• 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 primary structure of the support mast of an aircraft power unit. A lower spar (1) and the two side walls (2) are integrally formed or welded to form a U-shaped lower portion (P1), and an upper lid (P2) closes the U-shaped lower portion (P1). A closed U-shaped part of a lid enables the constitution of a box or box structure having a rigidity adapted to the recovery of the forces originating from the powertrain and makes it possible to limit the number of ribs (C1 ... C10) in the structure. The at least partly rivet-free constitution of the lower part makes it possible to reduce the final cost price and offers potential gains in terms of production cycle time. The invention also relates to a method of manufacturing such a structure.
    公开号:FR3072945A1
    申请号:FR1760190
    申请日:2017-10-27
    公开日:2019-05-03
    发明作者:Jerome Colmagro；Julien MOULIS
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    The present invention relates to the field of support masts of an aircraft powertrain.
    In an aircraft (shown by way of example in FIG. 1), a mast M is an element which constitutes the connection between a propulsion unit or propulsion unit GP, comprising an engine and a nacelle, and the wing V or the fuselage aircraft or other elements such as the tail.
    The aircraft propulsion unit support mast M comprises a primary structure which allows the recovery and transmission of the forces to which the mast is subjected, and a secondary structure essentially corresponding to an aerodynamic fairing which has no structural role. The fairing or secondary structure can accommodate the cables and piping connecting a propulsion unit to the rest of the aircraft.
    The primary structure comprises in known manner a general box structure. In particular, it has a number of substantially parallel ribs. To form the primary structure, side rails (upper and lower) and side plates are fixed to the ribs, which makes it possible to obtain a box structure. Such a box structure of the primary structure gives the mast a great stiffness and a great resistance, necessary for the transmission of the forces between the propulsion unit and the structure of the aircraft, while guaranteeing a low mass.
    The primary structure of the mast M further comprises attachments intended for connecting the mast to the structure of the aircraft on the one hand, and to the powertrain GP on the other hand.
    For example, in order to constitute the primary structure of a mast for an aircraft powertrain, a framework is formed as illustrated in FIG. 2 appended by attaching ribs C1 to C10 on a lower spar 1. More particularly, the 2 shows a primary structure of a mast for an aircraft powertrain, in which the side plates on one side have been omitted to leave the internal structure apparent.
    The lower spar 1 has a lower surface 11, and may include longitudinal sides 12, which gives it a certain rigidity and allows it to serve as a basic part for producing the frame of the mast.
    The ribs C1 to C10 are assembled on the lower beam 1, while respecting a precise geometric conformation. The ribs C1 to C10 are aligned longitudinally, and each installed transversely, in a direction orthogonal to the longitudinal direction. At the level of the lower spar 1, the bases of the ribs C1 to C10 are therefore mutually parallel. The ribs are installed vertically for some (ribs C5 to C10 in the example shown) or slightly inclined relative to the vertical (ribs C1 to C4, the horizontal being materialized by the lower spar 1).
    On the frame thus formed, various anchoring means or various attachments (for connection to a propulsion unit on the one hand, and to an aircraft structure, on the other hand) are attached and fixed to the frame, on the ribs in particular. An upper spar (in one or two parts) is added, as well as side plates.
    The various constituent elements are assembled by riveting.
    The primary structure of the mast thus has a general box structure, and comprises connection clips with the structure of an aircraft 13 and connection clips with an aircraft powertrain 14.
    Document EP1928741 discloses a primary mast structure for an aircraft powertrain with an architecture simplified by the use of a monolithic frame. The industrialization of such a primary structure is however complex. Furthermore, this structure can be further improved in order to offer possibilities for optimizing the architecture of the aircraft.
    The invention thus aims to propose an alternative structure, simple and offering possibilities for architectural optimization, for a primary structure of the support mast of an aircraft powertrain.
    The invention thus relates to a primary support mast structure of an aircraft powertrain, comprising a lower spar and two side walls substantially orthogonal to the lower spar. The lower spar and the two side walls are formed in one piece or welded so as to form a lower U-shaped part. The structure has an upper cover closing the lower U-shaped part.
    A closed U-shaped portion of a cover allows the constitution of a box or box structure having a rigidity suitable for the recovery of forces from the propulsion unit. The ribs allow, by adapting their number and their position, to obtain the desired mechanical characteristics depending on the embodiment considered, and according to the mechanical characteristics of the side walls.
    The constitution at least partially without rivet of the lower part makes it possible to reduce the final cost price of the primary structure and of the mast and offers potential gains in terms of cycle time for the production of a powertrain support mast. aircraft.
