• 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 junction assembly (100) in an aircraft (1) connecting a belly fairing (11) to the fuselage (3) of the aircraft (1). The ventral fairing (11) has an angular connection (12) connected to a main ventral fairing section (13), while the fuselage (3) has a fuselage wall (10) comprising an outer surface (10A) and a surface inner wall (10B). The junction assembly (100) comprises an angular connector (12) having a flange (12A) connected to the fuselage wall outer surface (10A) at a fastening region (14) of the wall (10) fuselage, the fastening area being overlapped by the flange (12A) where it is connected to it. The junction assembly (100) further includes a stiffener (15) connected to the fuselage wall inner surface (10B) and overlapping with said attachment region (14). This junction assembly (100) is less susceptible to vibration. The invention also relates to a method of installing such a junction assembly (100).
    公开号:FR3031082A1
    申请号:FR1463448
    申请日:2014-12-30
    公开日:2016-07-01
    发明作者:Francois Rouyre；Christian Cros；Jerome Antypas；Sebastien Menard
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The invention relates to a junction assembly in an aircraft connecting a ventral fairing to the fuselage of the aircraft, and to an aircraft equipped with a junction assembly in an aircraft connecting a ventral fairing to the fuselage of the aircraft, and a fitted aircraft. of such a junction assembly. The invention also relates to a method of installing a junction assembly between an aircraft ventral fairing and the fuselage of the aircraft. STATE OF THE PRIOR ART Fairings generally have two main objectives. They serve to conceal and protect, and also to make the local area less sensitive to the relative fluid flow, that is to say more aerodynamic or hydrodynamic. They are frequently installed to cover mechanical parts, and spaces between mechanical parts, to create a corresponding area in alignment with what surrounds it. Efficient fairing design reduces aerodynamic or hydrodynamic drag, especially drag, on a vehicle or structure and, as a result, can potentially save costs. For a vehicle, the fairings are used to reduce the drag of the vehicle while it is moving, which allows it to move faster and reduce fuel consumption. For vehicles such as aircraft that are exposed to extremely fast relative fluid flow, this results in a considerable saving in the cost of use. 3031082 2 In today's aircraft, one of the areas equipped with a fairing is the belly. The belly is generally the lower region of the fuselage of the aircraft. Sometimes this area may be somewhat distinct and demarcated from the fuselage, particularly at the section between the wings. By way of example, FIG. 1 is a schematic perspective representation of an aircraft 1 intended to give the general context of the invention. It shows a ventral fairing 2 on an aircraft, fairing that is somewhat distinct from the fuselage 3 as found on some of the most modern aircraft existing today. The ventral fairing 2 shown here is primarily a large part of complex shape. The belly of an aircraft hosts a plethora of systems and components essential for the operation and comfort of a current airliner. Rolling gear comprising landing gear, wheels and dampers, air conditioning units, battery packs, hydraulics and piping can be installed in this area, so as to encroach as little as possible into the area. fuselage space. In order to hide and protect the belly area and make the aircraft more aerodynamic, a ventral fairing is installed. Nowadays aircraft ventral fairing sections are large parts. Although they serve to greatly reduce drag, these shrouds nevertheless experience drag when subjected to fluid flow or as they move through a fluid. This sometimes results in the appearance of undesirable vibrations at various areas of the fairings. Such vibrations may weaken the junction assembly securing the belly fairing to the fuselage and may cause damage to the fairings.
    [0002] SUMMARY OF THE INVENTION Accordingly, there is a need to provide a junction assembly connecting a ventral fairing to the fuselage of the aircraft which can further reduce or even eliminate unwanted vibration. To this end, the invention has, among its objectives, that to remedy at least in part the aforementioned drawbacks of the prior art.
