• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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  • 优先权
    • 专利摘要:
    A method for manufacturing a thrust reverser grid assembly comprising the steps of positioning a first frame section on an assembly plant, positioning a first set of deflection vanes on a first elongate stiffener of the first frame section attaching the first set of deflection vanes to the elongated stiffener, positioning a second frame section to the assembly plant adjacent to the first frame section so that the first set of deflection vanes is between the stiffeners extending the first and second frame sections, add additional sets of deflection vanes and frame sections, and attach the frame sections together.
    公开号:FR3070188A1
    申请号:FR1857498
    申请日:2018-08-14
    公开日:2019-02-22
    发明作者:Mark Anthony Wadsworth；Henry Arnold Schaefer
    申请人:Spirit AeroSystems Inc；
    IPC主号:
    专利说明:

    Method for manufacturing a thrust reverser grid
    Aircraft jet engines typically include thrust reversers to help stop the aircraft during landing. Translation sleeve thrust reversers include a number of thrust reverser grids having rows of structural frame sections (also known as "reinforcing plates") and deflection vanes positioned between the thrust sections built to redirect engine thrust. Thrust reverser grates are often formed as monolithic composite parts using a labor-intensive, layered composite installation procedure. Such parts easily meet the requirements of weight and quality, but are not easily adapted to the innovative aerodynamic characteristics. Thrust reverser grates can also be formed from cast iron, but metal grates are considerably heavier than composite grids.
    Attempts in the prior art to fabricate complex thrust reverser grids from composite materials have proven ineffective. For example, US Pat. No. 5,507,143 describes injection molded blade modules which are mounted in a grid of frame sections thus forming a group of repeating modules. However, the complicated interface geometries and the number of interfaces between the frame sections and the repeating modules result in excessive blocking. US-4,852,805 describes a thrust reverser grid which includes injection molding on a metal frame, which eliminates the need to manipulate a number of deflection vanes. However, overmolding the metal with thermoplastics can result in sensitive thermal stresses.
    Other thrust reverser grid assemblies, such as that described in US Pat. No. 9,587,582, are formed by sliding the deflection vanes into place in a one-piece frame. Unfortunately, special care must be taken during this assembly process to avoid displacement of the adhesive paste from the coupling surfaces of the deflection vanes, which can result in a reduced and uneven bond between the deflection vanes and the monobloc frame. One-piece racks also require complicated tools that must be removed from the free end of the one-piece frame. In addition, steel tooling cannot be used to form one-piece frames because a large difference in coefficients of thermal expansion (CTE) between the tooling and one-piece frames is required to extract the tooling from one-piece frames . The geometry of the one-piece frames prevents or hinders a non-destructive inspection (NDI) and post-processing machining of the different characteristics of the one-piece frames, and the overall width of the one-piece frames cannot be increased.
    The embodiments of the present invention provide a method for fabricating a thrust reverser grid assembly which facilitates NDI and post-processing machining of the various characteristics of the assembly. The method also allows for improved bonding between the parts of the assembly and allows the use of steel tooling during the formation of the parts.
    In one embodiment, the frame sections are first formed by a continuous process such as stretch extrusion or extrusion, a batch process, or any other suitable process. Steel tooling can be used since it can be easily extracted and therefore a large difference in coefficient of thermal expansion (CTE) is not required. The frame sections are then cut or changed to a final size or shape. Holes or other strength-to-weight ratio changes can also be drilled or cut from elongated stiffeners in the frame sections.
    The deflection vanes are then formed via a continuous process such as stretch extrusion or extrusion, a batch process or any other suitable process. The deflection vanes are also cut or modified to a final dimension or shape.
    The frame sections and deflection vanes are then individually examined via non-destructive testing (NDI) before being assembled. For example, frame sections and deflection vanes can be interrogated via ultrasonic or eddy current probes.