    The limitation of the number of ribs also frees up space inside the box structure which is formed, which allows the allocation of this space to other functions than maintaining the powertrain, for example when passing electrical, hydraulic, or fuel lines.
    The side walls may have a honeycomb structure.
    The side walls may in particular have substantially square cells, or cells substantially in isosceles triangles.
    The primary support mast structure of an aircraft powertrain may further comprise at least one rib interposed transversely in said U of the lower part. For example, it may have exactly three ribs.
    The lower spar and the ribs can be in one piece, formed from foundry or by three-dimensional printing.
    The ribs can be attached and welded or riveted to the lower spar and to the side walls.
    The invention also relates to a method for manufacturing a primary support mast structure of an aircraft powertrain comprising the steps of:
    - formation of a U-shaped lower part comprising a lower spar and two side walls substantially orthogonal to the lower spar, the lower spar and the side walls being formed in one piece or welded, so as to form said U,
    - closing of the lower part by a cover.
    In such a method, the step of forming the lower part may comprise the molding or the three-dimensional printing of the lower spar and of the ribs in a single piece.
    Other features and advantages of the invention will appear in the description below.
    In the appended drawings, given by way of nonlimiting examples:
    - Figure 1 shows in a schematic three-dimensional view an aircraft comprising a pylon supporting a powertrain;
    - Figure 2 shows in a schematic three-dimensional view a primary support mast structure of an aircraft powertrain according to the prior art;
    - Figure 3 shows a schematic three-dimensional view of a primary support mast structure of an aircraft powertrain illustrating the principle developed in the invention;
    - Figure 4 shows in a schematic sectional view a first mode of constitution of a primary support mast structure of an aircraft powertrain according to the invention;
    - Figure 5 shows in a schematic sectional view a second mode of constitution of a primary support mast structure of an aircraft powertrain according to the invention.
    - Figure 6 shows in a schematic three-dimensional view a primary support mast structure of an aircraft powertrain according to a first variant of a first embodiment of the invention;
    - Figure 7 shows in a schematic three-dimensional view a primary support mast structure of an aircraft powertrain according to a second variant of the first embodiment of the invention;
    - Figure 8 shows in a schematic three-dimensional view a primary support mast structure of an aircraft powertrain according to a third variant of the first embodiment of the invention;
    - Figure 9 shows in a schematic three-dimensional view a primary support mast structure of an aircraft powertrain according to a first variant of a second embodiment of the invention;
    - Figure 10 shows in a schematic three-dimensional view a primary support mast structure of an aircraft powertrain according to a second variant of the second embodiment of the invention;
    - Figure 11 illustrates by a diagram different variants of a method of manufacturing a primary support mast structure of an aircraft powertrain according to an embodiment of the invention.
    FIG. 1 and FIG. 2 which illustrate general elements or corresponding to the state of the art have been described above.
    FIG. 3 schematically represents a primary structure for supporting an aircraft powertrain, by way of illustration of the principle developed in the invention.
    According to the invention, the primary structure comprises a lower part P1 in the shape of a U. The base of the U is formed by the lower spar 1. Each branch of the U is formed by a side wall 2. The side walls 2 and the lower spar 1 are either formed in one piece (for example by molding in a foundry, or by three-dimensional printing), or assembled by welding.
    A U-shaped part is thus formed without a rivet or similar mechanical assembly means.
    The lower part P1 advantageously comprises a number of ribs C1 ... C10 which are contained in the U-shaped part. The ribs are interposed transversely in the U, that is to say orthogonally to the longitudinal direction of extension of the lower beam 1.
    The ribs C1 ... C10 can be formed in a single piece with the lower spar 1, and if necessary with the side walls 2 when these are also monobloc with the lower spar 1. Alternatively, the ribs can be added in the U-shaped piece rigidly fixed to the lower beam 1 and to the side walls 2, for example by welding or riveting.
    The lower part P1 in U is then closed, opposite the lower spar 1 (that is to say at the opening of the U) by a cover P2 which constitutes an upper spar for the primary mast structure of support thus constituted. The primary structure thus has the shape of a box, in which the ribs necessary for its rigidity are interposed.
    Two closing modes can be envisaged, which condition the shape of the cover P2 and of the lower part P1. These closure modes are illustrated diagrammatically in FIG. 4 and in FIG. 5 respectively. FIGS. 4 and 5 are block diagrams according to a cross-sectional view of a primary mast structure according to the invention.
    In the mode of constitution presented in FIG. 4, the cover P2 has raised edges 31 which are intended to be linked to the upper part of the side walls 2. For example the raised edges 31 can be riveted to the side walls 2.