    [0003] The present invention provides a junction assembly in an aircraft connecting a belly fairing to the fuselage of the aircraft, said fuselage having a fuselage wall comprising an outer fuselage wall surface and an inner fuselage wall surface, the junction assembly comprising: a part of said ventral fairing defining a flange connected to the outer surface of the fuselage wall, and a fuselage wall attachment area, at which said flange of the ventral fairing is connected, said flange overlapping said fastening area, characterized in that the junction assembly further comprises: - a stiffener connected to the fuselage inner wall surface and so located that it overlaps said fastening area, and in that that the portion of the belly fairing defining the flange is an angular connection, said angular connector being connected to a main section of a carcase ventral swim of the ventral fairing. This innovative arrangement for the junction between a belly fairing and the fuselage, with the fact of connecting a stiffener to the inner side of the fuselage wall on the opposite side, and at the same level, where an angular fitting of the belly fairing is connected, stiffens considerably the junction assembly and therefore has improved vibration damping capability at the junction area, particularly low frequency vibrations. It has been found that such an arrangement considerably hampers the existence and development of low frequency vibratory modes in the vicinity of the junction assembly. The junction assembly may further include one or more of the following features taken separately or in any technically permissible combination. Preferably, the stiffener is an omega-shaped stiffener. More preferably, a significant portion, including most of a stiffener flange overlaps the attachment area.
    [0004] Preferably, the junction assembly includes a plurality of stiffeners disposed in the junction assembly that overlap the attachment area. More preferably, the stiffeners overlap the attachment zone mainly at the main cross section of the aircraft.
    [0005] Advantageously, the flange of the angular connector is substantially parallel to the outer surface of the fuselage wall at the attachment zone. Preferably, a seal is disposed between the flange of the angular connector and the outer surface of the fuselage wall. Preferably, the seal is further arranged such that it overlaps a fuselage wall portion which is also overlapped by a closed section formed by the stiffener connected to the fuselage wall inner surface. Preferably, a shim is interposed between the angular connector and the main ventral fairing section, the shim having an elastomer layer on one side and a polytetrafluoroethylene (PTFE) based layer on the other side.
    [0006] Preferably, the main ventral fairing section, the angular connection and the stiffener (s) are made of the same material, and in particular composite. Advantageously, the invention also relates to an aircraft comprising a junction assembly as defined above.
    [0007] The present invention also provides a method of installing a junction assembly between a belly fairing of an aircraft and the fuselage of said aircraft, said fuselage having a fuselage wall with an outer fuselage wall surface and an inner surface fuselage wall, the method comprising the steps of: - providing a portion of the ventral fairing defining a flange, - identifying a fuselage wall attachment area where said flange of the belly fairing will be connected, - connecting said flange to said fuselage wall outer surface at the zone of attachment of the fuselage wall so that said flange overlaps said attachment area, characterized in that the method further comprises the steps of: - providing a stiffener, - connecting said stiffener to the inner surface of the fuselage wall so that it overlaps said attachment area, and 5 - mounting an angular connection as part of the ventral fairing that defines the flange, which angular connection is connected to a main ventral fairing section of the ventral fairing. BRIEF DESCRIPTION OF THE DRAWINGS The invention will be better understood on reading the following detailed description and on examining the non-limiting examples, as well as the figures, diagrammatic and partial, among which: FIG. 1 shows a diagrammatic representation in FIG. perspective view from below and from an aircraft having a belly fairing, established to represent the context of the invention; - Figure 2 shows a sectional view of a junction assembly connecting a belly fairing to the fuselage according to a first embodiment of the invention, and - Figure 3 shows a sectional view of a junction assembly connecting a ventral fairing to the fuselage according to a second embodiment of the invention. In all these figures, identical references may designate identical or similar elements. In addition, the different parts shown in the figures are not necessarily in a uniform scale, in order to make the figures more readable.
    [0008] DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS FIG. 1 has already been described with respect to the context of the invention and the prior art.
    [0009] It should further be noted that the particular embodiments of the invention described hereinafter may be examined in relation to an aircraft such as that of FIG. 1. Therefore, the reference numbers of FIG. also used later in the description of the aircraft.