    A binder is then deposited on or applied to one or more of the first and second sides of the elongated stiffeners, frame section flanges and outer surfaces of the blade flanges. This improves the connection between the adjacent frame sections and between the elongated stiffeners and the deflection vanes.
    A first frame section is then positioned on an assembly installation. For example, the alignment geometries of the first frame section can be aligned with a first set of alignment characteristics of the assembly facility.
    Next, an adhesive, double-sided tape, or similar agent (separate from the binder) is applied to the outer surfaces of the blade flanges of a first set of deflection vanes and flanges of the first frame section. The binder helps the adhesive or tape to adhere to the outer surfaces of the blade flanges of the first set of deflection vanes and the elongated stiffeners and flanges of the frame sections.
    The first set of deflection vanes is then positioned on the elongated stiffener of the first frame section. The adhesive or tape applied to the outer surfaces holds the first set of deflection vanes in place. The first set of deflection vanes can also be aligned in a desired orientation via the blade-to-blade and / or blade-to-frame locking geometry, welding or fixing.
    A second frame section is then positioned on the assembly facility so that the alignment geometries of the second frame section are aligned with a second set of alignment features of the assembly facility and the flanges of the second frame section overlap or are below the flanges of the first frame section. In this way, the first set of deflection vanes is positioned between the elongated stiffeners of the first and second frame sections. That is, the elongated stiffener of the second frame section is spaced from the elongated stiffener of the first frame section and the first side of the elongated stiffener of the second frame section abuts against the outer surfaces of the seconds blade flanges of the first set of deflection blades. The arched geometry of the elongated stiffeners can also trap the deflection vanes in place. The adhesive or tape applied to the flanges of the first frame section holds the overlapping flanges of the adjacent frame sections abutting each other.
    Adhesive, double-sided tape or the like is then applied to the outer surfaces of the blade flanges of a second set of deflection vanes and the flanges of the second frame section. The binder helps the adhesive or tape to adhere to the outer surfaces of the blade flanges of the second set of deflection vanes.
    The second set of deflection vanes is then positioned on the elongated stiffener of the second section. The adhesive or tape applied to the outer surfaces holds the second set of deflection vanes in place. The second set of deflection vanes is also aligned in a desired orientation via the vane-to-vane and / or vane-to-frame locking geometry, welding or fixing.
    Additional intermediate frame sections and deflection vane assemblies are then prepared and added to the thrust reverser grille assembly, if necessary. The end frame section is added last. Note that the flanges of the end frame section extend only to the previously attached frame section. Thus, a complete thrust reverser grid assembly includes opposite end frame sections and a number of intermediate frame sections. The fasteners are then inserted through the alignment geometries of the frame sections to secure the frame sections together and to secure the thrust reverser grid assembly to a thrust reverser structure.
    The method described below as well as the other embodiments of the invention provide numerous advantages. For example, forming each frame section separately allows steel tooling to be used since the tooling can be easily extracted from individual frame sections. Therefore, tooling with a large difference in CTE is not necessary. Forming each frame section and the deflection vane separately also makes it easier to apply a binder between the frame sections and the deflection vanes, improved post-processing, and non-destructive inspection of each component. Material can also be removed from each frame section to improve its strength-to-weight ratio. In addition, the deflection vanes can be inserted in position without being slid into place, which eliminates the problem of scraping the adhesive paste during installation and allows the use of a double-sided tape to hold the deflection vanes in place. . Other advantages include using gravity to maintain the stability of the deflection vane during assembly, and the fasteners inserted in the alignment geometries of the overlapping flanges of the adjacent frame sections secure the adjacent frame sections therebetween and attaching the thrust reverser grid assembly to a thrust reverser structure. The thrust reverser grille assembly can also be laterally extended by adding additional frame sections and additional deflection vanes, which can increase strength and reduce the total weight of the thrust reverser.