    In the mode of constitution presented in FIG. 5, the lower part P1 comprises, in its upper part and towards the inside of the U that it forms, upper flanges 32, intended to receive in support the cover P2. The cover 2 is fixed to the upper edges 32. For example, the cover P2 can be riveted to the upper edges 32.
    The upper flanges 32 can be attached to the side walls 2 or be integral with them.
    The number, the position and in certain cases the constitution of the ribs can be adapted according to the mechanical characteristics sought for the primary structure to be formed.
    In particular, if the side walls 2 have sufficient mechanical properties, in particular a high flexural strength, only three ribs are necessary:
    a rear rib C10 and a central rib C5, which can in particular bear connection ties with the structure of an aircraft or at least partially take up the forces arising from connection ties with the structure of an aircraft, and
    - a front rib C1, which can at least partially take up the efforts from attachments connecting with an aircraft powertrain.
    In order to have a greatly improved rigidity compared to a flat panel, the panels forming the side walls 2 can have a honeycomb structure. In particular, a panel is said to have a honeycomb structure when it has cells on at least one of its faces. The cells are cavities separated from each other by ribs. They generally form a regular pattern on one side (at least) of the panel.
    The side walls 2 can thus have an inner face, that is to say directed inside the U, alveolar.
    Two types of honeycomb panels are more particularly envisaged in the invention. The side walls can thus be in particular of so-called ISOGRID structure or of so-called ORTHOGRID structure.
    A structure called ISOGRID has cells substantially in the form of isosceles triangles. The angles of the triangles are preferably rounded therein to improve the mechanical performance of the panel, and limit the stress concentrations. Such a structure gives the side walls great rigidity in all directions, but is complex to manufacture.
    A structure called ORTHOGRID has cells substantially in the shape of a square. The mechanical characteristics, in particular the rigidity, of such a structure are less great than for the so-called ISOGRID structure, but such a cellular structure is simpler, and potentially less costly to produce.
    When the side walls 2 have an ISOGRID honeycomb structure or the like, the lower part P1, and therefore the primary structure finally formed, may have only three ribs. These three ribs are typically the rear rib C10, the central rib C5 and the front rib C1. A primary structure which will be highly stressed may require the implementation of more ribs. When the side walls 2 have an ORTHOGRID or similar cellular structure, more than three ribs are generally necessary.
    Figures 6, 7 and 8 schematically represent three variants of an embodiment of the invention in which the side walls have a honeycomb structure of the ISOGRID type. Figures 9 and 10 schematically represent two variants of an embodiment of the invention in which the side walls have a flat inner face or a honeycomb structure of the ORTHOGRID type.
    In FIGS. 6 to 10, the assemblies by welding (that is to say the weld beads) have been represented by a strong dotted line, and the assemblies by rivets by crosses.
    More particularly, FIG. 6 represents a lower part P1 in a U according to a first alternative embodiment. In this first variant, the side walls 2 are welded to the lower spar 1. The lower part P1 has only three ribs, namely the front rib C1, the central rib C5 and the rear rib C10. The ribs are welded to the lower spar 1 and to the side walls 2. The central rib C5 and the rear rib C10 have connection clips with the structure of an aircraft 13.
    FIG. 7 represents a lower part P1 in U in accordance with a second alternative embodiment. In this second variant, the side walls 2 are welded to the lower spar 1. The lower part P1 has only three ribs, namely the front rib C1, the central rib C5 and the rear rib C10. The central rib C5 and the rear rib C10 have attachment ties with the structure of an aircraft 13. The rear rib C10 is welded to the lower spar 1 and to the side walls 2. The central rib C5 and the front rib C1 are riveted to the lower beam 1 and to the side walls 2.
    FIG. 8 represents the two constituent parts of a primary structure of an aircraft support mast, namely a first part P1 according to a third alternative embodiment and a cover P2. In this third variant, the lower spar 1, the side walls P2 and the ribs are formed in one piece. The first part P1 can thus be obtained by molding, in foundry, or by three-dimensional printing. Machining of the molded or printed part may be necessary.
    The cover P2 is riveted to the upper edges 32 of the lower part P1.
    FIG. 9 represents the constituent elements of a primary structure of masts, namely a lower part P1 in U in accordance with a first variant of a second embodiment in which the side walls have a flat inner face or a honeycomb structure of ORTHOGRID type, and a P2 cover. In this first variant, the side walls 2 are welded to the lower beam 1. The lower part P1 has numerous ribs, necessary to give the primary structure the desired rigidity. The ribs are welded to the lower spar 1 and to the side walls 2. The fasteners for connection to the structure of an aircraft are not shown.