    [0010] Hereinafter, a preferred embodiment of the invention is set forth. FIG. 2 illustrates a sectional view of a junction assembly 100 connecting a ventral fairing to the fuselage of the aircraft which makes it possible to considerably attenuate the vibrations. A fuselage wall 10 is shown diagonally in the figure.
    [0011] The aircraft fuselage wall 10 is a fuselage wall characteristic section made of composite materials. The fuselage wall 10 has an outer fuselage wall surface 10A and an inner fuselage wall surface 10B, using a standard reference that corresponds to when the aircraft will be in service. The term "fuselage wall outer surface" refers to the outer surface of the fuselage wall, while the term "fuselage wall inner surface" refers to the inner surface of the wall 10 fuselage (and not inside the body of the actual fuselage wall). As they are shown here, the outer surface 10A and the inner fuselage wall surface 10B are, of course, on either side of the fuselage wall.
    [0012] On one side of the fuselage wall and attached thereto is the belly fairing 11. The belly fairing 11 is described as a two-part fairing having a main belly fairing section 13, which is relatively large and constitutes the major part of the ventral fairing 11, and an angular connector 12, which constitutes a smaller portion of the fairing 11 and facilitates the attachment of the main section 13 of ventral fairing to the fuselage 3 (see Figure 1). The main section 13 of the belly fairing can be made in one or two large parts that cover essentially the entire ventral area of the aircraft 1. Making the main section 13 ventral fairing in one piece provides a more robust fairing while reducing the number of parts and simplifying assembly. In this embodiment, the main section 13 of the ventral fairing is made of composite materials. The main section 13 of ventral fairing essentially encloses numerous systems and components in the ventral area of the aircraft, such as air conditioning systems, landing gear, battery packs, hydraulics and piping.
    [0013] An angular connector 12 is located at the upper end of the belly fairing 11, as can be seen in Figure 2. The main section 13 of the belly fairing is thus coupled to the angular connector 12 for attachment to the fuselage. The angular connector 12 extends all around the ventral fairing 11. The angular connector 12 has two sections: a flange 12A and a connecting portion 12B which form an angle therebetween. The connecting portion 12B is substantially parallel to the main ventral fairing section 13 where it is attached thereto and this is thus along the entire length of the angular connection (i.e. in the incoming and outgoing direction of the plane of Figure 2). In this embodiment, the connecting portion 12B is screwed (see reference 17B) to the large ventral fairing section so as to be securely attached thereto. In parallel, the flange 12A is applied to the fuselage 3 to be connected to it. The angle in the angular connector 12 allows a continuous transition between the plane of the fuselage 3 and the plane of the ventral fairing 11 at the local area. In particular, it avoids constituting a junction assembly at the exact location where the plane of the fuselage 3 intersects the plane of the fairing 11, makes it possible to form the joints overlapping at a short distance from the intersection and thus ensures a structure more robust. Consequently, the angular connector 12 not only performs an aerodynamic function as part of the fairing 11, but it still provides a structural function in that it connects the main ventral fairing section 13 to the fuselage 3. This arrangement fairing 11 in two parts allows for the main section 13 ventral fairing in a single large part of one-piece structure and can therefore accelerate the assembly. For practical manufacturing purposes, the angular connector 12 is supplied with long but separated sections, ideally made of the same material as that of the main ventral fairing section 13, that is, in this case composites.
    [0014] The flange 12A of the angular connector is attached to the fuselage wall outer surface 10A at a fuselage wall attachment region 14. The "attachment zone" is substantially that part of the fuselage wall 10 which is overlapped by the flange 12A of the angular connection at the point where it is fixed on it. Given that the thickness of the fuselage wall 10 of the aircraft is very small compared with its total length and width, the fastening zone 14 will be considered as the zone of the fuselage wall 10. has an area substantially equivalent to that of the overlapping surface and which traverses the entire thickness of the fuselage wall in a direction perpendicular to the fuselage wall.