    An object of the invention is to provide a method for manufacturing a thrust reverser grid assembly, the method comprising the steps of: positioning a plurality of frame sections adjacent to each other so that the elongated stiffeners of the sections frame are laterally spaced from each other; positioning a plurality of deflection vanes between the elongated stiffeners of the adjacent frame sections; fixing deflection vanes on the elongated stiffeners of the frame sections; and securing adjacent frame sections therebetween.
    The thrust reverser grid assembly then comprises for example at least ten frame sections and at least nine rows of deflection vanes.
    Another object of the invention is to propose a method for manufacturing a thrust reverser grid assembly, the method comprising the steps of: positioning a first frame section on an assembly installation; positioning a first set of deflection vanes on a first elongated stiffener of the first frame section; fixing the first set of deflection vanes on the first elongated stiffener; positioning a second frame section on the assembly facility adjacent to the first frame section so that a second elongated stiffener of the second frame section is spaced from the first elongated stiffener of the first frame section and adjacent the first set of deflection vanes; fixing the second frame section on the first frame section; positioning a second set of deflection vanes on the second elongated stiffener of the frame section; fixing the second set of deflection vanes on the second elongated stiffener; and positioning the additional frame sections on the assembly plant adjacent to the previously placed frame sections and fixing the additional frame sections on the elongated stiffeners of the previously placed frame sections, and positioning the additional deflection vanes on elongated stiffeners previously placed frame sections and attaching additional deflection vanes to the previously placed frame sections in an alternating fashion.
    The step of positioning the deflection vanes on the elongated stiffeners comprises for example the alignment of the deflection vanes with an indexing geometry on the assembly installation.
    Another object of the invention is to propose a method for manufacturing a thrust reverser grid assembly, the method comprising the steps of: positioning a first frame section on an assembly installation; positioning a first set of deflection vanes on a first elongated stiffener of the first frame section; fixing the first set of deflection vanes on the first elongated stiffener; positioning a second frame section on the assembly facility adjacent to the first frame section so that the flanges of the first and second frame sections overlap so that a second elongated stiffener of the second frame section is spaced from the first elongated stiffener of the first frame section and adjacent to the first set of deflection vanes; positioning a second set of deflection vanes on the second elongated stiffener of the second frame section; fixing the second set of deflection vanes on the elongated stiffener; positioning the frame sections on the assembly plant adjacent to the previously placed frame sections so that the flanges of the additional frame sections and the previously placed frame sections overlap, and positioning the additional deflection vanes on the elongated stiffeners previously placed frame sections and attaching additional deflection vanes to the previously placed frame sections in an alternating fashion; and inserting the grid basket fasteners through aligned mounting holes in the overlapping flanges of the adjacent frame sections to secure the adjacent frame sections together and secure the thrust reverser grid assembly to a grid basket.
    Another object of the invention is to provide a thrust reverser grid assembly comprising: at least ten frame sections each comprising an elongated stiffener and opposite flanges extending from the elongated stiffener, at least a portion of each flange overlapping on a flange of an adjacent frame section, the overlapping portions forming, by cooperation, a fixing through hole, at least some of the frame sections being radially extending frame sections and at least some of the sections frame being side deflection frame sections; a plurality of deflection vanes positioned between the frame sections in at least twelve rows of deflection vanes, the deflection vanes each comprising a first thrust guide and opposite vane flanges, the deflection vanes being fixed on the elongated stiffeners of the adjacent frame sections via the blade flanges; and a plurality of fasteners extending through the through fixing holes for fixing the frame sections together and fixing the thrust reverser grid assembly on an aircraft engine.
    This summary is offered to present a selection of concepts in a simplified form which are further described below in the detailed description. This summary is not intended to identify key or essential features of the claimed subject, nor to be used to limit the scope of the claimed subject. Other aspects and advantages of the present invention will become more apparent from the following detailed description of the preferred embodiments and the accompanying drawings.
