FR3105782A1 - SUPPORT STRUCTURE FOR THE ASSEMBLY OF A FUSELAGE SECTION, INCLUDING TWO MODULES CAPABLE OF BEING TAKEN IN AN EXTRACTION CONFIGURATION OF THE FUSELAGE SECTION - Google Patents

Abstract

To facilitate the extraction of a fuselage section after its assembly on a support structure (10), the latter comprises: - first and second modules (9a, 9b) each comprising a frame (12a, 12b) as well as a support assembly (18a, 18b) carried by the frame and rotatably mounted relative thereto along a first axis of rotation (20) parallel to a longitudinal direction (X), the support assemblies (18a, 18b) comprising fixing means (44a, 44b) for holding longitudinal fuselage parts around the support assemblies (18a, 18b), with a view to their assembly to form the fuselage section. In addition, the frames (12a, 12b) are movable relative to each other in the longitudinal direction (X), so as to be able to be moved from a close working configuration to a separated extraction configuration. of the fuselage section, and vice versa. Figure for abstract: Figure 2

Description

SUPPORT STRUCTURE FOR THE ASSEMBLY OF A FUSELAGE STRETCH, COMPRISING TWO MODULES CAPABLE OF BEING LOADED IN A SPLIT FUSELAGE STRETCH EXTRACTION CONFIGURATION

The invention relates to an installation for assembling an aircraft fuselage section, intended to be obtained by assembling several longitudinal fuselage parts, each forming an angular sector of the section. It relates more particularly to a support structure forming an integral part of the installation, and intended to hold the longitudinal parts of the fuselage during their assembly.

The invention applies preferentially, but not exclusively, to an installation for assembling a fuselage section of a commercial airplane.

STATE OF THE PRIOR ART

Conventionally, the manufacture of an aircraft fuselage is carried out by producing several fuselage sections independently of each other, then by assembling these sections end-to-end.

Each fuselage section of the aircraft is thus produced within an installation, usually from several longitudinal fuselage parts which are fixed to each other at their circumferential ends. These longitudinal fuselage parts are also called “fuselage panels”. To do this, the installation usually comprises a plurality of stations, in which one or more specific operations are implemented. This may involve, for example, the mounting of the longitudinal fuselage parts on a support structure, or, subsequently, the fixing of the circumferential ends via their frames and/or their skins.

Once these longitudinal fuselage parts have been fixed to each other, the fuselage section is obtained, and it must be freed from its support structure before joining another assembly line, to be assembled with other longitudinal fuselage sections. .

The step of extracting the fuselage section from its support structure can be long and tedious, implying that the design of such a support structure remains to be optimized.

To respond to the drawback mentioned above, the invention firstly relates to a support structure for assembling a fuselage section, the structure comprising:
- a first module comprising a first frame as well as a first support assembly carried by the first frame and rotatably mounted relative thereto along a first axis of rotation parallel to a longitudinal direction of the support structure, the first assembly support comprising first fixing means for holding longitudinal fuselage parts around the first support assembly, with a view to their assembly to form the fuselage section; And
- a second module comprising a second frame as well as a second support assembly carried by the second frame and rotatably mounted relative thereto according to a second axis of rotation coinciding with the first axis of rotation, the second support assembly comprising second fixing means for holding said longitudinal fuselage parts around the second support assembly, with a view to their assembly to form the fuselage section.

In addition, the first and second frames are movable relative to each other in the longitudinal direction of the support structure, so as to be able to be moved from a close working configuration to a separated extraction configuration. of the fuselage section, and vice versa.

Thanks to this design in two modules movable longitudinally relative to each other, these are effectively capable of adopting a separated configuration allowing easy extraction of the fuselage section, from the space freed between these two modules of the supporting structure. The assembly times of such fuselage modules are advantageously reduced.

The invention preferably provides at least one of the following optional features, taken alone or in combination.

In the spaced-apart extraction configuration, the first and second support assemblies are spaced apart from each other so as to define between them a free longitudinal space for extraction, from which the assembled fuselage section can be extracted in a direction cross section of the support structure.

Each of the first and second support assemblies includes a longitudinal end member, and a plurality of arms projecting longitudinally from the longitudinal end member toward the other support assembly.

At least one of the arms fixedly carries a part of said first/second fixing means for holding longitudinal parts of the fuselage around the first/second support assembly.

The first and second modules respectively comprise a first and a second beam, the first beam extending longitudinally through the first support assembly and the second beam extending longitudinally through the second support assembly, and in close working configuration , the first and second beams are longitudinally continuous with one another, and preferably fixed to one another.

The first and second beams respectively form first and second work platforms for operators.

The longitudinal end member of at least one of the first and second support assemblies has a manway giving access to the associated first/second work platform.

The first and second beams are respectively integral with the first and second frames, or the first and second beams are longitudinally movable, respectively on the first and second frames.

At least one of the first and second beams forms at least a first longitudinal ramp on which is mounted at least a first tool for fixing the longitudinal parts of the fuselage together.

According to a first preferred embodiment of the invention, the support structure comprises one or more rolling elements fitted to each of the first and second frames so as to allow their movement from the close working configuration to the separated configuration for extracting the section fuselage, and vice versa, and so as to allow movement of the support structure when its first and second frames are in close working configuration.

Preferably, at least one of the first and second frames forms at least one second longitudinal ramp on which is mounted at least one second tool for fixing the longitudinal fuselage parts together.

The invention also relates to an installation for assembling a fuselage section comprising a plurality of stations, as well as such a support structure, mobile between the stations.

According to a second preferred embodiment of the invention, the installation comprises a multi-operation station incorporating such a support structure, with each of the first and second frames of the support structure being mounted to slide relative to the ground, according to the longitudinal direction of this support structure, the multi-operation station preferably comprising a gantry equipped with at least one longitudinal ramp on which slides at least one second tool for fixing the longitudinal fuselage parts together.

The invention also relates to a method for assembling a fuselage section using an installation as described above, the method being such that after the fixing of the longitudinal parts of the fuselage together around of the first and second support assemblies, the first and second frames are brought from their close working configuration to their separated extraction configuration, then the section of fuselage obtained by the longitudinal fuselage parts fixed between them is extracted from the structure of support.

Preferably, the extraction of the fuselage section takes place in a direction transverse to the support structure.

Other advantages and characteristics of the invention will appear in the non-limiting detailed description below.

