• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a pressurizing partition (3) for an aircraft, having a first face intended to be subjected to a relatively high pressure and a second face intended to be subjected to a relatively low pressure, the pressurizing partition having zones of connection to the rigid structure of the aircraft, said partition (3) being formed of a flexible material, allowing its folding when it is not assembled to the rigid structure of the aircraft. According to the invention, the flexible material is a shape memory material, ensuring, when the connection zones are assembled to the rigid structure of the aircraft, maintaining said partition (3) in a single use position, substantially identical when the pressures exerted on said first and second face balance and when the pressure applied to the first face is greater than the pressure exerted on the second face by a value less than 1.3 bar.
    公开号:FR3015425A1
    申请号:FR1450332
    申请日:2014-01-16
    公开日:2015-06-26
    发明作者:Jean-Loup Thiers
    申请人:Airbus SAS；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The present invention relates to the constituent elements of an aircraft, and more particularly to an aircraft. In particular, the invention relates to the rear wall of pressurization, which is provided at the rear of aircraft intended to carry passengers. The invention also relates to aircraft comprising such a partition. PRIOR ART The rear of the fuselage of an aircraft, and more particularly of an aircraft, generally comprises a transverse rear partition which separates the cabin from the tail of the aircraft. The cabin is normally pressurized to ensure the health and comfort of passengers despite the low pressure at high altitudes. In contrast, the tail of the aircraft is not pressurized. The rear wall, also called pressurization wall, must resist, when the aircraft is at altitude, a pressure differential between its front face subjected to a relatively high pressure and its rear face subjected to a relatively high pressure. This pressurizing partition is generally constituted by a rigid dome which is assembled by its periphery at the rear of the rear section of the aircraft, before assembly of the tail of the aircraft at this rear section. Once assembled, the bulkhead can no longer be removed without disassembly of the tail of the aircraft. The dome shape of this partition, whose concave face is oriented towards the cabin, allows a better recovery of the forces generated by the differential pressure, when the aircraft is at altitude. To reduce the weight of the pressurizing partitions and avoid the risk of corrosion, it has been proposed to manufacture them in composite materials rather than metal. The resumption of the forces normally supported by the pressurizing partitions, mainly consisting of tensile stresses, can in fact be provided by a partition made of composite materials much lighter than a metal partition.
    [0002] However, the risk of delamination of the composite material, in case of impact on the partition, imposes oversizing which reduces the weight gain. Other types of pressurizing bulkheads have been designed for aircraft intended to carry both cargo and passengers at the same time, such as transport aircraft for military use. In this case, the pressurizing partitions must be removable. In particular, it has been proposed by document DE 1 053 319 to use as a pressurizing partition a removable flexible curtain which takes the form of a dome when it is subjected to a differential pressure, but collapses under the effect of gravity when he is no longer subject to this pressure differential. Such a solution does not present the guarantees of reliability allowing its implementation in an aircraft intended for the commercial transport of passengers, in particular because of the displacement of the pressurization partition, when the differential pressure between its faces is zero. Indeed, this movement may put the pressurizing partition in contact with cables or pipes circulating nearby, which could lead to a risk of damage to the partition or cables and pipes. Furthermore, such a solution does not allow the passage of pipes or pipes through the pressurizing partitions, in good conditions of safety. OBJECTS OF THE INVENTION The present invention aims to overcome these disadvantages of the prior art. In particular, the invention aims to provide a pressurizing partition having a weight and a reduced cost, compared to the pressurizing partitions used in aircraft of the prior art intended for passenger