    The embodiments of the present invention are described in detail below with reference to the accompanying drawings, in which:
    Figure 1 is a perspective view of a thrust reverser grid assembly manufactured in accordance with an embodiment of the present invention;
    Figure 2 is an exploded perspective view of the frame sections of the thrust reverser grid assembly;
    Figure 3 is a perspective view of a deflection vane of the thrust reverser grid assembly;
    Figure 4 is a perspective view of the frame sections and deflection vanes which are assembled on an assembly installation;
    Figure 5 is a side elevational view of the thrust reverser grid assembly;
    FIG. 6 is a flowchart illustrating the exemplary steps of a method of manufacturing a thrust reverser grid assembly according to an embodiment of the present invention; and FIG. 7 is a side elevational view of a thrust reverser grid assembly manufactured according to the method of FIG. 6.
    The drawings do not limit the present invention to the specific embodiments described here. The drawings are not necessarily to scale, the emphasis being rather on the clear illustration of the principles of the invention.
    The following detailed description of the invention refers to the accompanying drawings which illustrate specific embodiments in which the invention can be practiced. The embodiments are intended to describe aspects of the invention in sufficient detail to allow those skilled in the art to carry out the invention. Other embodiments can be used and changes can be made without departing from the scope of the present invention. The following detailed description should therefore not be taken in a limiting sense. The scope of the present invention is defined only by the appended claims, together with the full scope of the equivalents to which such claims can be made.
    In the present description, the references to "an embodiment", "an embodiment" or "embodiments" mean that the characteristic or characteristics to which they refer, are included in at least one embodiment of technology. Separate references to "an embodiment", "an embodiment" or "embodiments" in this description do not necessarily refer to the same embodiment and are not mutually exclusive unless otherwise stated and / or except, as will be clear to those skilled in the art from the description. For example, a characteristic, a structure, an action, etc. described in one embodiment may also be included in other embodiments, but is not necessarily understood. Thus, the present technology can include a variety of combinations and / or integrations of the embodiments described here.
    Referring to Figures 1 to 6, there is illustrated a method for manufacturing a thrust reverser grid assembly 10 according to an embodiment of the invention. First, a plurality of frame sections 12a-e can be formed via a continuous process such as stretch extrusion or extrusion, a batch process or any of the appropriate methods, as shown in the box. 100 of Figure 6. Steel tooling can be used since it can be extracted easily and therefore a large difference in coefficient of thermal expansion (CTE) is not necessary.
    The frame sections 12a-e each comprise an elongated stiffener 14 and first and second flanges 16, 18. The elongated stiffener 14 is a generally flat or arched flap or blade having first and second sides 20, 22 opposites. The elongated stiffener 14 may also have slots, ridges or other deflection vane alignment geometries 24. The flanges 16, 18 of the first end frame section 12a extends only from the second side 22 of its elongated stiffener 14 and the flanges 16, 18 of the second end frame section 12e extend only from the first side 20 of its elongated stiffener 14, while the flanges 16, 18 of the intermediate frame sections 12b-d extend from the two sides 20, 22 of their elongated stiffeners 14. One end of each flange 16, 18 may have a stepped or offset portion 26 for overlapping on a flange of an adjacent frame section. Each flange 16, 18 can also have one or more openings or other similar alignment geometry 28 for positioning the frame section 12a-e on an assembly installation 200. The alignment geometry 28 can also be configured to receive an alignment attachment and / or attachment through the latter.
    The frame sections 12a-e can then be cut or changed to a final size or shape, as shown in box 102. Holes 30 or other changes in strength to weight ratio can also be drilled or cut in the stiffeners elongated 14, as shown in box 104. The holes 30 may also double as spacing and / or blade alignment characteristics.
