The two opposite faces 22a-b of the frame extend transversely relative to the longitudinal direction X of the aircraft.

The frame 22 comprises a peripheral core which internally delimits, by an internal peripheral edge 22c (FIG 4), a central opening O. The peripheral core of the frame 22 has for example a generally closed ring shape on itself and which is crossed in its central part by the central opening O.

The frame 22 of the pressurizing partition is for example a so-called "strong" frame. This means that this frame is configured, on the one hand, to exert a so-called conventional function of a fuselage frame, namely to guarantee the shape of the aircraft fuselage under the action of a pressurization of said fuselage and, on the other hand, to support and transfer other types of efforts exerted on the frame.

The pressurizing partition 20 also comprises a plurality of elongated structural elements 40, 42 (FIGS.4 and 5) which are mutually parallel and arranged vertically along the axis Z. The elements 40, 42 are, for example, beams and will be designated under this term in the remainder of the presentation for the sake of simplification. However, the following description is to be understood generally as applying to any elongate structural element which performs the same function as a beam.

The beams 40, 42 are arranged vis-à-vis the second face 22b of the frame, as shown in the rear view of the partition in Figure 5. Some of the beams, namely the beams 40 (said central beams) , are arranged partly opposite the central opening O. The two beams 42 farthest from one another and which frame the central beams 40 are entirely arranged vis-à-vis the second face of the peripheral core of the frame and bearing against two opposite portions 22d, 22e thereof. These two portions 22d, 22e form vertical edges parallel to each other.

Each beam 40 (respectively 42) has a central portion 40a (respectively 42a) and two opposite end portions 40b, 40c (respectively 42c, 42d) located on either side of the central portion in the longitudinal direction. general of the beam. The central portion 40a of the central beams 40 is disposed vis-à-vis the central opening O. The two opposite end portions 40b-c bear against two opposite portions, one upper 22f and the other lower 22g, the second face of the frame's soul. These two portions 22f, 22g are vis-à-vis one another and separated vertically by the opening O.

It will be noted that the end portions 42b and 40b (respectively 42c and 40c) of the beams 42 and 40 have a height which substantially follows the height of the upper (or lower) portion of the core of the frame as illustrated in FIG. figure 5.

The beams are for example regularly spaced from each other transversely (Y axis in Figure 5) to be each connected to a web 32 of at least one of the two floors, for example the two floors.

FIG. 6 is a partial schematic view in longitudinal section (in an XZ plane) of the partition 20 and of a portion of each section 12 and 14.

Each beam 40, 42 also extends, perpendicular to its general longitudinal direction, along a dimension e (X axis) which corresponds to the thickness of the beam, as illustrated for the beam 40 in FIG.

Figure 7 schematically illustrates a beam 40 (the description is identical for a beam 42) in a section perpendicular to its length or height (the section is taken in an XY plane). The section of the beam has a general shape of H and comprises a core 40d and two opposite insoles 40e and 40f. The so-called front sole 40e is intended to be oriented facing the pressurized zone Zl, while the so-called rear soleplate 40f is intended to face the non-pressurized zone Z2 (FIG.

The front sole 40e comprises a front face 40el (intended to face the pressurized zone Z1) for example rectilinear and the rear soleplate 40f comprises an opposite rear face 40fl (intended to be oriented facing the unpressurized zone Z2) for example rectilinear, parallel to the front face 40el.

The beam also has a width I which is taken along the transverse direction Y in FIG. 7 and which is that of the flanges. The width I of the beams is less than their thickness e.

The front and rear flanges also extend along the length or height of the beam (Z axis).

The pressurizing partition 20 also comprises at least one pressurizing sealing envelope 50 which extends on the side of the second face 22b of the frame (FIG. 8). Said at least one casing 50 bears, on the one hand, on the vertical beams 40, 42 and, on the other hand, on the peripheral core of the frame 22, so as to seal the central opening O said frame. .