This description will be made with regard to the appended drawings, among which;
shows a schematic top view of an installation according to a first preferred embodiment of the invention, for assembling an aircraft fuselage section;

shows a perspective view of a support structure for a fuselage section, this support structure forming an integral part of the installation shown in the preceding figure;

shows a perspective view of one of the two modules of the support structure shown in the previous figure;

shows a rear view of the support structure module shown in the previous figure;

is a perspective view showing a first step in a method of assembling a fuselage section, with the support structure shown in the preceding figures;

is a top view also showing the first step of the assembly process of a fuselage section;

is a cross-sectional view of the transverse structure around which are mounted longitudinal fuselage parts, in a configuration such as obtained following the implementation of the first step of the method, for obtaining a section of substantially circular section;

is a cross-sectional view similar to the view of the previous figure, showing longitudinal fuselage parts for obtaining a section of substantially elliptical section;

is a perspective view showing a second step in the assembly process of the fuselage section;

is a cross-sectional view of the support structure shown in the preceding figure;

shows a perspective view of two longitudinal fuselage parts, during their assembly;

is a cross-sectional view of the support structure, during the implementation of a third step of the assembly process;

is a perspective view of the support structure, in a state as adopted at the start of a fourth step of the method, aimed at extracting the fuselage section from the support structure;

is also a perspective view of the support structure, during the fourth step of the method;

is also a perspective view of the support structure, still during the fourth step of the process;

is a perspective view of the part of the support structure shown in the previous figure, after the extraction of the fuselage section;

shows a schematic perspective view of an installation according to a second preferred embodiment of the invention, for assembling an aircraft fuselage section;

shows a perspective view of a multi-operations station forming an integral part of the installation shown in the previous figure, this station comprising a support structure for a fuselage section, according to a second preferred embodiment of the invention ;

shows an enlarged perspective view of part of the support structure shown in the previous figure;

shows a cross-sectional view of the support structure shown in the previous figure;

shows an enlarged perspective view of part of one of the modules forming the support structure shown in the previous figures;

is a perspective view representing an operation of a first stage of a method of assembling a fuselage section, with the support structure shown in the preceding figures;

is a perspective view showing a subsequent operation performed as part of the first step of the assembly process;

is a perspective view showing a still further operation performed as part of the first step of the assembly process;

is a perspective view showing a still further operation performed as part of the first step of the assembly process;

is a cross-sectional view showing a second and a third stage of the fuselage section assembly process;

is a perspective view of the support structure, in a state as adopted at the start of a fourth step of the method, aimed at extracting the fuselage section from the support structure;

is also a perspective view of the support structure, during the fourth step of the process;

is also a perspective view of the support structure, still during the fourth step of the process; And

is a perspective view of the part of the support structure shown in the previous figure, after the extraction of the fuselage section.

DETAILED DISCUSSION OF PREFERRED EMBODIMENTS

FIG. 1 represents an installation 1 for assembling an aircraft fuselage section, according to a first preferred embodiment of the invention. This installation 1 corresponds to a hangar in which there are a plurality of stations, as well as a support structure, here mobile on the floor 2 between these different stations.

In the first embodiment shown in Figure 1, the stations are aligned with each other, but other non-linear arrangements could be adopted, without departing from the scope of the invention. In addition, a single assembly line has been shown, but multiple parallel lines can be envisaged, so as to simultaneously assemble several fuselage sections.

Installation 1 firstly comprises a station 4a for storing the longitudinal fuselage parts, these parts forming angular sectors of the section, and being stored individually or in groups in appropriate containers 6.

Next, the installation 1 comprises a station 4b for loading the longitudinal fuselage parts, on a support structure 10 specific to the invention, and which will be described in detail below. This station 4b is followed by another station 4c, for fixing the longitudinal parts of the fuselage.

Finally, the installation 1 ends with a 4d station for extracting the assembled fuselage section, this 4d station being intended to remove the section from the support structure.

Referring to Figures 2 to 4, there is shown a first preferred embodiment of the support structure 10, movable on the floor 2 between the different stations of the installation, preferably by rolling. Nevertheless, it is noted that the rolling elements described below can be replaced by any other displacement element allowing the mobility of the support structure 10 on the ground, such as sliding elements, for example of the air cushion type.

The support structure 10 has a longitudinal direction X, a transverse direction Y, as well as a height direction Z. These three directions X, Y and Z, mutually orthogonal, correspond respectively to the same longitudinal, transverse and height directions of the section of fuselage to be assembled.

The support structure 10 is formed by two modules 9a, 9b, of identical or similar design. This is a first module 9a, and a second module 9b that can be moved relative to each other, as will be detailed below. However, in Figure 2, the two modules 9a, 9b are shown in a close working configuration, in which they are temporarily fixed together, being in the longitudinal continuity of each other.

Subsequently, only the first module 9a will be described in detail. In the figures, the elements of the second module 9b, identical or similar to the elements of the first module 9a, bear identical numerical references with the extension “a” modified into extension “b”.

The first module 9a firstly comprises a first frame 12a, for example formed using beams, and/or beams, and/or boxes. The first frame 12a comprises a first base 16a, equipped with longerons 17a extending along the direction X over the entire length of the module 9a, or over substantially all of this length.

The beams 17a are each equipped with one or more rolling elements, for example several motorized running gears 14a, allowing the support structure 10 to be moved by rolling on the floor 2 of the installation. It is therefore the same for the longitudinal members 17b of the base 16b of the second frame 12b, each equipped with one or more rolling elements, for example several motorized running gear 14b. Alternatively, only the wheels associated with one of the two frames 12a, 12b could be driving, the wheels associated with the other frame remaining followers.

The undercarriages 14a, 14b not only allow the movement of the support structure 10 on the ground 2 when the two frames 12a, 12b are in the close working configuration shown in Figure 2, but they also allow the relative movement between the two frames 12a, 12b, so as to bring them from the close working configuration to a separated configuration for extracting the section which will be described later, and vice versa.

The first module 9a also comprises a first support assembly 18a carried by the first frame 12a, and rotatably mounted with respect to the latter, according to a first axis of rotation 20 parallel to the direction X. In this respect, it is noted that the second support assembly 18b is rotatably mounted on the second frame 12b, along a second axis of rotation 20 coinciding with the first. One of the two sets of rotary supports 18a, 18b is a motor, while the other remains a follower. The motor assembly is preferably the first support assembly 18a of the module 9a, while the follower assembly is preferably the second support assembly 18b of the module 9b.