    A plurality of deflection vanes 32 may also be formed via a batch process, such as injection molding, or any other suitable method, as shown in box 106. The deflection vanes 32 include a thrust guide curved or arcuate 34 and first and second blade flanges 36, 38 opposite. The blade flanges 36, 38 extend substantially perpendicular to the thrust guide 34 on the opposite sides of the thrust guide 34 and each includes an outer surface 40 to abut for one of the first and second sides 20 , 22 of the elongated stiffeners 14 of the adjacent frame sections 12a-e. In some embodiments, the deflection vanes 32 may have a blade-to-blade and / or blade-to-frame locking geometry for aligning the deflection blades 32 in a desired orientation relative to the frame sections 12a-e, as described below. -Dessous.
    The deflection vanes 32 can then be cut or changed to a final size or shape, as shown in box 108. It should be understood that the frame sections 21a-e and the deflection vanes 32 can be formed and cut simultaneously.
    The frame sections 12a-e and the deflection vanes can then be individually examined via a non-destructive test (NDI) before being added to the thrust reverser grid assembly 10, as shown in box 110. For example , the frame sections 12a-e can be interrogated via ultrasonic or eddy current probes.
    A binder can then be deposited or applied to one or more of the first and second sides 20, 22 of the elongated stiffeners 14, the flanges 16, 18 of the frame sections 12a-e and the external surfaces 40 of the blade flanges 36, 38 deflection vanes 32, as shown in box 112. This improves the connection between the frame sections 12a-e and between the elongated stiffeners 14 and the deflection vanes 32.
    A first frame section 12a can then be positioned on the assembly installation 200. More specifically, the alignment geometries 24 of the first frame section 12a can be aligned with a first set of alignment characteristics 202 of the assembly facility 200, as shown in box 114.
    An adhesive, a double-sided tape or a similar agent (separate from the binder of the frame 212) can then be applied to the flanges 16, 18 of the first frame section 12a and / or the external surfaces 40 of the blade flanges 36, 38 of a first set of deflection vanes 32, as shown in box 116. To this end, it may be easier to apply the adhesive to the frame section 12a if a film adhesive is used. instead of placing the adhesive on each blade flange 36, 38. The adhesive paste can be applied to both surfaces. The binder of step 212 helps the adhesive or tape to adhere to the flanges 16, 18 of the first frame section 112a and the external surfaces 40 of the blade flanges 36, 38 of the first set of deflection blades 32.
    The first set of deflection vanes 32 can then be positioned on the elongated stiffener 14 of the first frame section 12a, as shown in box 118. The adhesive or tape applied to the external surfaces 40 in step 214 keeps the first set of deflection vanes 32 in place. The first set of deflection vanes 32 can also be aligned in a desired orientation via the geometry of blade-to-blade and / or blade-to-frame locking geometry, welding or fixing.
    A second frame section 12b can then be positioned on the assembly installation 200 so that the alignment geometries 24 of the second frame section 12b are aligned with a second set of alignment characteristics 204 of the installation assembly 200 and the flanges 16, 18 of the second frame section 12b are above or below the flanges 16, 18 of the first frame section 12a, as shown in box 120. In this way, the first set of deflection vanes 32 is positioned between the elongated stiffeners 14 of the first and second frame sections 12a, b. That is, the elongated stiffener 14 of the second frame section 12b is spaced from the elongated stiffener 14 of the first frame section 12a and the first side 20 of the elongated stiffener 14 of the second frame section 12b comes abutment against the outer surfaces 40 of the second blade flanges 38 of the first set of deflection vanes 32. The arcuate geometry of the elongated stiffeners 14 can also trap the deflection vanes 32 in place. The adhesive or tape applied to the flanges 16, 18 of the first frame section 12a keeps the overlapping flanges of the adjacent frame sections 12a, b in abutment with one another.
    Adhesive, double-sided tape or the like can then be applied to the outer surfaces 40 of the blade flanges 36, 38 of a second set of deflection blades 32 and the flanges 16, 18 of the second section of frame 12b, as shown in box 122. The binder of step 112 helps the adhesive or the tape to adhere to the external surfaces 40 of the blade flanges 36, 38 of the second set of deflection blades 32.