More particularly, said at least one envelope 50 comprises a first central portion 52 which extends substantially transversely (in a transverse plane YZ) and which bears on the vertical beams 40, 42. Said at least one envelope 50 also comprises a second peripheral portion 54 extending perpendicularly to the transverse plane of the first central portion 52 from the periphery of this central portion 52 (and in all directions away from said periphery) to reach the peripheral core of the frame. Together, the two parts 52 and 54 form, together with the core of the frame, a pressurization barrier between the two zones ZI and Z2. This pressurization barrier has an extension geometry in the general shape of step: the extension is carried out first in a first substantially transverse plane, then in a direction substantially perpendicular to the first transverse plane before joining the transverse plane of the soul of the frame. This geometry generally shaped step is illustrated in Figure 8 by the surrounding areas forming off-hook d.

The first central portion 52 is supported on and fixed on the one hand to the central portion 40a of the central beams 40 which face the central opening and, on the other hand, to the central portion of the frame beams 42, as shown in Figure 9. This figure is a longitudinal section taken in an XY plane above the floor 16 and passing through the central opening O.

The first central portion 52 comprises a plurality of parallel envelope portions 52a-i extending respectively between the central portions of the consecutive beams 40, 42 taken in pairs. Each envelope portion is a membrane or a portion of a membrane which has a generally concave shape oriented towards the central opening O (FIG 9), and therefore the pressurized zone Z 1, in order to be adapted to receive a pressure.

It will be considered in the following description that the envelope portions 52a-i are each separate individual membranes.

At rest (in the absence of pressure), the shape of each membrane is here already pre-deformed (concave) and its concavity is accentuated under the action of pressure. The concave general shape adopted under the action of a pressure is that of a chain ("catenary" in Anglo-Saxon terminology), namely a transcendent plane curve which corresponds to the shape that takes a cable (or a chain) when suspended by its two opposite ends and subjected to a uniform gravitational force (eg its own weight).

Fig. 10 is a schematic enlarged partial view of an edge of the first central portion 52 when said at least one pressurizing envelope 50 is subjected to a pressure prevailing in the zone Z1. The concave shape of the membranes 52a-i subjected to the pressure represented by the flames is visible.

The membranes 52a-i are each fixed (for example by screwing) by their two opposite longitudinal edges on the rear face of the rear semei of the beams.

As shown in FIG. 10, the diaphragm 52a is secured by its two opposite longitudinal edges 52a1, 52a2 respectively to the rear faces 42f1, 40f of the back sills of the beams 40, 42. A 52bl of the two opposite edges of the diaphragm 52b is also fixed on the rear face 40fl, the other edge of this membrane is fixed on another beam not shown here.

Fasteners VI, V2 ... are used for fixing (eg screwing) the membranes on the rear faces of the beams.

The other membranes 52a-i shown in FIG. 9 are mounted on the beams in the same manner as the foregoing description.

The sealing elements which have just been described ensure the sealing of the partition 20 in a first transverse plane.

The second peripheral portion 54 of said at least one envelope 50 has, for its part, to ensure the sealing of the partition 20 in a direction perpendicular to the first transverse plane.

The second peripheral portion 54 more particularly comprises several peripheral sealing elements a), b) and c) which provide sealing with the core of the frame. a) The second peripheral portion 54 comprises, at each of the two opposite ends upper and lower of each vertical membrane, a membrane or portion of membrane double concavity. In the remainder of the discussion, it will be considered that each membrane or portion of double-concave membrane is an individual membrane distinct from the other membranes. In FIG. 8 only the upper membranes 54a-1 have been shown for the sake of simplification. The lower membranes are symmetrical to the upper membranes with respect to the median plane XY and will not be described further. Their description is identical to that which follows membranes 54a-i. The upper membranes 54a-i are also shown in plan view in FIG.

Each double concavity membrane 54a-i extends between two end portions of two consecutive beams to join the core of the frame in a direction perpendicular to the transverse web of the frame 22 (Figs 8 and 11). Thus the two membranes 54a, 54i furthest apart from each other (FIG 11) are respectively fixed between the two consecutive end portions 42b and 40b, for the membrane 54a, and the two consecutive end portions. 40b and 42b, for the membrane 54i. The other membranes 54b-h are respectively fixed between the two consecutive end portions 42b and 40b, taken in pairs.