transport. Another objective is to provide such a pressurizing partition which has good reliability, and in particular whose mechanical performance is not affected by the consequences of a shock. A particular object of the invention is to provide such a pressurization partition which is not likely to come into contact with sensitive elements of the aircraft, during the various situations of use of the aircraft, and which allows the passage ducts or pipes through the pressurization partitions, between the pressurized cabin and the non-pressurized zone, in good conditions of safety. Yet another object of the invention is to provide such a pressurization partition which can, according to at least one of the embodiments, be assembled more easily to the aircraft than the pressurizing partitions used in aircraft of the prior art for passenger transport. In particular, one of the objectives of the invention is to allow the assembly of the pressurization partition at an advanced stage of the assembly of the aircraft, and to allow easier replacement of the pressurizing partition in the event of deterioration. . According to at least one of its embodiments, the invention also aims to provide such a pressurization partition that can be transported and stored more easily than the pressurizing partitions of the prior art. SUMMARY OF THE INVENTION These objectives, as well as others which will appear more clearly later, are achieved according to the invention by a pressurizing partition for an aircraft, having a first face intended to be subjected to a relatively high pressure and a second face intended to be subjected to a relatively low pressure, the pressurizing partition having connection zones to the rigid structure of the aircraft, said partition being formed of a flexible material, allowing its folding when it is not assembled to the rigid structure of the aircraft, wherein, according to the invention, said flexible material is a shape memory material, ensuring, when said connecting zones are assembled to the rigid structure of the aircraft, the maintenance of said partition in a single use position, substantially identical when the pressures on said first and second faces are balanced and when the pressure has ppliqué on the first face is greater than the pressure exerted on the second face of a value less than 1, 3 bars. Thus, it is possible to benefit before the installation of the partition benefits related to its flexibility, including the decline in its size. On the other hand, after its installation, this flexibility does not involve giant displacement of the partition, and makes it less sensitive to shocks. Preferably, said flexible material is a composite material comprising a flexible matrix and fibers able to withstand a radius of curvature of less than 2 millimeters. Advantageously, said flexible matrix consists of a material chosen from: - silicone, - polyurethane. Advantageously, said fibers are chosen from: - aramid fibers, - polyethylene fibers, - polyester fibers. Preferably, said connection zones comprise a peripheral zone of said pressurization partition. According to an advantageous embodiment, said connection zones also comprise an anchoring zone, close to the center of said partition.
    [0003] The invention also relates to an aircraft comprising a rigid structure, and comprising a pressurization partition as described above, assembled to said rigid structure. According to an advantageous embodiment, said pressurizing partition is associated with a vibration generator to form a loudspeaker.
    [0004] LIST OF FIGURES The invention will be better understood on reading the following description of preferred embodiments, given for illustrative and nonlimiting purposes, and accompanied by figures among which: FIG. 1 is a partial section of the fuselage of an airplane , in a vertical plane passing through the longitudinal axis of the aircraft, showing a pressurizing partition according to a first embodiment of the invention; Figure 2 is a detail view of the section of Figure 1, showing the attachment of the pressurizing partition of Figure 1 to the fuselage of the aircraft; Figures 3, 4 and 5 are partial sections of the fuselage of an aircraft, in a vertical plane passing through the longitudinal axis of the aircraft, showing a pressurizing partition respectively according to a second, a third and a fourth mode of embodiment of the invention; Figures 6 and 7 are respectively detailed views of sections of the fuselage of an aircraft, showing the attachment of the pressurizing wall to the