    The second set of deflection vanes 32 can then be positioned on the elongated stiffener 14 of the second section 12b, as shown in box 124. The adhesive or tape applied to the external surfaces 40, in box 122, maintains the second set of deflection vanes 32 in place. The second set of deflection vanes 32 can also be aligned in a desired orientation via the geometry of blade-to-blade and / or blade-to-frame locking geometry, welding or fixing.
    Additional intermediate frame sections 12c-d and deflection vane sets 32 can then be prepared and added to the thrust reverser grid assembly 10, if necessary. The end frame section 12e can be added to the thrust reverser grid assembly 10 last, as shown in box 126. Note that the flanges 16, 18 of the frame section end 12e extend only towards the frame section 12d previously fixed. Thus, a complete thrust reverser grid assembly 10 includes end frame sections 12a and 12e and a number of intermediate frame sections 12b-d.
    Fasteners 42 can then be inserted through the alignment geometries 28 of the frame sections 12a-e in order to fix the frame sections 12a-e together and to fix the thrust reverser grid assembly 10 on a structure thrust reverser, as shown in box 128.
    The method of manufacturing the thrust reverser grid assembly described above and other embodiments of the invention provide many advantages. For example, forming each frame section 12a-e separately makes it possible to use a steel tool since the tool can be easily removed from the individual frame sections 12a-e and therefore the tool with a large difference in CTE is not required. Forming each frame section 12a-e and the deflection vane 32 separately also makes it easy to apply a binder between the frame sections and the deflection vanes, improved post-processing machining and non-destructive testing of each component. Material can also be removed from each frame section 12a-e to improve its strength-to-weight ratio. In addition, the deflection vanes 32 can be inserted into position without being slid into place, which eliminates the problem of scraping the adhesive paste during installation and allows the use of double-sided tape to hold the deflection vanes 32 in place. Other advantages include gravity support to maintain the stability of the deflection vane during assembly, and fasteners inserted into alignment geometries 28 of overlapping flanges 16, 18 of adjacent frame sections 12a-e secure adjacent frame sections 12a-e together and secure the thrust reverser grid assembly 10 to a thrust reverser structure. The thrust reverser grid assembly 10 can also be extended by adding additional frame sections and additional deflection vanes.
    Referring to Figure 7, a thrust reverser grid assembly 300 fabricated by the above method is illustrated. The thrust reverser grid assembly 300 includes thirteen frame sections 302 and twelve rows of deflection vanes 304. However, it should be understood that the thrust reverser grid assembly 300 can be as wide as necessary. (i.e. with as many frame sections and deflection vanes as necessary) without significant tool or downtime costs. The additional width of the thrust reverser grid assembly 300 (compared to a combination of shorter grid assemblies) allows it to be more resistant in lateral deflections associated with vibration and / or loads. air.
    The elongated stiffeners of the frame sections 302 and the flanges of the deflection vanes 304 may have different geometries. For example, the thrust reverser grid assembly 300 may transition from purely radial frame sections (right side in Figure 7) to lateral deflection frame sections (left side in Figure 7). Other heterogeneous configurations are also possible.
    Thus, grid assemblies with different or gradually changing configurations can be incorporated into a single grid assembly. Incorporating frame sections and deflection vanes of different geometries into a single grid assembly eliminates the need to position end frame sections of different geometries adjacent to each other, which greatly increases the area useful air flow from the thrust reverser.
    The thrust reverser grille assembly 300 also reduces the total number of frame sections since each assembly requires two end frame sections, which further increases the useful air flow area by the thrust reverser. For example, the thrust reverser grid assembly 300 removes at least two frame sections by replacing three end-to-end grid assemblies. Four sets of thrust reverser grid assemblies 300 can thus be combined to remove at least eight frame sections. Note that other grid assemblies adjacent to the actuators may remain unchanged.