    [0015] In order to dispel any uncertainty, in this context an "overlap" is defined as the area of the fuselage wall that is covered by an object connected to it when viewed from the fuselage wall in a direction is perpendicular to the level of the local area of connection. Therefore, the attachment zone 14 is the area of the fuselage wall 10 overlapped by the flange 12A of the angular connector at the point where it is fixed to it when viewed substantially perpendicularly from the fuselage wall at the level of the fuselage wall. of the attachment point and which crosses the entire thickness of the fuselage wall in a direction perpendicular to the fuselage wall. The flange 12A of the angular connector 12 is bolted (reference 17A) to the fastening zone 14 of the fuselage wall 10 so as to securely attach the angular connector 12 to the fuselage 3. On the other side of the fuselage wall 10 and attached thereto at the attachment zone 14 is an omega-shaped stiffener 15. By "omega-shaped stiffener" is meant an omega section stiffener, i.e., a stiffener having a cross-section somewhat resembling the Greek omega letter, Q. The stiffener 15 in The omega shape is located so that it overlaps the attachment area 14 of the fuselage wall 10, which, as mentioned above, is the fuselage area overlapped by the flange 12A of the angular connector. An omega-shaped stiffener 15 is used because it has been found that it gives the joint assembly 100 the best stiffness properties. In particular, the closed profile 15C that it forms when it is connected to the fuselage wall 10 provides excellent bending / buckling, torsion and compression-tension stiffness, especially if one wishes account of its weight. In this regard, any stiffener having a closed profile or ideally constituting a closed profile when attached to the inside surface of the fuselage wall will be advantageous and may be used. In addition, the stiffener shown in the figure comprises two flanges 15A, 15B which serve to bear on a large area of the fuselage wall 10. The two flanges 15A, 15B of the omega-shaped stiffener 15 are arranged such that they are substantially parallel to the surface of the fuselage wall. The stiffener 15 completely overlaps the attachment area 14 when viewed from the fuselage wall in a direction perpendicular thereto, with one of its flanges 15A disposed so that it overlaps most of the area of the fuselage. 14. Flange 15A also overlaps a portion of the fuselage wall that is not within the attachment area. At the same time, it can be seen that the closed profile 15C formed by the stiffener 15 overlaps the remainder of the attachment zone 14 and also a part of the fuselage wall which is outside the fixing zone. Of course, other embodiments may be conceived in which only the stiffener flange overlaps the fastening zone and even then only partially overlaps the fastening zone. It is also possible to have a stiffener so that its closed profile completely overlaps the fixing zone in the local area. The bolts 17A which securely fix the flange 12A of the angular connector to the attachment zone 14 also fix the stiffener 15, so as to lock together the entire gasket. As a result, the local area of the junction assembly 100 is enhanced and exhibits improved stiffness characteristics in terms of bending and twisting, especially when viewed in three dimensions (3D). The junction assembly 100 thus has a higher natural frequency, which consequently decreases the risk of megacyclic structural damage on this part. Basically, it reduces low frequency local vibration modes, which are among the main causes of structural damage in the ventral-fuselage fairing junction. Increasing the natural frequency of the local area also helps to avoid aero-structural coupling. In other words, it moves the vibration modes of the structure out of the usual aerodynamic excitation range that will be felt at the local area, thereby preventing resonance. A plurality of stiffeners may be provided at different locations along the entire length of the attachment zone 14, i.e. along the periphery of the belly fairing 11. Sometimes however, because the fixing zone 14 has a double curvature (see Figure 1, in particular the double curvature of the end), it is not possible to set up a stiffener 15 at the junction of the ventral fairing. Therefore, it is contemplated that the stiffeners 15 are arranged to overlap the attachment zone 14 primarily at the area between the wings, i.e. at the cross-sectional area of the aircraft. The stiffener 15 will ideally be made of the same material as the ventral fairing 11 and the fuselage wall 10, so also composite materials. The prior art to which reference has been made neither demonstrates nor suggests this particular junction assembly for connecting the ventral fairing to the fuselage. This concept of having a stiffener connected to and overlapping the attachment area helps to reduce local low frequency