fuselage of an aircraft according to respectively a first and a second variant of the invention; - Figure 8 shows a front view of a pressurizing partition according to a possible embodiment of the invention adapted to be assembled to the fuselage of an aircraft according to the variant shown in Figure 7. EXPOSE PREFERENTIAL EMBODIMENTS First Embodiment FIG. 1 represents a partial section of the fuselage of an airplane, in a vertical plane passing through the longitudinal axis of the aircraft. In this figure, we can see the upper and lower sections of the sheets forming the skin 1 of the fuselage, and the upper and lower sections of a frame 2, fixed to the inner face of the skin 1 10 and extending over the entire body. perimeter of this skin, in a plane substantially transverse to the longitudinal axis of the aircraft. The section of the fuselage shown is a section of the rear of the fuselage, which shows the pressurizing partition 3 separating the pressurized cabin 91 from the unpressurized space 92. In the embodiment shown in FIG. 1, this pressurizing partition 3 has a domed shape whose concave face faces the pressurized cabin. This partition 3 is fixed, at a peripheral connection zone, on the frame 2. The dome shape of the pressurizing partition, as well as its attachment to the frame 2, is common for the pressurizing partitions of the art. prior. The pressurizing partition 3 can therefore be assembled in an aircraft to replace a corresponding pressurizing partition of the prior art, without this entailing substantial modification of the architecture of this aircraft. Figure 1 also shows cables 41 and 42, which connect the frame 2 to other elements (not shown) of the structure of the aircraft. These cables make it possible to relieve the frame 2 of the forces exerted by the partition 3 in the longitudinal direction of the aircraft. Characteristics of the partition according to the invention According to the invention, the pressurizing partition 3 is formed of a flexible material, allowing its folding or winding when it is not assembled to the rigid structure of the aircraft, but also having a shape memory, ensuring the maintenance of the partition in a single use position when it is assembled to the rigid structure of the aircraft. The pressurizing partition thus remains in this single position of use when the pressures acting on said two faces are balanced and when the pressure applied to the face intended to be turned towards the pressurized cabin is greater than the pressure s'. exerting on the face intended to be turned towards the non-pressurized zone, of a value not exceeding 1.3 bars. The pressurizing partition thus remains in its position of use under the conditions of normal use of the aircraft. This unique use position corresponds to a single form of the partition, which does not change significantly during the different pressure variations experienced by the two sides of the partition, when the aircraft is on the ground and when the aircraft is at altitude. However, this single use position does not exclude slight dimensional variations of the partition, not exceeding 5%, due to the differences in pressures between the two faces. Because of this unique use position of the partition, it becomes possible to pass pipes or conduits through the pressurizing partition, without the risk of creating leaks. Indeed, the partition is not likely to move relative to the point of passage of pipes or pipes, which effectively seal this crossing. Fabrication of the Composite Partition For presenting these characteristics of flexibility and of shape memory, the pressurizing partition according to the invention is preferably formed of a composite material comprising a flexible matrix, such as, for example, silicone or polyurethane, and fibers that can withstand a small radius of curvature, preferably less than 2 millimeters, such as for example aramid fibers, polyethylene fibers (for example those sold under the name "Dyneema" - registered trademark - or under the name "Spectra" - registered trademark), or even polyester fibers (for example those sold under the name "Vectran" - registered trademark). The extension of such a material, between a configuration in which it is not stressed in traction (case of the partition when the cabin is not pressurized) and a configuration in which it undergoes a maximum stress in traction (when the pressure differential between the two sides of the partition is maximum) is kept below 5%. Such an extension does not entail any significant change in the shape of the partition.