    FIG. 10 represents a lower part P1 in U in accordance with a second variant of the second embodiment. In this second variant, the side walls 2 are welded to the lower spar 1. The lower part P1 has numerous ribs, necessary to give the primary structure the desired rigidity. The ribs are riveted to the lower spar 1 and to the side walls 2. The fasteners for connection to the structure of an aircraft are not shown.
    In the variants shown in Figures 9 and 10, the cover P2 is riveted to the lower part P1, by the raised edges 31 which it comprises.
    It is obvious that the invention is not limited to the examples of embodiments and variants described above.
    For example in the second embodiment of FIGS. 9 and 10, the lower part P1 could be in one piece as in the example of FIG. 8.
    In all embodiments and variants, the lower part P1 can be in one piece, or include a lower spar 1 formed in one piece with the side walls 2 and attached ribs, welded or riveted to the lower spar 1 and to the side walls 2.
    In all embodiments and variants, when the ribs are attached, some can be riveted and others can be welded. In other words, the distribution between welded ribs and riveted ribs is not limited to that shown in FIG. 7. For example, the front rib C1 can be welded or riveted, the central rib C5 can be welded or riveted, and the rear rib C10 can be welded or riveted. Each of the other ribs can be welded or riveted.
    In all the embodiments and variants, the cover P2 can be fixed to upper edges 32 of the side walls 2, or by raised edges 31 which it comprises. When the side walls have upper edges 32, these can be attached or formed integrally with the side walls 2.
    FIG. 11 illustrates on a diagram different variants of a process for manufacturing a primary structure of an aircraft powertrain support mast according to the invention.
    The side walls 2 can be obtained by machining a plate (E1) in order to give it the desired shape and, where appropriate, the desired cellular structure. Similarly, the lower beam 1 can be obtained by machining a plate (E2). The side walls 2 and the lower beam 1 are welded together (E3) (after or before machining) to obtain a U-shaped part.
    As an alternative to steps E1 to E3, the U-shaped part can be obtained by molding in the foundry or by three-dimensional printing (E4). Optional machining can be carried out if the U-shaped part is thus obtained in a single piece.
    The ribs C1 ... C10 are obtained by folding (E5) a metal sheet followed if necessary by machining (E6), or directly by machining (E6) of a suitable plate or block.
    The ribs are then fixed, by welding or riveting in the U-shaped part (E7).
    Where appropriate, upper flanges 32 are added.
    A lower part P1 is thus obtained.
    As an alternative to all of the above steps E1 to E7, the lower part P1 can be obtained in a single piece by molding in foundry or three-dimensional printing (E8). A subsequent machining step may be necessary.
    Where appropriate, upper flanges 32 are added.
    The cover P2 is obtained by folding a metal sheet (E9), or three-dimensional printing (E10), these steps can be followed by machining (E11), or replaced by machining (E11) of a suitable block.
    The cover P2 may or may not have raised edges 31.
    The cover P2 is then fixed by riveting (E12) to the lower part P1 so as to close it.
    Variants of the process shown here are possible, without departing from the scope of the invention. For example, the lower beam (1) and the ribs (C1 ... C10) can be formed in one piece (E13), by molding in foundry or three-dimensional printing, then if necessary machining, before the side walls 2 are fixed by welding to the lower beam 1 and to the ribs formed with said lower beam (E3). In this case, the step of fixing the ribs (E7) exists only for the ribs which would not be formed in a single piece with the lower spar, if applicable.
    The invention thus developed makes it possible to obtain a primary structure of an aircraft propulsion unit support mast in a single box and allowing a reduction in costs and / or time and in the complexity of assembling said mast. The constitution at least partly without rivet, by welding, of a lower U-shaped part makes it possible to reduce the final cost price of the primary structure and of the mast and offers potential gains in terms of cycle time for the production of '' an aircraft powertrain support mast.
    The limitation of the number of ribs, permitted by the use of walls with a honeycomb structure, also frees up space inside the box structure which is formed, which allows the allocation of this space for other functions. that the maintenance of the powertrain, for example in the passage of 10 electrical, hydraulic, or fuel lines.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Primary structure of the support mast of an aircraft powertrain (GP), comprising a lower spar (1) and two side walls (2) substantially orthogonal to the lower spar (1);
    characterized in that the lower spar (1) and the two side walls (2) are formed in a single piece or welded so as to form a lower part (P1) in a U shape, and in that it comprises a cover (P2) upper closing the lower part (P1) in U.
    [2" id="c-fr-0002]
    2. Primary structure of the support mast of an aircraft powertrain according to claim 1, in which the side walls (2) have a honeycomb structure.