vibration phenomena and megacyclic structural damage. Figure 3 illustrates another embodiment of the junction assembly 200 according to the present invention. This time, instead of an omega-shaped stiffener, there is used a stiffener 16 of different profile, namely a Z-shaped stiffener. This stiffener 16 has two flanges 16A, 16B, the entire flange 16A being located in such a way that it overlaps the fixing zone 14. This stiffener 16 is an open-profile stiffener which, other things being equal, is not as rigid compared to the closed-profile omega-shaped stiffener 15. especially with respect to torsional strength and flexural / buckling rigidity. However, each of the stiffeners 15, 16 has its physical properties, material, size, length and profile all contributing to its overall properties. It will be appreciated that the choice of stiffener also depends on many parameters also relating to the specific aircraft, such as the overall design and rigidity of the aircraft and its cruising speed. As a result, a stiffener with a first profile may be more effective in a first configuration and a stiffener with a second profile more effective in a second configuration. An E-section, an R-section and an R-section are other examples of stiffener profile considered appropriate. It is also possible to use a stiffener having a variable profile, just like a combination of stiffeners having different profiles. In the embodiments discussed above, various other aspects have been brought into play to further mitigate vibrations and reduce their transmission. For example, there is a seal 18 between the flange 12A of the angular connector and the composite fuselage wall 10. This thin-film seal 18 is applied between the two surfaces before connecting them. This seal 18 is an elastomer-type substance that is suitable for absorbing structural and aerodynamic excitations. Located between the flange 12A of the angular connector and the composite fuselage wall 10, it naturally overlaps the attachment zone. In FIG. 2, it overlaps a part of the fastening zone 14 which is overlapped by the flange 15A of the stiffener 15 and by the closed profile 15C formed by the stiffener 15. A portion of the gasket 18 may be disposed of such that it overlaps a portion of the fuselage wall which is outside the attachment zone 14. An enlarged end of the seal 18 is arranged to cover the edge, which would otherwise be exposed, of the An enlarged end serves to smooth the transition from the fuselage wall outer surface 10A to the outer surface of the angular connector 12, in order to avoid disturbing the angular connection 12 at the region of the junction assembly 100. air flow and protect the edge of the angular connection from the effects of erosion. At the opposite end, another enlarged end of the seal 18 is disposed between the connecting portion 12B of the angular connector 12 and the fuselage wall outer surface 10A. In Figure 2, it overlaps a portion of the fuselage wall which is outside the attachment zone 14, but which is overlapped by the omega-shaped stiffener 15, in particular the closed profile 15C formed by the stiffener 15. The enlarged end helps to reduce the transmission of vibrations and contributes to the integrity of the junction assembly 100.
    [0016] Another feature to help reduce vibration transmission is the shim 19 interposed between the main ventral fairing section 13 and the angled connector 12 at the location of the screw 17B. The wedge 19 has an elastomer sealing surface on the side which bears on the main section 13 of the ventral fairing and a surface based on PTFE (polytetrafluoroethylene), for example Teflon®, on the back bearing on the flange 12A of the angular connection. The establishment of this wedge 18 allows both a sliding effect and a buffering at the junction assembly 100, which serve to absorb vibrations and reduce their transmission. Ideally, the seal 18 and shims 19 will be disposed around the periphery of the belly fairing 11 to maximize damping of structural and aerodynamic excitations. It should be noted that the junction assembly between the belly fairing and the aircraft fuselage could also apply to aircraft other than aircraft, for example helicopters. While in the above embodiments, composites have been referred to as the material of choice for the fuselage wall, the belly fairing and the stiffener, other materials or a combination of materials could also be applied. . For example, aluminum or titanium can be used. The same goes for bolts: other types of fasteners may be used besides bolts and screws. For example, in some configurations, the use of rivets or gluing may be more appropriate. It should also be noted that the terms "connected" and "overlapping" do not necessarily mean that the respective parts are in physical contact with each other. For example, a seal or shim may be interposed. In addition, "overlap" does not necessarily imply a complete overlap.