Each double-concave membrane 54a-i, for example, has the shape shown in FIG. 12 which is an enlarged schematic view in perspective of the two upper membranes 54b and 54c. The membrane 54c is for example fixed on each of its four sides to curved connection elements (eg connecting angles) of which only three 56a, 56b 56c are shown. The rigid curved connecting elements are fixed on the frame (at the edge of the central opening), the beams and on the vertical diaphragm 52c. The membrane 54c is for example in the form of a sphere portion and can be made in a thin aluminum foil, for example from 1 to 2mm. The membrane is thus for example sewn on each of its four sides on the aforementioned rigid curved connecting elements. As shown in Figure 13 (longitudinal sectional view in a plane XZ of the upper part of the partition 20), the membrane 54c is thus disposed opposite a space E placed behind the frame 22 and which is arranged between the central opening O and the diaphragm 52c. The other membranes 54a-b and 54d-i are for example identical to the membrane 54c which has just been described. b) The second peripheral portion 54 also comprises at least one peripheral sealing element which is interposed between the vertical beams and the core of the frame. More particularly, said at least one peripheral sealing element is interposed between each of the two opposite end portions 40b, 40c of the central beams 40 and respectively the upper and lower portions of the second face of the core of the frame against which the corresponding end portion is supported.

Thus, as shown in FIG. 13, a peripheral sealing element 60, such as an elastomer seal, is interposed between the end portion 40b of the central beam and the upper portion 22f of the second face. 22b of the soul of the frame. FIG. 13 illustrates the pressure resistance of the sealing assembly of the partition 20 thanks to the vertical membranes 52a-i, the upper membranes 54a-i and lower and the upper and lower 60 sealing elements. A similar seal of suitable dimensions (especially in height) is positioned between the other end portions 40b of the central beams 40 and the upper portion 22f. It is the same for the end portions 40c of the central beams (not shown). c) The second peripheral portion 54 further comprises the two frame beams 42 (only one of which is visible in FIG. 10) as well as two peripheral sealing elements 62. The two peripheral sealing elements 62 are respectively interposed between the two vertical portions 22d and 22e of the second face of the web of the frame (only the portion 22e is visible in FIG. 10) and the two flanges of the beams 42 opposite these portions (only the sole 42e is visible on the Figure 10). The peripheral sealing elements 62 are for example of the same type as the peripheral sealing element 60. FIG. 10 illustrates the pressure resistance of the sealing assembly of the partition 20 thanks to the vertical membranes 52a-i, to the frame beams 42 and the peripheral sealing elements 62. FIG. 10 shows the step form of the pressurization barrier mentioned above (taken off d of FIG. 8) and the different geometric zones on which the pressure of zone ZI (the arrows represent the direction of application of the pressure on the zones): membranes 52a-i, internal flanks of beams 42 and front face of the frame (the profile of the pressure exerted on the pressurization barrier follows also the general form of walking and it is called pressurization march).

With reference to FIGS. 14a-b, 15 and 16a-b, a possible connection / assembly mode between at least one of the two floors 16, 18 and the pressurization partition 20 will now be described.

Figures 14a-b are schematic diagrams of a mechanical connection system between a web 32 of a floor 16 and / or 18 and a vertical central beam 40 of the partition. The illustrated principle applies for example to mechanically link all the webs 35 of the floor 16 and / or 18 to the vertical central beams 40 in geometric correspondence with the webs as illustrated in the figures previously described and in FIG.

The mechanical connection system referenced 70 is used to articulately link a web 32 to a central portion 40a of a central beam 40 to obtain an isostatic mounting. The mechanical connection system 70 is thus hinged, on the one hand, on the web 32a of the web 32 and, on the other hand, on the web 40d of the central portion 40a of the beam 40 disposed opposite the web.

The mechanical connection here is a soul-soul type connection and not sole-sole, which provides a saving of space. Indeed, a connection of the sole-sole type requires interposing a protrusion or fitting that shifts all parts. The gain of space here makes it possible to bind the crossbar on the frame of the partition.

The system 70 here comprises for example a double shackle which comprises two shackles parallel to each other ml and m2 (Fig. 14b). Each shackle is mounted at each of its two opposite ends in an articulated manner on an axis a1, a2. The axes al and a2 are mounted through the respective webs of the beam and the web, perpendicular to the souls.