    [3" id="c-fr-0003]
    3. Primary structure of the support mast of an aircraft powertrain according to claim 2, in which the side walls (2) have substantially square cells.
    [4" id="c-fr-0004]
    4. Primary structure of the support mast of an aircraft powertrain according to claim 2, in which the side walls (2) have cells substantially in isosceles triangles.
    [5" id="c-fr-0005]
    5. Primary mast structure for supporting an aircraft propulsion unit according to one of the preceding claims, further comprising at least one rib (C1 ... C10) interposed transversely in said U of the lower part (P1) .
    [6" id="c-fr-0006]
    6. Primary structure of the support mast of an aircraft powertrain according to claim 5, comprising exactly three ribs.
    [7" id="c-fr-0007]
    7. Primary structure of the support mast of an aircraft powertrain according to claim 5 or claim 6, in which the lower spar (1) and the ribs (C1 ..C10) are in one piece, formed by foundry or by three-dimensional printing.
    [8" id="c-fr-0008]
    8. Primary structure of the support mast of an aircraft powertrain according to claim 5 or claim 6, in which the ribs (C1 ... C10) are attached and welded or riveted to the lower spar (1) and to the side walls (2).
    [9" id="c-fr-0009]
    9. Method for manufacturing a primary support mast structure of an aircraft powertrain comprising the steps of:
    forming a lower U-shaped part comprising a lower spar (1) and two side walls (2) substantially orthogonal to the lower spar, the lower spar (1) and the side walls (2) being formed in one piece or welded, so as to form said U,
    -closure of the lower part (P1) by a cover (P2).
    [10" id="c-fr-0010]
    10. The method of claim 9, wherein the step of forming the lower part comprises molding or three-dimensional printing of the lower spar and ribs in one piece.
    类似技术:
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    同族专利:
    公开号 | 公开日
    US20190127074A1|2019-05-02|
    FR3072945B1|2020-11-20|
    EP3476739A1|2019-05-01|
    US10814994B2|2020-10-27|
    CN109720583A|2019-05-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2889505A1|2005-08-05|2007-02-09|Airbus France Sas|PRIMARY STRUCTURE OF PERFECTED AIRCRAFT ENGINE MAT|
    US20110121132A1|2009-11-23|2011-05-26|Spirit Aerosystems, Inc.|Truss-shaped engine pylon and method of making same|
    FR2998872A1|2012-12-04|2014-06-06|Ge Aviat Systems Llc|MAT REACTOR FOR AIRCRAFT|
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    FR2891252B1|2005-09-28|2007-10-26|Airbus France Sas|MAT TO MONOLITHIC BODY|
    FR2891803B1|2005-10-07|2007-11-30|Airbus France Sas|RIGID STRUCTURE FOR AN AIRCRAFT ENGINE HANDLING MACHINE, AND MATT COMPRISING SUCH A STRUCTURE|
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    FR3101064A1|2019-09-20|2021-03-26|Airbus Operations |A method of assembling a primary structure of an aircraft mast, the primary structure of an aircraft mast thus obtained and an aircraft comprising said primary structure|
    FR3102741A1|2019-10-30|2021-05-07|Airbus Operations|Rigging mast comprising a primary structure formed of at least one spar and one panel assembled by welding and welding process.|
    法律状态:
    2019-05-03| PLSC| Publication of the preliminary search report|Effective date: 20190503 |
    2019-10-28| PLFP| Fee payment|Year of fee payment: 3 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 4 |
    2021-10-21| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1760190|2017-10-27|
    FR1760190A|FR3072945B1|2017-10-27|2017-10-27|PRIMARY STRUCTURE OF SUPPORT MAST OF AN AIRCRAFT POWER UNIT WITH A LOWER U-SHAPED PART OBTAINED MONOBLOC OR BY WELDING|FR1760190A| FR3072945B1|2017-10-27|2017-10-27|PRIMARY STRUCTURE OF SUPPORT MAST OF AN AIRCRAFT POWER UNIT WITH A LOWER U-SHAPED PART OBTAINED MONOBLOC OR BY WELDING|
    EP18199774.3A| EP3476739A1|2017-10-27|2018-10-11|Primary structure of mast for supporting a drive unit for an aircraft comprising a u-shaped lower portion formed integrally or by welding|
    US16/172,498| US10814994B2|2017-10-27|2018-10-26|Primary support structure for an aircraft power plant support pylon|
    CN201811256258.2A| CN109720583A|2017-10-27|2018-10-26|Aircraft power device support pylon includes as single piece or the main structure by welding the U-shaped bottom part obtained|
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