The two sets of rotary supports 18a, 18b are optionally designed so as to have degrees of freedom of movement in the directions X, and/or Y and/or Z, with respect to their respective frames, in particular to make them perfectly coaxial in the close working configuration.

By way of example, the motor rotary support 18a can have one degree of translational freedom in the Z direction, while the follower rotary support 18b can have two translational degrees of freedom in the Y and Z directions, or even another translational degree of freedom in the X direction.

The first rotary support assembly 18a comprises a longitudinal end member 24a, preferably of generally annular shape centered on the axis of rotation 20. The longitudinal end member 24a corresponds to that intended to be coupled in rotation to the first frame 12a. Thanks to its generally annular shape, the longitudinal end member 24a could define a manway giving access to an interior space, in which operators could circulate, and from which they could carry out operations on the section to be assembled.

The first rotatable support assembly 18a also includes arms 29a extending in the X direction, projecting from the longitudinal end member 24a. The arms 29a extend towards the other module 9b, and they are arranged substantially at the periphery of the member 24a, being circumferentially spaced from each other. These are, for example, four arms 29a spaced apart at 90° from each other. In the close working configuration, the arms 29a of the first rotary support assembly 18a are at a distance from the arms 29b of the second rotary support assembly 18b, in the X direction. In addition, the arms 29a, 29b are preferably arranged in an aligned manner. two by two.

The entity formed by the two support assemblies 18a, 18b is comparable to a rotating mandrel 22, discontinuous in the direction X, and not radially closed due to the circumferential spaces between the arms 29a, 29b.

The interior space 28 formed by the mandrel 22 is therefore not entirely closed radially at the level of the support assemblies 18a, 18b, and it remains open at the level of the longitudinal space observed between these two assemblies 18a, 18b.

In this first preferred embodiment of the invention, the first module 9a comprises a first beam 31a extending along the direction X, through the first rotary assembly 18a. More specifically, this first beam 31a is integral with the first frame 12a while being fixed relative to the latter, and it passes through the longitudinal end member 24a until it extends beyond the arms 29a in space inside 28. In the close working configuration, the free end of the first beam 31a of the first module 9a is located in the longitudinal continuity of the free end of the second beam 31b of the second module 9b, these two ends being elsewhere fixed one on the other in a removable manner. It is the same for the ends of the four beams 17a, 17b supported by the running gear 14a, 14b, these ends being indeed also fixed two by two, in a removable manner. In this regard, it is noted that within each module 9a, 9b, the two beams 17a, 17b and the associated beam 31a, 31b have ends falling within the same transverse plane of the support structure 10, corresponding to the interface plane between the two modules 9a, 9b when this structure 10 is in the close working configuration.

As mentioned previously, the first and second beams 31a, 31b could respectively form a first and a second working walkway, allowing the operators to circulate in the interior space 28 after having entered it through the manway defined by one and/or the other of the two longitudinal end members 24a, 24b. However, in this first preferred embodiment, the first and second beams 31a, 31b each form at least a first longitudinal ramp 33'. Preferably, each of these beams 31a, 31b forms two first longitudinal ramps 33', in each of which is mounted a first tool 35' for fixing the longitudinal parts of the fuselage, as will be described later.

Each of the first tools 35' is thus housed sliding along the direction X, in the interior space 28 of the mandrel 22. Two of them are located on one side of the support structure 10 along the direction Y, while the other two first tools 35' are located on the other side of this structure 10. In addition, the first four tools 35' are oriented with one component downwards, to access the lower junctions between the different longitudinal parts of the fuselage, as will be described later. The first tools 35′ preferably take the form of robots capable of fixing the frames of the various adjacent longitudinal fuselage parts together, from the interior space 28 of the mandrel 22.

In a substantially analogous manner, the first frame 12a forms on its two longitudinal members 17a located at the opposite lateral ends of the structure 10, second longitudinal ramps 33''. It is the same for the side members 17b of the second frame 12b. Preferably, each of these four longerons 17a, 17b forms a second longitudinal ramp 33'', in each of which is mounted a second tool 35'' for fixing the longitudinal fuselage parts, as will be described later.

Each of the second tools 35'' is thus housed sliding with respect to its associated frame 12a, 12b, in the direction X, outside the mandrel 22. Two of them are located on one side of the structure of support 10 along the Y direction, while the other two second tools 35'' are located on the other side of this structure 10. In addition, the four second tools 35'' are oriented with one component upwards, to access at the low junctions between the various longitudinal fuselage parts, as will be described later. The second tools 35″ preferably take the form of robots capable of fixing the skins of the different adjacent longitudinal fuselage parts together, from outside the mandrel 22.

The first rotary support assembly 18a is equipped with first means for fixing the longitudinal fuselage parts. These first fixing means 44a are designed to hold the longitudinal fuselage parts temporarily around the mandrel 22, before and during the end-to-end fixing of their circumferential ends. The first fastening means are thus produced using several fasteners 44a, at least some of which, and preferably all of them, are carried fixedly at the distal ends of the arms 29a. These are for example two first fasteners 44a which are carried at the end of each arm 29a. It is the same for the second fasteners 44b of the second set of rotary support 18b.

The fasteners 44a, 44b each incorporate one or more degrees of freedom of movement in the directions X, and/or Y and/or Z relative to the arms 29a, 29b of the associated support assembly 18a, 18b, for several reasons. The first reason lies in the possibility of adapting to longitudinal parts of the fuselage of different sizes and of different shapes. The second reason lies in the ability of these fasteners 44a, 44b to retract, to allow the extraction of the section, once it is assembled around the mandrel 22.

As an indication, each of the fasteners 44a, 44b has three degrees of translational freedom in the directions X, Y and Z. In addition, it is noted that some of these fasteners 44a, 44b could be mounted on a mobile support the structure of the mandrel, so as to allow even greater adaptation to different fuselage shapes, for example circular, elliptical, ovoid, etc.

Preferably, the end of each of these attachments 44a, 44b comprises a fixing pin intended to cooperate with complementary means provided on the associated longitudinal part of the fuselage, or on a support for this longitudinal part. Alternatively, it is the longitudinal part of the fuselage which carries the fixing pin, and the attachment 44a, 44b then comprises the additional means for housing and holding the fixing pin. By way of example, the complementary means may have a design allowing the peg to be held by balls (such as for example the system of the company Jergens® known under the English name "Zero Point Mounting System").