    [0005] The distribution of the fibers is advantageously chosen to oppose the tensile forces exerted on the pressurizing partition. They are thus preferably arranged in a radial direction when the partition is dome-shaped. It should be noted that the flexibility of the pressurizing partition makes it very sensitive to shocks. The risk of delamination of the composite is then very reduced, which makes superfluous oversizing of the pressurization partition. It is thus possible to size the partition more economically and lighter. Preferably, the partition is manufactured by molding on a mold whose shape corresponds to the shape that must take the pressurizing partition in its position of use. The pressurizing partition thus keeps in memory its manufacturing form and tends to return to this form when it is deformed, in particular by folding. It should be noted that, when several pressurizing partitions are manufactured, it is possible to manufacture them by stacking them, each partition serving as a mold for the neighboring partitions. Transport and storage A pressurizing partition according to the invention, having mechanical characteristics allowing its folding, can easily be folded or rolled up to facilitate its transport and storage. Thus, such a pressurizing partition, even for a large aircraft, can be folded so as to occupy a very small volume for its transport. The pressurizing partition can thus be easily transported by conventional means of transport, such as road transport. Mounting in the aircraft Furthermore, the pressurizing partition can be further folded to facilitate its transport to its installation position in the aircraft, during assembly thereof. Such a foldable pressurizing partition makes it possible at the time possible to assemble the rear pressurization partition to the aircraft after assembling the tail at the rear section of the fuselage, whereas the rigid rear pressurization bulkheads of the prior art had to necessarily be assembled to the rear section of the fuselage before assembly of the tail. It is indeed possible to introduce the folded pressurization wall in the fuselage, through the doors thereof or maintenance access, and unfold or unroll directly to the position where it must be fixed. This possibility of later mounting the pressurizing partition has several advantages. On the one hand, it makes it possible to delay as much as possible the purchase of the pressurization rear bulkhead during the assembly of the aircraft, which allows an optimization of the stock. On the other hand, it makes possible an easy replacement of a partition that would be damaged without the need to dismantle the tail of the aircraft. Negative pressure holding cables When the peripheral connection zone of the partition 3 is assembled on the frame 2, the pressurizing partition 3 retains its dome shape, even when the pressure is identical in the booth 91 and in the non-pressurized zone 91 When the aircraft is gaining altitude, the pressure of the non-pressurized zone 92 decreases, which causes a pressure differential between the two faces of the pressurizing partition 3 of up to 1300 millibars. This pressure differential causes a tension of the pressurizing partition 3, causing a stiffening thereof and a small elongation of its surface. In rare cases, such as when the aircraft makes a rapid descent, the pressure of the unpressurized zone 92 may be momentarily higher than the pressure of the pressurized cabin 92 of the aircraft. The pressure differential between the two surfaces, referred to as the negative pressure differential, normally remains below 50 millibars. The flexibility of the pressurizing partition 3, associated with its dome shape, does not make it well adapted to the recovery of forces generated by such a negative pressure differential. Consequently, in order to prevent this negative pressure differential from causing a deformation of the pressurizing partition 3, provision is made in the embodiment shown in FIG. 1 to moor the pressurizing partition 3 to the structure of the pressurization partition 3. aircraft, by cables 51 and 52 extending in the tail of the aircraft and linked to anchor points on the convex surface of the pressurizing partition 3, near the center c of this pressurizing partition. Once assembled to the aircraft, by its connecting zones constituted by its peripheral connection zone and by these anchoring points of the cables 51 and 52, the pressurizing partition 3 can thus maintain its shape in all the differential situations of pressure it is likely to suffer. Attaching the Pressurizing Partition Figure 2 is a detail view of the section of Figure 1, showing the attachment of the pressurizing partition of Figure 1 to the fuselage of the aircraft. As shown in this figure, the skin 1 is assembled to the frame 2. This frame 2 has an I-beam section, two wings are pressed against the skin 1. Another of the wings, opposite the wings pressed against the skin 1, is inclined to allow to fix the peripheral edge of the pressurizing partition 3. A flap 31, forming a peripheral portion of the pressurizing partition 3, is folded and glued on the pressurizing partition 3 at a zone of This flap 31 thus forms a peripheral sheath in which a peripheral lath 30 may be introduced. This peripheral lath 30 may be continuous, along the entire perimeter of the pressurizing partition 3. In this case, it has a shape of truncated cone and is put in place before the gluing of the flap 31. It can also be formed of several pieces that are introduced into the peripheral sheath through apertures adapted at the time of mounting. e of the partition in the plane. Holes, symbolized in FIG. 2 by the axes 81 and 82, are then drilled in the lath 30, the pressurizing partition 3 and its flap 31, and in the flange 21 of the frame 2. It makes it possible to assemble the periphery from the pressurizing partition 3 to the frame 2 by fasteners known to those skilled in the art, such as bolts or rivets.