The respective faces facing the beam (front face 40e) and the web (face 32b) are spaced apart by axial play. This game is there to allow a relative displacement along the X axis of the two pieces. If there was contact between the two parts the connection would be no longer isostatic and parts would be damaged during deformation.

FIG. 15 illustrates in perspective from above an end of the floor 16 fixed to the central beams 40 via the webs 32 and the connecting system 70.

In this figure the cross member 30 which is fixed to the frame 22 has through holes in its core. These holes are configured to pass the emergent end of the webs 32 and the connecting systems 70.

As shown in FIG. 15, the central beams 40 comprise reinforcing pieces 72 which are arranged on the two opposite faces of the core 40d (only one face of the core is visible in FIG. 15). These parts are intended to strengthen the mechanical connection and in particular the holding of the hinge axis al on the beam.

Orifices or holes 74 are made in the upper skin of the floor, particularly above the connecting systems 70 for maintenance operations.

FIGS. 16a and 16b are respective views from the side and from above of a connection system 70 articulated between a web 32 and a beam 40. These figures illustrate the paths or flows borrowed by the mechanical forces that pass through the various elements in question. presence of a pressure PO exerted on the partition from zone Z1.

The arrows oriented in the opposite direction of the arrow relative to the pressure PO illustrate the flow or flows of the forces (according to FIG. 16a or 16b) mechanical (mechanical load) transmitted by the beams of the partition to the sails of the floor in response to the pressure force undergone by the partition.

In FIG. 16b, the arrow R represents the resultant of the forces transmitted to the floor 16 by each connecting system 70.

In Figure 16a the arrows symbolize the flow resulting shearing forces on the upper skins 16a and lower 16b of the floor box. The forces transmitted to the floor are then transferred to the fuselage via the floor rails attached to the fuselage frames.

The mechanical connection described above between the horizontal webs of the floor and the vertical beams (or at least some of the webs and beams) makes it possible to produce a structure composed of rectangular stress-absorbing meshes.

As shown in Figure 6 already described in part, the rear section 14 comprises a cylinder 90 for actuating the horizontal stabilizer of the aircraft which extends through the central openings of the frames 26a and 26b. This jack is shown in isolation (for the sake of simplicity) while it is attached to the fuselage structure from above, by a known fastening system not shown.

In this embodiment, all the beams 40, 42 are hingedly mounted to the fuselage structure via the two opposite end portions of these beams. Each of the upper end portions 40b, 42b and each of the lower end portions 40c, 42c shown in Figure 5 are hingedly mounted to members external to the pressurizing partition 20. These external members are, for example, charge transfer elements 80 (for the upper portion of the frame 22), 82 (for the lower portion of the frame 22) such as fittings illustrated in FIGS. 3, 6 and 8. Each end portion of the beams thus has a hinge mechanical end member (conventional hinge system such as a clevis clevis connection, with for example the pin on the beam and the yoke on the fitting) which allows the beam to be connected to a charge transfer element 80 or 82.

The load transfer fittings 80, 82 are substantially parallel to each other and to the X axis (the fuselage being progressive, the fittings can not be strictly parallel) and extend between the vertical beams of the partition 20 and the frame immediately. rear 26a of the section 14 to which they attach (Figure 3). These fittings are also attached to the skin of the fuselage shown in Figure 2. The pressurizing partition is thus indirectly attached to the fuselage via the load transfer elements such as fittings 80, 82. This link articulated between the beams of the partition and the structure of the fuselage makes it possible to dilute the forces (mechanical loads) in the fuselage in response to a pressure exerted on the first face of the frame 22.

Figures 17 and 18 are comparative views. FIG. 17 illustrates a pressurization partition according to the invention as generally set out above (frame 22 delimiting a central opening with vertical parallel beams 40 facing the opening behind it and resting on the rear face of the frame and at least one pressurizing envelope sealingly covering the opening by relying on the beams and on the rear face of the frame), and in particular (but not only) the pressurizing partition 20 more detailed mode embodiment which has just been described.

Figure 18 illustrates a hypothetical architecture of vertical columns.

In the architecture of FIG. 18, the aircraft comprises vertical poles 100 on which is fixed back a not shown pressure casing. The aircraft comprises two floors 102 and 104 arranged one above the other as those 16 and 18 of the embodiment described. In this architecture, the floors are not connected to the beams 100.