Finally, it is noted that each set of rotary support 18a, 18b can be equipped, at its periphery, with additional support means 41a, 41b intended to support the longitudinal parts of the fuselage fixed temporarily by the fasteners 44a, 44b. These additional means 41a, 41b are movably mounted on the arms 29a, 29b, so as to be able to be retracted/deployed radially. They are preferably arranged in transverse planes distinct from those in which the attachments 44a, 44b fit. These additional means 41a, 41b make it possible to maintain the shape of the longitudinal parts of the fuselage, during their assembly.

A method for assembling an aircraft fuselage section according to a preferred embodiment of the invention will now be described, this method being implemented on the installation 1 including the support structure 10 which has just been detailed.

Figures 5 and 6 schematize a first step of the method, carried out within the loading station 4b. This first step consists in loading the longitudinal parts of the fuselage 54 on the mandrel 22 of the mobile support structure 10, here moved to the loading station 4b. To do this, the containers 6 containing the longitudinal fuselage parts 54 are first brought from the storage station 4a to the loading station 4b. The movement of the containers 6 on the floor 2 is carried out in an automated manner, as is the movement of the support structure 10 between the various stations of the installation.

The containers 6, or their contents directly, are deposited close to one or two work ramps 56 of the station 4b. Preferably, this is a single ramp 56 arranged laterally relative to the support structure 10. Alternatively, it could be two ramps located laterally on either side of the structure 10. The ramp 56 comprises a robot 58 sliding longitudinally, and equipped at its end with a member for gripping the longitudinal parts of the fuselage 54. In operation, the robot 58 grips one of the longitudinal parts of the fuselage 54 housed in one of the containers 6 or already extracted from it, then comes to mount it laterally on the mandrel 22, using the fasteners 44a, 44b. To cooperate with these, the longitudinal part of the fuselage 54 carried by the robot 58 comprises the aforementioned additional means (not shown) intended to cooperate with the pins of the attachments 44a, 44b. The fasteners 44a, 44b and their complementary means preferably have designs allowing their automatic centering, during the insertion of the pin in the complementary means, intended to lock this same pin.

When a longitudinal part of the fuselage 54 has been mounted laterally on the two rotary support assemblies 18a, 18b of the mandrel 22, from the working ramp 56, the mandrel is pivoted by approximately 90° along its axis 20 so that the same operation can be repeated, with another longitudinal part of the fuselage 54. This succession of operations is repeated until the fixing of the last longitudinal part of the fuselage 54 on the mandrel 22.

The fuselage section not yet assembled is then composed of four longitudinal fuselage parts 54, arranged end-to-end in the circumferential direction, around the mandrel 22. Each of these parts 54 extends over an angular sector of approximately 90 °. Alternatively, the number and/or the angular extent of each longitudinal fuselage part 54 could differ, without departing from the scope of the invention.

During this first step, in the case where the beams 31a, 31b form working walkways, operators can stand and move around in the interior space 28 of the mandrel, in order to carry out operations to check the correct interlocking of the longitudinal fuselage parts 54 on the attachments 44a, 44b of the mandrel 22.

FIG. 7 represents the fuselage section not yet assembled, formed by the four longitudinal fuselage parts 54 arranged end-to-end in the circumferential direction, around the mandrel 22. In this configuration, each part 54 also rests on the additional means bracket 41a. The section intended to be obtained here has a cross section of substantially circular shape. Alternatively, in the embodiment shown in Figure 8, the cross section has a substantially elliptical shape.

As mentioned previously, this arrangement can be obtained by moving a mobile support 64 from the mandrel 22. Indeed, on each set of rotary support 18a, 18b, the mobile support 64 carries at least two lower attachments 44a, 44b which, when they are moved downwards with this support 64 relative to the rest of the associated assembly 18a, 18b, allow the mandrel to receive a fuselage section having a more stretched shape in the vertical direction.

FIGS. 9 and 10 diagram a second step of the method, carried out within station 4c dedicated to fixing the skins of the longitudinal fuselage parts 54. To do this, the support structure 10 is moved to station 4c by rolling on the ground 2.

First of all, during this second step, the second tools 35'' are moved longitudinally along their respective ramps 33'' to make longitudinal fixing joints at the level of the interface between the skins of two longitudinal parts of fuselage 54 adjacent in the circumferential direction. Each joint is produced for example by a continuous weld or by a plurality of spot welds, from the outside of the longitudinal parts of the fuselage 54. of fastening elements between the two parts of the fuselage 54. Consequently, with the four second tools 35'', it is the two interfaces at the bottom of the section not yet assembled, which can be processed simultaneously.

Then, the mandrel 22 is pivoted through 180° along the axis 20, so that the two other interfaces between the parts 54 can be processed, which are in turn arranged at the bottom of the section, close to the four second tools 35' '.

During this second step, in the case where the beams 31a, 31b form working walkways, operators can stand and move around in the interior space 28 of the mandrel, in order to carry out operations to check the skin joints. made at the interfaces between the longitudinal fuselage parts 54.

Figure 11 shows two longitudinal fuselage portions 54 adjacent. As indicated previously, the second step described above aims to produce a longitudinal joint between the two skins 72, at the level of the interface 74 between the two parts 54.

The purpose of the third step is to fix the frames 76 of the two adjacent parts 54, still at the level of the interfaces 74 between these parts 54. This third step is described with reference to FIG. 12, and it is still implemented within the third station 4c. It has the particularity of being carried out from inside the mandrel 22, in the interior space 28, using the first tools 35' sliding longitudinally on the first ramps 33'. Indeed, the first tools 35′ are moved longitudinally along their respective ramps 33′ to effect fixings between the frames, at the level of the interface between the skins of two adjacent longitudinal fuselage parts 54 in the circumferential direction. Consequently, with the first four 35' tools, it is the two interfaces at the bottom of the section not yet assembled that can be processed simultaneously.

Then, the mandrel 22 is pivoted through 180° along the axis 20, so that the two other interfaces between the parts 54 can be processed, which are in turn arranged at the bottom of the section, close to the first four tools 35' .

FIGS. 13 to 16 diagram a fourth step of the method, aimed at extracting the fuselage section from the mandrel 22. This step is carried out within the station 4d towards which the support structure 10 is moved. It begins with the insertion under the assembled fuselage section 80 of mobile means 82 for supporting and conveying the section. These mobile means 82 are introduced under the section 80 and the mandrel 22, by rolling on the ground 2 and passing through an opening of the frame 12a between the longitudinal members 17a, as has been schematized by the arrow 84 in figure 14.