    The length of a grid assembly is largely determined by the amount of surface area required to accept the necessary amount of air flow through the grid assembly during the reverse thrust; thus an increase in the useful air flow area allows a reduction in the length of the grid assembly. This results in reduced weight and cost elsewhere since the actuator stroke, slide length and overall length of the thrust reverser are influenced by the length of the grille assembly.
    Although the invention has been described with reference to the preferred embodiment illustrated in the accompanying drawings, it should be noted that equivalents can be used and substitutions can be made without departing from the scope of the invention according to the claims.
    Having thus described various embodiments of the invention, what is claimed to be new and which one wishes to protect by the patent includes the following:
    权利要求:
    Claims (20)
    [1" id="c-fr-0001]
    1. A method for manufacturing a thrust reverser grid assembly (10, 300), the method comprising the steps of:
    positioning a plurality of frame sections (12a-e) adjacent to each other so that elongated stiffeners (14) of the frame sections (12a-e) are laterally spaced from each other;
    positioning a plurality of deflection vanes (32) between the elongated stiffeners (14) of the adjacent frame sections (12a-e);
    fixing the deflection vanes (32) on the elongated stiffeners of the frame sections (12a-e); and fixing adjacent frame sections (12a-e) to each other.
    [2" id="c-fr-0002]
    2. Method according to claim 1, further comprising a step of inspecting the frame sections (12a-e) and the deflection vanes (32) via a non-destructive inspection before positioning the frame sections (12a-e) adjacent to each other and before positioning the deflection vanes (32) between the elongated stiffeners (14) of the adjacent frame sections (12a-e).
    [3" id="c-fr-0003]
    3. The method of claim 1, wherein the deflection vanes (32) include flanges (36, 38) configured to abut against the elongated stiffeners (14) of the frame sections (12a-e) and the step for fixing the deflection vanes (32) on the elongated stiffeners (14) comprises the application of an adhesive or a double-sided tape between the flanges (36, 38) of the deflection vanes (32) and the elongated stiffeners (14).
    [4" id="c-fr-0004]
    The method of claim 1, wherein the step of positioning the plurality of frame sections (12a-e) adjacent to each other comprises overlapping flanges (16, 18) of the frame sections (12a-e) adjacent to each other. .
    [5" id="c-fr-0005]
    The method of claim 4, wherein the step of securing the frame sections (12a-e) adjacent to each other includes inserting fasteners (42) through aligned fixing holes of the overlapping flanges (16, 18 ).
    [6" id="c-fr-0006]
    6. The method of claim 4, wherein the step of securing the frame sections (12a-e) adjacent to each other comprises applying an adhesive or a double-sided tape on at least parts of the overlapping flanges. .
    [7" id="c-fr-0007]
    7. The method of claim 1, further comprising a step of aligning the deflection vanes (32) via a locking geometry.
    [8" id="c-fr-0008]
    8. The method of claim 1, further comprising a step of aligning the deflection vanes (32) by welding or fixing.
    [9" id="c-fr-0009]
    9. The method of claim 1, further comprising a step of applying a binder on the frame sections (12a-e) and the deflection vanes (32) to improve the connection between them.
    [10" id="c-fr-0010]
    10. The method of claim 1, further comprising in a step of cutting the frame sections (12a-e).
    [11" id="c-fr-0011]
    11. The method of claim 1, further comprising a step of removing material from the elongated stiffeners (14) of the frame sections (12a-e) to increase a strength-to-weight ratio of the frame sections.
    [12" id="c-fr-0012]
    The method of claim 1, wherein the plurality of frame sections (12a-e) comprises a first end section (12a), a second end section (12e) and a plurality of internal sections (12b- d), the internal sections being substantially identical to each other, the end sections being different from each other and different from the internal sections.