FIG. 18 illustrates the thickness (along the X axis) of the columns that would be necessary to retransmit the fuselage (in terms of mechanical reaction) the mechanical pressure forces applied to the pressurization envelope attached to these columns in the absence link floor (s) -poseaux. The two axial arrows F1 and F2 represent by their sizes the amplitude of the resultant of the pressure forces retransmitted to the skin of the fuselage by the two opposite end portions of the posts 100 when the envelope is subjected to a mechanical pressure PO.

These arrows are to be compared with the arrows f1 and f2 of FIG. 17, which represent, by their smaller sizes, a smaller amplitude of the resultant of the pressure forces transmitted to the fuselage skin by the two opposite end portions of the fuselage. posts 40 (and also the posts 42 which are not shown here) for the same pressure PO applied to the pressurizing partition. This smaller amplitude at the opposite end portions of the posts is made possible by the mechanical connections between the floors 16 and 18 and the posts 40. The arrows f3 and f4 illustrate the resultant of the pressure forces retransmitted to the floors (especially the caissons floors). The posts 40 thus have a reduced size and therefore a reduced mass since their flexural strength does not need to be as great as that of the posts 100 (FIG 18).

The pressurization partition according to the invention (bulkhead or waterproof bottom multi-supported by the floors) and allows to distribute or dilute on the fuselage structure (eg fuselage skin) the pressure forces applied to the partition more evenly than in Figure 18.

In FIG. 18, the forces to be retransmitted are concentrated at the two opposite end portions of the posts 100 (pole-to-skin fuselage link). To be able to transmit such forces, the posts 100 have a thickness about twice the thickness e of the posts 40, 42 of the partition 20.

As a result, the space generated by the posts 100 interferes with the position of the frame 22 shown in dashed lines in FIG. 18 (this frame is that of the pressurization partition), given the rear position of the jack 90. congestion significantly reduces the volume available in the pressurized area (cabin space).

On the contrary, the pressurizing partition according to the invention fits perfectly to the location of the frame 22. The controlled bulk of the partition (low relative to the size of the beams 100 of FIG. the space between the frame 22 and the cylinder 90 and allows sufficient axial clearance between the rear of the beams 40, 42 and the cylinder.

The partition is thus arranged at a distance from the jack which allows the presence of a person for maintenance activities.

The pressurizing partition according to the invention (at least in the embodiment described above) is completely articulated by means of its vertical beams. This configuration makes it possible to avoid overstressing which would impose excessive mechanical fatigue on the parts and require oversizing.

In the pressurizing partition according to the invention (at least in the embodiment described above) the membranes or membrane portions used to form the pressurizing envelope are arranged in the rear position of the partition (in particular the membranes or portions of vertical membrane) to free up as much space as possible in the front pressurized area.

The limits or contours of the pressurization envelope, in particular in its central part which is formed of membranes or vertical membrane portions, coincide with the inner peripheral edge of the frame (peripheral edge of the central opening of the frame). This makes it possible, with the general configuration in the form of a step of the pressurization barrier, to have a simple geometry that remains far from the complex environment of the fuselage (presence of complex shapes that would have made a waterproof connection difficult) as well as a pressurized surface. minimal.

The pressurization step is present on the whole periphery of the pressurization barrier. In the embodiment described above, the pressurization barrier thus comprises four zones subjected to pressure: a main barrier (membranes or vertical membrane portions), the upper and lower steps (membranes or portions of double curvature membrane ), the vertical peripheral steps (internal flanks of the frame posts or side 42), the frame 22 (including its front face 22a).

It will be noted that the advantages just mentioned also apply if the partition is connected to only one of the two floors of the aircraft and / or if the floor-beam connection system or systems are different. of those described above. It is the same if the pressurization envelope is not in accordance with the embodiment that has been described but departs from it by alternative embodiments.

The pressurizing partition according to the invention as generally described above (frame delimiting a central opening with parallel vertical beams facing the opening behind the latter and resting on the rear face of the frame and the less a pressurization envelope sealingly covering the opening by relying on the beams and on the rear face of the frame), as well as the more detailed pressurizing partition 20 of the embodiment just described has a general shape overall planar with respect to the dome-shaped partition 120 (prior art) illustrated in FIG. 2. The pressurization partition according to the invention being less thick than that of the prior art was thus able to be retracted with respect to the position of the partition 120 (see the retracted position in Figure 2).