At this stage, the movable means 82 are raised to come into contact with the outer surface of the fuselage section 80, following which the attachments 44a, 44b of the mandrel 22 are retracted radially to break the connection with the section, just like the means additional supports 41a, 41b. Alternatively, when supports (not shown) form the interface between the mandrel 22 and the longitudinal fuselage walls 54, it is the connections between these supports and these walls 54 which can be broken, before the extraction of the fuselage section.

Then, the two modules 9a, 9b are uncoupled at their interface plane, and their frames 12a, 12b are retracted in the direction X so as to pass from the close configuration adopted until then, to the separated configuration d extraction of the section shown in Figure 15. During the relative movement between the two modules 9a, 9b in the direction X, obtained thanks to the rolling of the frames 12a, 12b on the ground 2, the two sets of rotary supports 18a, 18b define between them a free longitudinal space for extraction 86 of a dimension greater than that of the section 80. At this stage, the section 80 occupies part of the space 86 and rests on the means 82, while being freed from the support structure 10.

The fuselage section 80 can then be extracted from the free space 86 of the structure 10, by being moved on the ground 2 in the direction Y by the means 82, as shown schematically by the arrow 88 in figure 16.

The support structure 10 is then returned to its close working configuration in order to be moved to the start of the assembly line, with the aim of performing an assembly process for a new section.

It is noted that in the configuration of FIG. 16, any one of the modules 9a, 9b has a design that is perfectly suited to assembling a fuselage nose cone, according to method steps identical or similar to those which have just been described. .

In general, it is indicated that the support structure 10 here has a mobile character within the installation 1, which allows it to move freely between the different stations of the installation, with the longitudinal parts of the fuselage 54 attached to the mandrel of this support structure. This advantageously makes it possible to make the installation more compact, in particular by having greater freedom of positioning of the various stations within the installation. In addition, this design reduces or even eliminates the presence of cranes/gantries or similar elements within the installation, these cumbersome elements usually being provided for moving the fuselage section during its assembly, between the various stations of installation.

In addition, the rotatable and coaxial characters of the first and second support assemblies 18a, 18b advantageously generate a reduction in the size of an installation including such a support structure 10. Indeed, thanks to a simple change of angular position of the first and second support assemblies 18a, 18b, it is possible to successively mount several longitudinal parts of the fuselage from the same zone adjacent to the support structure.

The support structure 10 advantageously allows the assembly of sections of different lengths, of different shapes, and even the assembly of a nose cone on one of the two modules 9a, 9b.

In this first preferred embodiment, the compactness of the installation is further enhanced by the fact that different operations for fixing the longitudinal fuselage parts 54 can be carried out within the same station 4c, using tools 35 ', 35'' integrated into the support structure 10.

Finally, the lateral extraction of the assembled section 80, after the separation of the two mobile modules 9a, 9b, also generates a gain in compactness for the installation, in particular by reducing or even eliminating the presence of cranes / gantries or elements similar within the installation.

Referring now to Figures 17 to 27, there will be described a second preferred embodiment of the invention, having many similarities with the first preferred embodiment described with reference to Figures 1 to 16. Therefore, on the figures, the elements bearing the same reference numerals correspond to identical or similar elements.

Firstly with reference to Figure 17, there is shown the installation 1 for assembling an aircraft fuselage section, according to the second preferred embodiment of the invention. This installation 1 corresponds to a hangar in which there are several stations distributed over the floor 2, the number of these stations being nevertheless reduced with respect to the first mode described previously.

Preferably, the installation 1 comprises only two stations 4a, 4b. In addition, a single assembly line has been shown in FIG. 17, but multiple parallel lines can be envisaged, so as to simultaneously assemble several fuselage sections.

The installation 1 firstly comprises a station 4a for storing the longitudinal fuselage parts, these parts forming angular sectors of the section, and being stored individually or in groups in appropriate containers 6. This storage station 4a can optionally integrate substations allowing the extraction of the longitudinal fuselage parts 54 outside their containers 6, so as to rest each longitudinal fuselage part 54 on a carriage 7 rolling on the ground 2.

Then, the installation 1 comprises a multi-operation station 4b, integrating a support structure 10 remaining permanently within this station. This is dedicated to several operations, such as loading the longitudinal fuselage parts 54 onto the support structure 10, fixing the longitudinal fuselage parts 54 together, and extracting the assembled fuselage section.

The reduction in the number of stations advantageously leads to a reduction in the overall size of the installation 1.

Referring to Figures 18 to 20, there is shown the support structure 10 according to the second preferred embodiment of the invention, this structure 10 being integrated into the station 4b, and no longer mobile between the stations.

The support structure 10 has a longitudinal direction X, a transverse direction Y, as well as a height direction Z. These three directions X, Y and Z, mutually orthogonal, correspond respectively to the same longitudinal, transverse and height directions of the section of fuselage to be assembled.

The support structure 10 is formed by two modules 9a, 9b, of identical or similar design. This is a first module 9a, and a second module 9b that can be moved relative to each other in the direction X, as will be detailed below. However, in Figures 18 and 19, the two modules 9a, 9b are shown in a close working configuration, in which they are optionally fixed together temporarily, being in the longitudinal continuity of one another.

Subsequently, only the first module 9a will be described in detail. In the figures, the elements of the second module 9b, identical or similar to the elements of the first module 9a, bear identical numerical references with the extension “a” modified into extension “b”.

The first module 9a first of all comprises a first frame 12a, mounted so as to move along the direction X with respect to a first plate or platform 15a fixed to the ground 2. This mobility is conferred by first longitudinal rails 13a present on the first plate 15a . The two fixed plates 15a, 15b are spaced longitudinally from each other, to form a longitudinal loading space 23.

The rails 13a, 13b allow the relative movement between the two frames 12a, 12b in the direction X, so as to bring them from the close working configuration to a separated configuration for extracting the section which will be described later, and vice versa.

The first module 9a also comprises a first support assembly 18a carried by the first frame 12a, and rotatably mounted with respect to the latter, according to a first axis of rotation 20 parallel to the direction X. In this respect, it is noted that the second support assembly 18b is rotatably mounted on the second frame 12b, along a second axis of rotation 20 coinciding with the first. One of the two sets of rotary supports 18a, 18b is a motor, while the other remains a follower. The motor assembly is preferably the first support assembly 18a of the module 9a, while the follower assembly is preferably the second support assembly 18b of the module 9b.