    [0017] The word junction was used to describe the general area where the junction assembly is located. The junction assembly is a specific part of the junction, essential for the connection between two parts. It should be noted that although the ventral fairing is primarily intended to conceal the belly area of the aircraft, the belly fairing may also extend to adjacent areas, for example, just above a belly area. proximal wing area.
    [0018] The embodiments described above are by way of example and should not be interpreted as limiting. It will be appreciated that other embodiments or improvements to the invention will be apparent to those skilled in the art without departing from the scope of the claims. 5
    权利要求:
    Claims (12)
    [0001]
    REVENDICATIONS1. A junction assembly (100) in an aircraft (1) connecting a belly fairing (11) to the fuselage (3) of the aircraft (1), said fuselage (3) having a fuselage wall (10) comprising an outer surface ( 10A) and an inner fuselage wall surface (10B), the junction assembly (100) comprising: - a portion (12) of said ventral fairing (11) defining a flange (12A) connected to the surface outer wall (10A) of the fuselage wall, and - an attachment zone (14) of the fuselage wall (10), at which said flange (12A) of the ventral fairing (11) is connected, said flange (12A). overlapping said attachment zone (14), characterized in that the junction assembly (100) further comprises: - a stiffener (15) connected to the fuselage wall inner surface (10B) and located so that it overlaps said attachment area (14), and in that the portion (12) of the belly fairing (11) defining the flange (12A) is a angular agreement (12), said angular connector (12) being connected to a main section (13) of ventral fairing of the ventral fairing (11).
    [0002]
    2. junction assembly according to claim 1, characterized in that the stiffener (15) is an omega-shaped stiffener.
    [0003]
    3. junction assembly according to claim 1 or 2, characterized in that a significant portion, including most of a flange (15A) of the stiffener (15) overlaps the attachment zone (14).
    [0004]
    4. Junction assembly according to one of the preceding claims, characterized in that it comprises a plurality of stiffeners (15) disposed in the junction assembly overlapping the fastening area (14). 3031082 15
    [0005]
    5. junction assembly according to claim 4, characterized in that the stiffeners (15) overlap the fastening zone (14) mainly at the main cross section of the aircraft (1). 5
    [0006]
    Junction assembly according to one of the preceding claims, characterized in that the flange (12A) of the angular connection (12) is substantially parallel to the outer fuselage wall surface (10A) at the fastening area. (14). 10
    [0007]
    Joint assembly according to one of the preceding claims, characterized in that a seal (18) is arranged between the flange (12A) of the angular joint (12) and the outer wall surface (10A). fuselage.
    [0008]
    Junction assembly according to claim 7, characterized in that the seal (18) is additionally arranged so that it overlaps a fuselage wall portion which is also overlapped by a closed section formed by the stiffener (15C) connected to the fuselage wall inner surface (1013).
    [0009]
    9. junction assembly according to any one of the preceding claims, characterized in that a wedge (19) is interposed between the angular connection (12) and the main section (13) ventral fairing, the wedge (19) having an elastomer layer on one side and a polytetrafluoroethylene (PTFE) layer on the other side. 25
    [0010]
    10. junction assembly according to any one of the preceding claims, characterized in that the main section (13) ventral fairing, the angular connection (12) and the stiffener (s) (s) (15) are made in one and the same material, especially composite. 3031082 16
    [0011]