    [0006] Other embodiments of the fastening of the pressurizing partition FIG. 6 represents another possible embodiment of the fixing of a pressurization partition 36 according to the invention to the frame 2. According to this embodiment, a collar 360 comes cover the peripheral zone 361 of the pressurizing partition 36. This collar 360 is formed by a ring, preferably of the same material as the pressurizing partition 36, which is glued to this pressurizing partition at the gluing zone 362. pressurizing partition 36 is mounted such that the peripheral zone 361 of the partition and the collar 360 surround the flange 21 of the frame 2. Holes, symbolized by the axes 81 and 82, are then drilled in the peripheral zone 361 of the partition, the flange 21 and the flange 360, to assemble the periphery of the pressurizing partition 36 to the frame 2 by fasteners known to those skilled in the art, such as bolts or rivets. FIGS. 7 and 8 respectively represent another possible embodiment of the fixing of a pressurizing partition 37 according to the invention to the frame 2, and a front view of this pressurizing partition 37. As in the embodiment shown 6, a flange 360, formed by a crown bonded to the pressurizing partition 37 at the gluing zone 362, covers a peripheral zone of the pressurizing partition 37. The fixing of the pressurizing partition 37, on the wing 21 of the frame 2, is made in the same way as in the embodiment shown in Figure 6. In this embodiment, the peripheral zone of the pressurizing partition 37 extends beyond the zone. attachment to the frame 2, by tabs 370 extending radially. The ends 371 of these tabs are folded at a fold line 379 shown in dashed lines in FIG. 8 and glued to the tabs at a glue area 372 to form sheath portions for the passage anchors 250, for example associated with a frame 25. The effort of fixing the pressurizing partition 37 to the structure of the aircraft is thus distributed at a greater number of attachment points.
    [0007] Those skilled in the art can, without difficulty, imagine variants or combinations of the methods of fixing the pressurizing partition which are developed above, without departing from the scope of the present invention. Pressurizing Partition Shapes FIGS. 3 to 5 show three possible embodiments of the invention in which the shape of the pressurizing partition is distinguished from the dome shape of the embodiment of FIG. embodiment shown in FIG. 3, the pressurization partition 33 is maintained, at a central point, by two cables 53 and 54, each fixed to an anchoring point near the center of one of the faces of the partition 33, by one of their ends, and the structure of the aircraft by their other end. These cables hold the pressurizing partition 33 in a shape corresponding substantially to a portion of closed torus surface. It should be noted that this form of the partition 33 corresponds, preferably, to the shape in which the partition has been molded, so that it is the natural form of the pressurizing partition. The cables 53 and 54 only allow the pressurizing partition to not deform when its faces are subjected to a differential pressure, positive or negative.
    [0008] The embodiment shown in FIG. 4 is a particular case of the embodiment of FIG. 5, in which the pressurization partition 34 has a shape such that its peripheral portion of connection with the frame 21 of the fuselage is oriented substantially in the plan of this frame. In this particular case, the pressurizing partition 34 transmits to the frame 21 only forces in a direction transverse to the longitudinal direction of the aircraft. All efforts in the longitudinal direction of the aircraft are indeed taken up by the cable 55, which is hooked to an anchor point located near the center of the pressurizing partition, and keeps the partition 34 in its position. use.
    [0009] In the embodiment shown in FIG. 5, the pressurization partition 35 is fixed to a transverse beam extending horizontally in the fuselage of the aircraft. This beam 6 may for example be one of the support beams of the cabin floor of the aircraft. The pressurizing partition is accordingly divided into two portions each forming a dome: an upper portion 351 and a lower portion 352. Again, this form of the pressurizing partition 35 preferably corresponds to the shape in which the partition has molded, which makes it the natural form of the partition. Other forms of pressurizing partition can be imagined without difficulty by the skilled person.