The two sets of rotary supports 18a, 18b are optionally designed so as to have degrees of freedom of movement with respect to their respective frames in one or more X, Y and/or Z directions, in particular to make them perfectly coaxial in the configuration. close to work.

By way of example, the motor rotary support 18a can have one degree of translational freedom in the Z direction, while the follower rotary support 18b can have two translational degrees of freedom in the Y and Z directions, or even another translational degree of freedom in the X direction.

The first rotary support assembly 18a comprises a longitudinal end member 24a, preferably of generally annular shape centered on the axis of rotation 20. The longitudinal end member 24a corresponds to that intended to be coupled in rotation to the first frame 12a. Thanks to its generally annular shape, the longitudinal end member 24a preferably defines a manway 26a giving access to an interior space 28, in which operators can circulate, and from which they can carry out operations on the section to assemble.

The first rotatable support assembly 18a also includes arms 29a extending in the X direction, projecting from the longitudinal end member 24a. The arms 29a extend towards the other module 9b, and they are arranged substantially at the periphery of the member 24a, being circumferentially spaced from each other. It is for example four or six arms 29a spaced substantially regularly from each other. In the close working configuration, the arms 29a of the first rotary support assembly 18a are at a distance from the arms 29b of the second rotary support assembly 18b, in the direction X. In addition, the arms 29a, 29b are preferably arranged in an aligned manner. two by two.

The entity formed by the two support assemblies 18a, 18b is comparable to a rotating mandrel 22, discontinuous in the direction X, and not radially closed due to the circumferential spaces between the arms 29a, 29b.

The interior space 28 formed by the mandrel 22 is therefore not entirely closed radially at the level of the support assemblies 18a, 18b, and it remains open at the level of the longitudinal space observed between these two assemblies 18a, 18b.

In this second preferred embodiment of the invention, the first module 9a comprises a first beam 31a extending along the direction X, through the first rotary assembly 18a. More specifically, this first beam 31a is mounted to move longitudinally relative to the first frame 12a, and it passes through the longitudinal end member 24a until it extends beyond the arms 29a into the interior space 28. In the close working configuration, the free end of the first beam 31a of the first module 9a is located in the longitudinal continuity of the free end of the second beam 31b of the second module 9b, these two ends being possibly fixed besides the one on the other in a dismountable way.

This connection between the two beams 31a, 31b constitutes the interface between the two modules 9a, 9b, in their close working configuration.

As mentioned above, the first and second beams 31a, 31b respectively form a first and a second working walkway, allowing operators to circulate in the interior space 28 after having entered it through the manhole(s) 26a, 26b defined by one and/or the other of the two longitudinal end members 24a, 24b.

Each beam 31a, 31b thus has a horizontal surface 37a, 37b oriented upwards, and centered within the interior space 28 of the mandrel. It is these surfaces 37a, 37b which serve as walking support for the operators, during operations carried out on the fuselage section during its assembly. The walkways 31a, 31b can be supplemented by additional side walkways 39a, 39b, articulated longitudinally on either side of these walkways 31a, 31b. As can be seen in FIG. 20 for the additional walkways 39a, these can be moved between a horizontal position extending transversely the first walkway 31a on either side of the latter, and a vertical position serving as a railing for the operators circulating on the first gateway 31a. It is the same for the second work bridge 31b.

Furthermore, the first rotary support assembly 18a is equipped with first means for fixing the longitudinal fuselage parts. These first fixing means 44a are designed to hold the longitudinal fuselage parts temporarily around the mandrel 22, before and during the end-to-end fixing of their circumferential ends. The first fastening means are thus produced using several fasteners 44a, at least some of which, and preferably all of them, are carried fixedly at the distal ends of the arms 29a. This is for example a first attachment 44a which is carried at the end of each arm 29a. It is the same for the second fasteners 44b of the second set of rotary support 18b.

The attachments 44a, 44b each incorporate one or more degrees of freedom of movement relative to the arms 29a, 29b of the associated support assembly 18a, 18b, for several reasons. The first reason lies in the possibility of adapting to longitudinal parts of the fuselage of different sizes and of different shapes. The second reason lies in the ability of these fasteners 44a, 44b to retract, to allow the extraction of the section, once it is assembled around the mandrel 22.

As an indication, each of the fasteners 44a, 44b has three degrees of translational freedom in the directions X, Y and Z. In addition, it is noted that some of these fasteners 44a, 44b could be mounted on a mobile support the structure of the mandrel, so as to allow even greater adaptation to different shapes of fuselage.

Preferably, the end of each of these attachments 44a, 44b comprises a fixing pin intended to cooperate with complementary means provided on the associated longitudinal part of the fuselage, or on a support for this longitudinal part. Alternatively, it is the longitudinal part of the fuselage which carries the fixing pin, and the attachment 44a, 44b then comprises the additional means for housing and holding the fixing pin. By way of example, the complementary means may have a design allowing the peg to be held by balls (such as for example the system of the company Jergens® known under the English name "Zero Point Mounting System").

In this second preferred embodiment of the invention, the support structure 10 is integrated into the multi-operation station 4b, which further comprises a gantry 66 extending around the mandrel 22.

Two second 33" longitudinal ramps are defined by the gantry 66, each of them slidingly carrying a second 35" tool for fixing the longitudinal fuselage parts. Each of the two second tools 35'' is thus housed sliding on an upper part of the gantry 66, in the direction X, outside the mandrel 22. The second tools 35'' preferably take the form of robots capable of fixing between them the skins of the various adjacent longitudinal fuselage parts, from the outside of the mandrel 22.

In this second embodiment, there are no first ramps inside the mandrel 22, since the operations for fixing the frames of the longitudinal fuselage parts are preferably carried out manually, by the operators from the interior space 28.

Furthermore, the gantry 66 comprises uprights 67 resting on the ground 2, and on which are mounted external walkways 69 for the operators. There are thus two external walkways 69 arranged laterally on either side of the support structure 10, preferably being movable vertically with respect to the uprights 67 supporting them.

Referring now to Figure 21, there is shown a part of the second module 9b, and in particular its plate 15b equipped with specific means to ensure the loading of the longitudinal parts of the fuselage, on the mandrel 22 of the support structure. Identical or similar means are provided on the plate 15a of the first module 9a, but they are not shown in Figure 21.