    [13" id="c-fr-0013]
    13. The method of claim 1, wherein the frame sections (12a-e) comprise elongated stiffeners (14) having at least two geometries.
    [14" id="c-fr-0014]
    14. The method of claim 13, wherein some of the frame sections (12a-e) are radially extending frame sections and some of the frame sections (12a-e) are lateral deflection frame sections.
    [15" id="c-fr-0015]
    15. The method of claim 1, wherein the thrust reverser grid assembly (10, 300) comprises at least ten frame sections and at least nine rows of deflection vanes.
    [16" id="c-fr-0016]
    16. The method of claim 1, wherein the steps of positioning the plurality of frame sections (12a-e) and positioning the plurality of deflection vanes (32) include the steps of:
    positioning a first frame section of the plurality of frame sections (12a-e) on an assembly installation (200);
    positioning a first set of deflection vanes of the plurality of deflection vanes (32) on a first elongated stiffener of the first frame section;
    positioning a second frame section of the plurality of frame sections (12a-e) on the assembly facility (200) adjacent to the first frame section such that a second elongated stiffener of the second frame section frame is spaced from the first elongated stiffener of the first frame section and adjacent to the first set of deflection vanes; and positioning a second set of deflection vanes of the plurality of deflection vanes (32) on the second elongated stiffener of the second frame section; and positioning additional frame sections of the plurality of frame sections (12a-e) on the assembly facility (200) adjacent to the previously placed frame sections and positioning the additional deflection vanes of the plurality of frame vanes deflection (32) on the previously placed frame sections, alternately.
    [17" id="c-fr-0017]
    17. The method of claim 16, wherein the steps of positioning the frame sections (12a-e) on the assembly installation (200) comprise aligning alignment geometry of the frame sections with a geometry d alignment of the assembly installation (200).
    [18" id="c-fr-0018]
    18. The method of claim 1, further comprising a step of forming the frame sections (12a-e) by stretch extrusion or by extrusion.
    [19" id="c-fr-0019]
    19. The method of claim 1, further comprising a step of forming the frame sections (12a-e) on a steel tool.
    [20" id="c-fr-0020]
    20. Thrust reverser grid assembly (10, 300) comprising:
    at least ten frame sections (12a-e, 302) each comprising an elongated stiffener (14) and opposite flanges (16, 18) extending from the elongated stiffener (14), at least a portion of each flange ( 16, 18) covering a flange (16, 18) with an adjacent frame section (12a-e, 302), the overlapping parts forming, by cooperation, a through hole for fixing, at least some of the frame sections (12a -e, 302) being radially extending frame sections and at least some of the frame sections (12a-e, 302) being lateral deflection frame sections;
    a plurality of deflection vanes (32, 304) positioned between the frame sections (12a-e, 302) in at least twelve rows of deflection vanes (32, 304), the deflection vanes (32, 304) each comprising a thrust guide (34) and opposite blade flanges (36, 38), the deflection vanes (32, 304) being attached to the elongated stiffeners (14) of the frame sections (12a-e, 302) adjacent via the blade flanges (36, 38); and a plurality of fasteners (42) extending through the through fixing holes for fixing the frame sections (12a-e, 302) together and fixing the thrust reverser grid assembly (10, 300) on an airplane engine.
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    同族专利:
    公开号 | 公开日
    US20190055900A1|2019-02-21|
    JP6770556B2|2020-10-14|
    JP2019056367A|2019-04-11|
    US10598127B2|2020-03-24|
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    法律状态:
    2019-08-26| PLFP| Fee payment|Year of fee payment: 2 |
    2020-08-25| PLFP| Fee payment|Year of fee payment: 3 |
    2021-06-04| PLSC| Publication of the preliminary search report|Effective date: 20210604 |
    2021-08-25| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    US15677642|2017-08-15|
    US15/677,642|US10598127B2|2017-08-15|2017-08-15|Method of fabricating a thrust reverser cascade assembly|
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