    [0010] The flexible pressurization partition can also fulfill other functions. Thus, it is conceivable that a flexible pressurizing partition constitutes the membrane of a speaker. A vibration generator is then associated with this pressurizing partition to form a large speaker, for example, can broadcast in the cabin a counter-noise reducing the perception of noise engines of the aircraft. It is also conceivable, according to another possible variant, to provide in a pressurizing partition an opening allowing access to the non-pressurized zone from the cabin, for example for maintenance. This access may be provided by pressure-tight zippers provided on the pressurizing partition.
    权利要求:
    Claims (8)
    [0001]
    REVENDICATIONS1. A pressurizing partition for an aircraft, having a first face to be subjected to a relatively high pressure and a second face to be subjected to a relatively low pressure, the pressurizing partition (3, 33, 34, 35, 36, 37 ) having connection zones to the rigid structure of the aircraft, said pressurization partition being formed of a flexible material, allowing its folding when it is not assembled to the rigid structure of the aircraft, characterized in that said flexible material is a shape memory material, ensuring, when said connection zones are assembled to the rigid structure of the aircraft, the maintenance of said pressurization partition (3, 33, 34, 35, 36, 37) in a single use position, substantially identical when the pressures on said first and second faces are balanced and when the pressure applied to the first face is greater than the pressure exerted on the second side of a value less than 1, 3 bar.
    [0002]
    2. pressurizing partition according to claim 1, characterized in that said flexible material is a composite material comprising a flexible matrix and fibers capable of withstanding a radius of curvature of less than 2 millimeters.
    [0003]
    3. pressurizing partition according to claim 2, characterized in that said flexible matrix consists of a material selected from: - silicone, - polyurethane.
    [0004]
    4. Pressurizing partition according to claim 2, characterized in that said fibers are selected from: - aramid fibers, - polyethylene fibers, - polyester fibers.
    [0005]
    5. pressurizing partition according to any one of claims 1 to 4, characterized in that said connecting zones comprise a peripheral zone of said pressurizing partition.
    [0006]
    6. pressurizing partition according to claim 5, characterized in that said connecting zones also comprise an anchoring zone, near the center of said partition.
    [0007]
    7. Aircraft comprising a rigid structure, characterized in that it comprises a pressurizing partition (3, 33, 34, 35, 36, 37) according to any one of claims 1 to 6, assembled to said rigid structure.
    [0008]
    8. Aircraft according to claim 7, characterized in that said pressurizing partition is associated with a vibration generator to form a loudspeaker.
    类似技术:
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    同族专利:
    公开号 | 公开日
    FR3015425B1|2016-06-10|
    EP2886444A1|2015-06-24|
    EP2886444B1|2016-09-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE1053319B|1957-10-04|1959-03-19|W Blume Prof Dipl Ing|Pressurized cargo hold on transport aircraft|
    DE3906170C2|1989-02-28|1992-02-27|Dornier Luftfahrt Gmbh, 8031 Wessling, De|
    WO2008065214A1|2006-11-29|2008-06-05|Airbus España, S.L.|Composite pressure bulkhead for aircraft|DE102015110194B4|2015-06-24|2017-08-03|Airbus Operations Gmbh|Pressure bulkhead for a fuselage|
    US10988231B2|2016-07-21|2021-04-27|The Boeing Company|Space frame fuselage with pressure membrane|
    JP6142063B1|2016-09-29|2017-06-07|一夫 有▲吉▼|Rear support device for removable pressure bulkhead of jet machine|
    EP3375706A1|2017-03-15|2018-09-19|Airbus Operations S.L.|Impact resistant fuselage|
    法律状态:
    2015-01-22| PLFP| Fee payment|Year of fee payment: 2 |
    2015-12-04| PLSC| Search report ready|Effective date: 20151204 |
    2016-01-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-10-27| ST| Notification of lapse|Effective date: 20170929 |
    优先权:
    申请号 | 申请日 | 专利标题
    EP13199258.8A|EP2886444B1|2013-12-20|2013-12-20|Folding pressure bulkhead for aircraft, and aircraft provided with such a pressure bulkhead|
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