It is first of all a fixed transverse rail 90, extended by a transverse rail 92, movable in the direction Z relative to the plate 15b, for example thanks to vertical rails 94.

A method for assembling an aircraft fuselage section according to a preferred embodiment of the invention will now be described, this method being implemented on the installation 1 including the support structure 10 which has just been detailed.

Figures 22A to 22D schematize a first step of the method, carried out within the multi-operations station 4b, like all the other steps which will be described below.

This first step consists in loading the longitudinal parts of the fuselage 54 one by one onto the mandrel 22 of the mobile support structure 10, the support assemblies 18a, 18b of which are in the close working position.

To do this, the longitudinal parts of the fuselage 54 are first brought one by one from the storage station 4a, to the loading station 4b, thanks to the support carriages 7 rolling on the ground 2. The movement of the carriages 7 on floor 2 is performed automatically.

For the loading of the first longitudinal part of the fuselage 54 on the mandrel 22, its carriage 7 is moved transversely in the direction of the longitudinal loading space 23, defined between the two plates 15a, 15b. During this movement, as shown in FIG. 22A, a removable intermediate support 96 is interposed between the carriage 7 and the longitudinal part of the fuselage 54. This intermediate support 96 has longitudinal ends which penetrate respectively into the two fixed rails 90 of the support structure, then in the two mobile rails 92. Once the intermediate support 96 is housed in the two mobile rails 92, the latter are moved upwards, carrying with them the intermediate support 96 and the longitudinal part of the fuselage 54 that it supports, as has been schematized in FIG. 22B.

During this upward vertical movement, the longitudinal part of the fuselage 54 is fixed on the mandrel 22, using the fasteners 44a, 44b. To cooperate with these, the longitudinal part of the fuselage 54 carried by the intermediate support 96 comprises the aforementioned additional means (not shown), intended to cooperate with the studs of the attachments 44a, 44b. The fasteners 44a, 44b and their complementary means preferably have designs allowing their automatic centering, during the insertion of the pin in the complementary means, intended to lock this same pin.

When the first longitudinal fuselage part 54 has been mounted from below on the two rotary support assemblies 18a, 18b of the mandrel 22, its intermediate support 96 is detached from the part 54, then lowered by the movable rails 92 to the level of the rails. fixed 90, as shown in Figure 22C.

The carriage 7 is then responsible, still in an automated manner, for extracting the intermediate support 96 from the fixed rails 90, as shown in FIG. 22D.

The mandrel 22 is then pivoted around its axis 20 so that the same sequence of operations can be repeated, with another longitudinal part of the fuselage 54 brought under this same mandrel. These operations are repeated until the last longitudinal part of the fuselage 54 is fixed on the mandrel 22.

The fuselage section not yet assembled is then composed of several longitudinal parts of the fuselage 54, arranged end-to-end in the circumferential direction, around the mandrel 22. Here, it may for example be four or six longitudinal parts of fuselage 54, of similar or different angular extents.

During this first step, in the case where the beams 31a, 31b (not shown in FIGS. 22A to 22D) form working walkways, operators can stand and circulate in the interior space 28 of the chuck, in order to carry out operations to check the correct interlocking of the longitudinal fuselage parts 54 on the attachments 44a, 44b of the mandrel 22.

At the end of this first step, the longitudinal fuselage parts 54 are arranged end-to-end in the circumferential direction, similar to those shown in FIGS. 7 and 8 for the first preferred embodiment.

FIG. 23 schematizes a second and a third step of the method, always carried out within the station 4b.

First of all, during the second step, the two second tools 35'' are moved longitudinally along their respective ramps 33'', to make longitudinal fixing joints at the level of two interfaces between the skins of longitudinal parts of fuselage 54, adjacent in the circumferential direction. Each joint is produced for example by a continuous weld or by a plurality of spot welds, from the outside of the longitudinal fuselage parts 54. Each tool 35'' is here also capable of making holes/bores, as well as the laying of fastening elements between the two fuselage parts 54. Consequently, with the two second tools 35'', it is the two interfaces at the top of the section not yet assembled, which can be processed simultaneously.

Then, the mandrel 22 is pivoted along the axis 20, so that two other interfaces between the parts 54 can be processed, which are in turn arranged at the top of the section, close to the second tools 35''.

During this second stage, on the beams 31a, 31b which form working walkways, operators can stand and circulate in the interior space 28 of the mandrel, in order to carry out operations to check the skin joints made at the level of the interfaces between the longitudinal parts of the fuselage 54. The operators can also circulate on the additional walkways 39a, 39b, when these are deployed horizontally.

The third step of the process has as its object the fixing of the frames 76 of the two adjacent parts 54, still at the level of the interfaces 74 between these parts 54, as has already been described with reference to FIG. 11. This third step is described with reference in FIG. 23, and it is also implemented within the multi-operations station 4b.

It has the particularity of being carried out from inside the mandrel 22, in the interior space 28, using first tools 35' controlled by the operators standing on the walkways 31a, 31b, 39a, 39b. Several interfaces at the top of the section not yet assembled can be processed simultaneously by the operators.

Then, the mandrel 22 is pivoted along the axis 20, so that two other interfaces between the parts 54 can be processed, which are in turn arranged at the top of the section, accessible by the operators located in the interior space 28 .

FIGS. 24 to 27 schematize a fourth step of the method, aimed at extracting the fuselage section from the mandrel 22. This step is carried out within the multi-operations station 4b. It begins with the insertion under the assembled fuselage section 80 of mobile means 82 for supporting and conveying the section. These mobile means 82 are introduced laterally under the section 80 and the mandrel 22, in the longitudinal loading space 23 defined between the plates 15a, 15b. The displacement of the mobile means 82 is carried out by rolling on the ground 2, as has been schematized by the arrow 84 in figure 24.

At this stage shown in Figure 25, the movable means 82 are raised to come into contact with the outer surface of the fuselage section 80, following which the attachments 44a, 44b of the mandrel 22 are retracted radially to break the connection with the section . Alternatively, when supports (not shown) form the interface between the mandrel 22 and the longitudinal fuselage walls 54, it is the connections between these supports and these walls 54 which can be broken, before the extraction of the fuselage section.

