METHOD FOR ASSEMBLING A SET OF COMPOSITE PARTS AND ASSEMBLY OBTAINED BY SUCH A METHOD

Abstract

A method for assembling a box structure includes elementary parts assembled along an understructure of stiffeners and skins. The understructure and skins are made of composite material with a polymer matrix. The method includes sizing the box structure for the loads to which it is subjected and for a glued assembly. A map of the loads on the structure is obtained and a first load limit is defined depending on the probability of the structure being damaged. The understructure and the skins are assembled by gluing them. An additional layer is applied that covers the assembled elementary parts to areas of the assembled box structure where the first load limit is reached.

Claims

1-8. (canceled)

9. A method for assembling a box structure comprising elementary parts, assembled along an understructure of stiffeners, and skins, the understructure and the skins are made of composite material with a polymer matrix, and the method comprises the steps of: sizing the box structure for subjected loads and for a glued assembly; obtaining a map of the loads on the box structure and defining a first load limit depending on a probability of the box structure being damaged; assembling the understructure and the skins by gluing them together; and applying an additional layer that covers the assembled parts in areas of the assembled box structure where the first load limit is reached.

10. The method according to claim 9, further comprising steps of determining areas subjected to a second load limit on the map of the loads, the second load limit being greater than the first load limit, depending on a probability of the assembled box structure being damaged; and inserting through fasteners between the assembled elementary parts in areas of the assembled box structure where the second load limit is reached.

11. The method according to claim 9, further comprising a step of placing a prepregged ply on a face of the skin glued to the stiffeners of the understructure in an area of the assembled box structure where the first load limit is reached, the prepregged ply covering a part of the skin and a part of base plates of the stiffeners in the area of the assembled box structure where the first load limit is reached.

12. An aircraft wing comprising a box structure comprising elementary parts, assembled along an understructure of stiffeners, and skins, wherein the understructure and the skins are made of composite material with a polymer matrix, wherein the box structure is sized for subjected loads and for a glued assembly, wherein the understructure and the skins are glued together; first areas of the assembled box structure with additional layers to cover the assembled parts where a first load limit is reached, the first load limit being dependent on a probability of the box structure being damaged; a central portion connectable to a fuselage; and second areas with the additional layers at the ends of the box structure.

13. The aircraft wing according to claim 12, further comprising an area assembled with fasteners in the central portion.

14. The aircraft wing according to claim 13, further comprising an area assembled with the fasteners at the ends of the box structure.

15. The aircraft wing according to claim 14, further comprising an area assembled only with a glue between the central portion and the ends of the box structure.

16. An aircraft comprising the aircraft wing according to claim 12.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The invention is described below in its preferred embodiments, which are not limitative in any way, and by reference to FIGS. 1 to 4, wherein:

[0026] FIG. 1 is a perspective view of an exemplary embodiment of a wing according to the invention;

[0027] FIG. 2 is a perspective view of the wing in FIG. 1 where the upper face has been removed over half the wing;

[0028] FIG. 3 is a detailed view along Z marked in FIG. 2 of the wing according to this exemplary embodiment; and

[0029] FIG. 4 is a detailed view along Y marked in FIG. 2 of the end of the wing according to an exemplary embodiment of the wing in the invention.

DETAILED DESCRIPTION OF THE EMBODIMENTS

[0030] In FIG. 1 of an exemplary embodiment, the wing (100) according to the invention comprises a portion (110) known as the central portion, which connects said wing to the fuselage of the aircraft (not shown). The wings (120) extend on each side of that central structure. Each wing comprises a lower face (121) and an upper face (122) covered by a skin. As a non-limitative example, said wing is 14 meters long and its maximum width is approximately 2 meters at the root.

[0031] In FIG. 2, said lower and upper (121, 122) faces are made up of composite skin panels that are fixed to a box structure comprising stiffeners known as spars (230) and stiffeners known as ribs (240) so that along with the skin, the stiffeners make up a box structure with cells. The term “skin” applies to an elementary part with thickness that is less than 1/30th of its other dimensions. From the mechanical point of view, such a skin may be assimilated with a shell, and a stiffener (230, 240) may be assimilated with a beam. In this exemplary embodiment, the stiffeners and the skins are made of laminated composite material comprising continuous fibers in a polymer matrix. As a non-limitative example, these are carbon fibers in a thermosetting matrix such as epoxy resin or a thermoplastic matrix made of polyetheretherketone (PEEK), polyphenylene sulfide (PPS) or polyetherimide (PEI). Depending on their nature, the spars and ribs are assembled to each other by joint curing, welding or gluing, or even fasteners; the assembly interfaces of that grille structure are accessible before the skins are installed. The skins are assembled to the stiffeners using a gluing method similar to that described in document WO 2013/038012.

[0032] In FIG. 3 of an exemplary embodiment, the assembly of the skin (321) that makes up the lower face with the base plates of the stiffeners (230, 240) in a central area of the wing comprises an additional layer (350) that extends between said stiffener base plate and the skin (321). As a non-limitative example, the additional layer (350) comprises two plies of prepregged carbon fibers. Said additional layer (350) is installed after the skin is glued to the stiffeners. Advantageously, it is cured simultaneously with the glue.

[0033] In FIG. 4 of an exemplary embodiment, the end (Y) of the wing comprises both an additional layer (350) shown here between a stiffener and the skin (321) of the lower face, and connection using through fasteners (450) between the stiffeners and the skins, the upper face panel in this case (not shown). The same type of combined assembly is used in the loaded areas of the central portion. In non-limitative exemplary embodiments, said fasteners are lock bolts known under the trade name LGP, or blind bolts. Said fasteners are preferably made of titanium alloy.

[0034] The same type of assembly combining fasteners and an additional layer or otherwise is used in the central part (Z) of the wing, which part is highly loaded and exposed, because of the closeness of the gear housing of the aircraft.

[0035] Returning to FIG. 2, in this exemplary embodiment, the areas in the intermediate portion (X) between the central portion (Z) and the end (Y) are assembled only by gluing the skins to the stiffeners.

[0036] The choice of the assembly mode depending on the area in question is made by means of a numerical simulation of the loads applied on the wing with definite loading cases; the simulation may for instance be carried out using finite-element analysis software. The areas subjected to loads that exceed a first limit are reinforced by an additional layer and the areas that exceed a second loading limit are reinforced by installing fasteners between the skin and the stiffeners concerned. In the example of the application of the method according to the invention to the making of an aircraft wing, the particularly loaded areas are located in the central portion that is connected to the fuselage and on the end rib that closes the end of the wing and provides a connection with the winglet at the end of the wing.

[0037] By comparison with the fully riveted solutions of the prior art, the method according to the invention makes it possible to divide the number of fasteners used by 10 to 100, for the same mechanical efficiency, in such a wing.

[0038] The method according to the invention is more particularly suited to making an aircraft wing; however, those skilled in the art can easily adapt its principles to other applications involving similar constraints in use.