This new arrangement internal to the aircraft section could release cabin space (zone Z1), in particular by gaining an additional volume represented by the axial arrow marked V in FIG.

The double shackle connection system of the embodiment of Figs. 14a-b, 15 and 16a-b effectively mechanically relieves the vertical beams. This system allows limited displacements perpendicular to the force transfer direction, more particularly along the Z axis. The shackle facilitates mobility, especially with regard to rotation on the link. This system is more compact than a conventional articulated link that would not allow the cross to be linked to its frame (presence of an offset).

The two shackles of the connection system ensure an alignment of the parts to be connected and a transfer of efforts (via a dual effort path) balanced (no offset transversely Y).

The positioning of the joints of the connection system (shackle axes) at the heart of the structural elements (webs of webs and beams) and not at the level of their soles opposite ensures a relative positioning without offset along the X axis (provided that define the length of the shackles according to existing dimensional constraints).

It will be noted that the absence of X offset at the connection system makes it possible to efficiently perform a splice between the frame 22 and the nearest rail of the floor or floors (the frame and the cross are thus positioned accurately closer to each other thanks to the adjusted length connection system). The connection system thus authorizes the referencing of the web of the frame 22 with the web of the web without any offset between the two. Such an offset between the crossbar and the frame would induce efforts and parasitic moments.

However, other less effective floor connection systems may be used such as systems with a shackle connection (eg clevis and shackle) or with an articulated connection (eg clevis and tongue).

According to a variant shown in Figure 19, the two floors 16, 18 are mechanically connected to vertical central beams 40 in geometric correspondence of the partition (for example by the connecting system 70 described above or another) but only the part upper end of the beams is articulated on the charge transfer elements such as the elements 80.

According to another variant shown in Figure 20, only the upper floor 16 (which is substantially disposed in the middle part of the partition) is mechanically connected to vertical central beams 40 in geometric correspondence of the partition. However, the two opposite end portions (upper and lower) of the beams are hingedly mounted on the high and low load transfer elements such as the elements 80, 82.

According to a variant not shown, other mechanical connection systems than the connection system described above can be used to bind all or part of the webs of one or both floors.

According to a variant not shown, only some webs of a floor are mechanically linked to vertical central beams 40 in geometric correspondence. The webs are mechanically linked to vertical central beams 40 in geometric correspondence by the linking system described above.

Claims (18)