Then, the two modules 9a, 9b are uncoupled at their interface plane, and their frames 12a, 12b are retracted in the direction X so as to pass from the close configuration adopted until then, to the separated configuration d extraction of the section shown in FIG. 26. In this separated extraction configuration, the beams 31a, 31b have also been retracted longitudinally with respect to their respective frames 12a, 12b.

During the relative movement between the two modules 9a, 9b in the direction X, obtained thanks to the sliding of the frames 12a, 12b on the ground 2, the two sets of rotary supports 18a, 18b define between them a free longitudinal space for extraction 86 of dimension greater than that of the section 80. At this stage, the section 80 occupies part of the space 86 located above the space 23, and it rests on the means 82 while being released from the support structure 10.

The fuselage section 80 can then be extracted from the free space 86 of the structure 10, by being moved on the ground 2 in the direction Y by the means 82, as shown schematically by the arrow 88 in figure 27.

The support structure 10 is then returned to its close working configuration, in order to allow the implementation of a method for assembling a new section.

It is noted that in the configuration of FIG. 27, any one of the modules 9a, 9b has a design that is perfectly suited to assembling a fuselage nose cone, according to process steps identical or similar to those which have just been described. .

Of course, various modifications can be made by those skilled in the art to the invention which has just been described, solely by way of non-limiting and combinable examples, and the scope of which is defined by the claims which follow. In particular, the different embodiments described above can be combined, and have interchangeable characteristics. For example, it is noted that the carriage 7 and the mobile means 82 are described as rolling on the ground, but alternatively, they could slide on this same ground, for example via air cushions.

Claims (15)

Support structure (10) for assembling a fuselage section (80), characterized in that it comprises:
- a first module (9a) comprising a first frame (12a) as well as a first support assembly (18a) carried by the first frame and rotatably mounted relative thereto according to a first axis of rotation (20) parallel to a longitudinal direction (X) of the support structure, the first support assembly (18a) comprising first fixing means (44a) for holding longitudinal fuselage parts (54) around the first support assembly (18a), in view of their assembly to form the fuselage section; And
- a second module (9b) comprising a second frame (12b) as well as a second support assembly (18b) carried by the second frame and rotatably mounted with respect to the latter according to a second axis of rotation (20) coinciding with the first axis of rotation, the second support assembly (18b) comprising second fixing means (44b) for holding said longitudinal fuselage parts (54) around the second support assembly (18b), with a view to their assembly to form the fuselage section,
and in that the first and second frames (12a, 12b) are movable relative to each other in the longitudinal direction (X) of the support structure (10), so as to be able to be moved from one close working configuration, to a separated configuration for extracting the fuselage section, and vice versa. Support structure according to Claim 1, characterized in that in the spaced-out configuration, the first and second support assemblies (18a, 18b) are spaced apart so as to define between them a longitudinal space free of extraction (86), from which the assembled fuselage section (80) can be extracted in a transverse direction (Y) of the support structure. Support structure according to claim 1 or claim 2, characterized in that each of the first and second support assemblies (18a, 18b) comprises a longitudinal end member (24a, 24b), as well as a plurality of arms ( 29a, 29b) projecting longitudinally from the longitudinal end member (24a, 24b), towards the other support assembly. Support structure according to Claim 3, characterized in that at least one of the arms (29a, 29b) fixedly carries a part of the said first/second fixing means (44a, 44b) for holding the longitudinal parts of the fuselage (54 ) around the first / second support assembly (18a, 18b). Support structure according to any one of the preceding claims, characterized in that the first and second modules (9a, 9b) comprise respectively a first and a second beam (31a, 31b), the first beam (31a) extending longitudinally through the first support assembly (18a) and the second beam (31b) extending longitudinally through the second support assembly (18b), and in that in close working configuration the first and second beams (31a , 31b) are located longitudinally in continuity with each other, and preferably fixed to each other. Support structure according to Claim 5, characterized in that the first and second beams (31a, 31b) respectively form first and second work platforms for operators. Support structure according to Claim 6 combined with Claim 3, characterized in that the longitudinal end member (24a, 24b) of at least one of the first and second support assemblies (18a, 18b) has a manway giving (26a, 26b) access to the first/second associated work platform (31a, 31b). Support structure according to any one of Claims 5 to 7, characterized in that the first and second beams (31a, 31b) are respectively integral with the first and second frames (12a, 12b), or in that the first and second beams (31a, 31b) are longitudinally movable, respectively on the first and second frames (12a, 12b). Support structure according to any one of Claims 5 to 8, characterized in that at least one of the first and second beams (31a, 31b) forms at least a first longitudinal ramp (33') on which is mounted at least a first tool (35') for fixing the longitudinal fuselage parts (54) together. Support structure according to any one of the preceding claims, characterized in that it comprises one or more rolling elements (14a, 14b) fitted to each of the first and second frames (12a, 12b) so as to allow their displacement from the configuration close working configuration to the separated configuration for extracting the fuselage section, and vice versa, and so as to allow movement of the support structure when its first and second frames (12a, 12b) are in the close working configuration. Support structure according to Claim 10, characterized in that at least one of the first and second frames (12a, 12b) forms at least one second longitudinal ramp (33') on which is mounted at least one second tool (35 '') for fixing the longitudinal fuselage parts (54) together. Installation (1) for assembling a fuselage section (80) comprising a plurality of stations (4a-4d), as well as a support structure (10) according to any one of the preceding claims, movable between the resorts. Installation (1) for assembling a fuselage section (80) comprising a multi-operation station (4b) incorporating a support structure (10) according to any one of claims 1 to 9, with each of the first and second frame (12a, 12b) of the support structure (10) being mounted to slide relative to the ground (2), along the longitudinal direction (X) of this support structure, the multi-operation station (4b) preferably comprising a gantry (66) equipped with at least one longitudinal ramp (33'') on which slides at least one second tool (35'') for fixing the longitudinal parts of the fuselage (54) together. Method of assembling a fuselage section (80) using an installation (1) according to claim 12 or claim 13, characterized in that after the fixing of the longitudinal fuselage parts (54) between they around the first and second support assemblies (18a, 18b), the first and second frames (12a, 12b) are brought from their close working configuration to their separated extraction configuration, then the fuselage section (80) obtained by the longitudinal fuselage parts fixed between them is extracted from the support structure (10). Assembly method according to Claim 14, characterized in that the extraction of the fuselage section (80) takes place in a transverse direction (Y) of the support structure (10).