    11. Aircraft (1), comprising a junction assembly (100) according to any one of the preceding claims.
    [0012]
    12. A method of installing a junction assembly (100) between a ventral fairing (11) of an aircraft (1) and the fuselage (3) of said aircraft (1), said fuselage (3) comprising a wall Fuselage (10) comprising a fuselage wall outer surface (10A) and an inner fuselage wall surface (10B), the method comprising the steps of: - providing a portion (12) of the ventral fairing (11) defining a flange (12A), 10 - identifying an attachment zone (14) of the fuselage wall (10) to which said flange (12A) of the belly fairing (11) is connected, - connecting said flange (12A) to said outer surface Fuselage wall (10) at the fuselage wall (10) attachment area (14) so that said flange (12A) overlaps said attachment area (14), characterized in that the method further comprises the steps of: - providing a stiffener (15), - connecting said stiffener (15) to the inner surface fuselage wall (10B) so that it overlaps the attachment zone (14), and - mounting an angular connection (12) as part of the ventral fairing (11) which defines the flange (12A) , which angular connection (12) is connected to a main section (13) of ventral fairing of the ventral fairing (11).
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    同族专利:
    公开号 | 公开日
    CN105730675A|2016-07-06|
    US20160185438A1|2016-06-30|
    US10358204B2|2019-07-23|
    FR3031082B1|2017-02-10|
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    CN201032034Y|2007-06-02|2008-03-05|安徽中科智能高技术有限责任公司|Combined seal member for pipeline sealing|
    FR2940785B1|2009-01-08|2012-10-26|Airbus France|LONGITUDINAL JUNCTION FOR AIRCRAFT FUSELAGE PANELS IN COMPOSITE MATERIALS|
    CN201858475U|2010-11-10|2011-06-08|洛阳双瑞特种装备有限公司|Novel friction pair structure of rotary compensator|
    CN201953718U|2010-12-17|2011-08-31|乐金空调有限公司|Vane adjustable diffuser of centrifugal compressor|
    FR2977237B1|2011-06-28|2014-11-21|Airbus Operations Sas|REAR AERODYNAMIC FAIRING OF A MATERIAL FOR CONNECTING AN AIRCRAFT ENGINE|
    GB201205079D0|2012-03-22|2012-05-09|Airbus Operations Ltd|Seal assembly for an aircraft wing|
    EP2727820B1|2012-10-31|2016-12-14|Airbus Operations S.L.|Stringer|
    GB201220937D0|2012-11-21|2013-01-02|Airbus Uk Ltd|Modular structural assembly|
    CN103670787A|2013-12-05|2014-03-26|芜湖荣基密封系统有限公司|Anti-slip sealing air exhaust cushion|
    CN104787302B|2015-04-07|2017-11-03|中国直升机设计研究所|A kind of attachment structure between tilting radome fairing and cant beam|US10766598B2|2017-06-14|2020-09-08|The Boeing Company|Wing-to-fuselage joints and aircraft including the same|
    US10773787B2|2017-06-14|2020-09-15|The Boeing Company|Wing-to-fuselage joints and aircraft including the same|
    US10773788B2|2017-08-15|2020-09-15|The Boeing Company|Fairing assembly and method therefor|
    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-07-01| PLSC| Publication of the preliminary search report|Effective date: 20160701 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 4 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 6 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1463448A|FR3031082B1|2014-12-30|2014-12-30|JUNCTION ASSEMBLY CONNECTING A FUSELAGE AIRCRAFT AIRCRAFT FITTING WITH SINGER IN PARTICULAR POSITION|FR1463448A| FR3031082B1|2014-12-30|2014-12-30|JUNCTION ASSEMBLY CONNECTING A FUSELAGE AIRCRAFT AIRCRAFT FITTING WITH SINGER IN PARTICULAR POSITION|
    CN201511001002.3A| CN105730675A|2014-12-30|2015-12-28|Joint Assembly And Method Connecting An Aircraft Belly Fairing To The Fuselage Provided With A Particularly Positioned Stringer|
    US14/980,515| US10358204B2|2014-12-30|2015-12-28|Joint assembly and method connecting an aircraft belly fairing to the fuselage provided with a particularly positioned stringer|
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