Aircraft section (12) comprising a pressurization partition (20), characterized in that the partition comprises: a fuselage frame (22) which extends in a transverse section and comprises a peripheral core internally delimiting a central opening (O), the frame having two opposite faces, a first (22a) and a second (22b) faces extending transversely, -a plurality of parallel elongated structural members (40, 42) arranged vertically in a screw with respect to the second face of the frame, each of said elements having a central portion (40a) and two opposite end portions (40b, 40c), the central portion of at least some of said elements being disposed facing -vis the central opening and their two opposite end portions being in abutment against two opposite portions of the second face (22b) of the core of the frame, -at least one pressurizing waterproof envelope (50) s' extends towards the second face of the frame being supported, on the one hand, on the elongated structural elements (40, 42) and, secondly, on the core of the frame, so as to cover tightly the central opening of said frame , the aircraft section comprising at least one structural floor (16, 18) disposed on said front side of the section opposite the first face of the frame, said at least one floor being connected to the central portion (40a ) at least some of the structural members elongated by a mechanical connection system (70), the mechanical connection system being configured to transfer at least a portion of a mechanical load to said at least one floor in response to a pressure exerted on the bulkhead from the front side of the section. 2. Aircraft section according to claim 1, characterized in that said at least one pressure-tight sealing envelope (50) comprises a first central portion (52) resting on the elongated structural elements and a second peripheral portion (54) which extends from the periphery of the first central portion to the core of the frame, said at least one pressurizing waterproof envelope (50) forming with the frame (22) a pressurizing barrier which has a shaped geometry general walking. 3. Aircraft section according to claim 2, characterized in that the first central portion (52) of said at least one casing is supported on and fixed to the central portion of the elongated structural elements (40, 42) facing the central opening and comprises a plurality of envelope portions (52b-h), the envelope portions respectively extending between the central portions (40a) of the elongate structural elements (40) taken in pairs, each portion of envelope being a diaphragm or a portion of membrane which has a generally concave shape oriented towards the central opening (O). 4. Aircraft section according to claim 3, characterized in that the second peripheral portion (54) of said at least one envelope comprises, at each of the two opposite ends of each envelope portion (52b-h), a membrane or double concavity membrane portion (54b-h), said membrane or double concavity membrane portion extending between two end portions (40b, 40c) of two consecutive elongated structural members to join the core of the frame, in a direction perpendicular to the transverse core of the frame. Aircraft section according to claim 3 or 4, characterized in that said at least one envelope (50) comprises at least one peripheral sealing element (60) which is interposed between each of the end portions (40b, 40c) elongated structural elements and the portion of the second face of the soul of the frame against which it is supported. 6. Aircraft section according to claim 4 or 5, characterized in that the plurality of parallel elongate structural elements arranged vertically opposite the second face of the frame comprises at least two elongate structural elements (42) arranged over their entire length only opposite the core of the frame, said at least two elongated structural elements framing the elongate structural elements (40) whose central portion (40a) is opposite the central opening, the two generally concave general concave envelope portions (52a, 52i) and the double concavity membrane or membrane portions (54a, 54i) disposed at their opposite ends being fixed on said at least two elongated structural framing members (42). 7. Aircraft section according to one of claims 1 to 6, characterized in that the system (70) of mechanical connection of the central portion is articulated type to ensure isostatic mechanical behavior. 8. Section of an aircraft according to one of claims 1 to 7, characterized in that said at least one floor (16, 18) comprises, on the one hand, sleepers (30) extending parallel to the frame of the wall and, on the other hand, webs (32) perpendicular to the cross members, each mechanical connection system (70) providing a mechanical connection between a web (32) and the central portion (40a) of an elongate structural member (40). ) arranged in front of the veil. 9. Aircraft section according to claim 8, characterized in that the mechanical connection system (70) is articulated on the one hand, on the web of the web (32) and, on the other hand, on the core of the central portion (40a) of the elongate structural member disposed opposite the web. 10. Aircraft section according to claim 7 or 9, characterized in that the articulated mechanical connection system comprises a double shackle (70). 11. Aircraft section according to one of claims 1 to 10, characterized in that it comprises two floors (16, 18) located one above the other and at least one is structural. 12. Aircraft section according to claim 11, characterized in that at least one of the two floors is connected to the central portion of at least some of the structural elements elongated by the mechanical connection system. Aircraft section according to Claim 12, characterized in that the two floors (16, 18) are connected to the central part (40a) of at least some of the elongated structural elements (40) by said mechanical connection system. (70). 14. Aircraft section according to one of claims 1 to 13, characterized in that the fuselage frame (22) of the partition (20) is configured, on the one hand, to perform a so-called normal function of a fuselage frame, namely ensuring the shape of the aircraft fuselage under the action of a pressurizing said fuselage and, secondly, to support and transfer other types of forces exerted on the frame. Aircraft section according to one of claims 1 to 14, characterized in that at least some elongated structural elements are each provided, at their two opposite end portions, with at least one end element of mechanical link which is configured to transfer a mechanical load to an outer member (80, 82) to the partition in response to pressure exerted on the first face of the frame 16. Aircraft, characterized in that it comprises an aircraft section according to one of claims 1 to 15, the pressurizing bulkhead (20) separating a pressurized zone (Zl) from a non-pressurized rear zone ( Z2). Aircraft according to claim 16, characterized in that, in the aircraft section of claim 15, at least some elongated structural elements are each configured at their two opposite ends to be articulated on charge transfer elements. (80, 82) via said at least one mechanical link end member. 18. Aircraft according to claim 16 or 17, characterized in that it comprises in the non-pressurized rear zone (Z2) a jack (90) for actuating the horizontal stabilizer of the aircraft, the partition being arranged at a cylinder distance that allows the presence of a person for maintenance activities.