• 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:
    The invention relates to a tool (10) for mounting a module (1) directly in an aircraft (3) without making any modification of the module (1). This tool (10) consists of upper beams (12) connected to the structure (21) of the aircraft (3), lower beams (11) secured to the module (1), levitation elements (13) connecting said lower beams (11) to said upper beams (12) and a drive system. The levitation elements (13) can move along the upper beams (12). The drive system is used to route the module (1) to its functional location in the aircraft (3), by moving it along the upper beams (12) via the levitation elements (13). The principle of this tool (10) is to suspend the module (1) to ensure and control its movement in the aircraft (3).
    公开号:FR3048235A1
    申请号:FR1653002
    申请日:2016-04-05
    公开日:2017-09-01
    发明作者:Bernard Guering
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    TOOLING FOR THE INTEGRATION OF A MODULE IN AN AIRCRAFT AND ASSOCIATED INTEGRATION METHOD
    Field of the Invention The invention relates to tooling for integrating a module into an aircraft and to an associated integration method. In general, a module is materialized by a functional block or not, bulky, fragile and insufficiently rigid, which is able to be positioned, as is, in a confined space of the aircraft, without having been the object beforehand disassembly. This module may for example be constituted by a front module intended to be placed at the front tip of an aircraft, said module comprising in particular seats, benches, a large part of the system installations comprising sources of electricity, air and oxygen, and a cockpit equipment in relation to a floor of said cockpit.
    Prior art
    Currently, the improvements made to an aircraft, in particular those relating to the cockpit, are made by means of several successive operations each relating to a particular element and / or a very localized zone of the aircraft, each of said operations being carried out with specific tools. In addition, these operations are often performed in confined spaces, forcing an operator to engage in complicated and restrictive manipulations, likely to slow down the process of implementation of these improvements. It also follows that such a mounting configuration of said improvements mobilizes a large number of operators. Summary of the invention
    An object of the invention is to make it possible to easily and quickly make improvements to an aircraft, particularly during the integration phase, while avoiding the drawbacks encountered in the state of the art. The invention relates to a tool for installing a module in a structure of an aircraft. According to the invention, the tooling comprises, at least two lower beams intended to be secured to the module, at least two upper beams intended to be secured to the structure of the aircraft, for example to an upper and internal zone of the aircraft. the structure of the aircraft, levitation elements connecting the upper beams to the lower beams.
    The principle of such a tool is to suspend a functional module or not in the aircraft to higher beams, to move it along said upper beams and to route it to a specific area of the aircraft intended to receive said module. It is assumed that the module can constitute a functional block ready for use as is, and which has not undergone any structural change, such as total or partial disassembly, during its assembly phase in the aircraft. The module may alternatively constitute a non-functional block, in the sense that functional elements (for example cables, conduits, etc.) are missing from the module so that it is operational within the aircraft once it has been installed. These functional elements are for example added to the module once it has been implanted in the aircraft. The functional module or not can include, in general, a set of elements or equipment physically joined (mechanically) together by one or more common elements (eg a floor) and which forms a unitary unit or mechanical unit that can be transported in one piece.
    A module adapted to be implanted by a tool may for example comprise an aircraft floor which comprises for example a grid structure formed by a crossing of parallel rails between them and longitudinal elements (eg rails) parallel to each other and fixed to the sleepers. Such a floor forms a unitary module that is configured to be transported in one piece within the nose. The grid structure of the floor may or may not include cables and / or ducts (more generally system circuits) which are fixed to said structure and form part of the unitary module configured to be transported in one piece (pre-equipped floor that is to say functional, or non-pre-equipped floor, that is to say non-functional).
    A module capable of being implanted by a tool may for example comprise: only the pre-equipped or non-pre-equipped floor as defined above; or the pre-equipped or non-pre-equipped floor and additional equipment such as one or more avionics systems and / or one or more seats and / or one or more furniture and / or navigation instrument (s) and / or or a dashboard and / or one or more wall / partition elements or door ...; the pre-equipped or non-pre-equipped module comprising a floor and additional equipment can thus be a front module or a cockpit module and which comprises for example the constituent elements of a cockpit (seats, dashboard and navigation instruments, systems avionics and possibly furniture, benches and element (s) wall and / or door) and which are located above the cockpit floor. This module can also integrate equipment / electrical systems and / or fluidic connected to the cockpit floor and which are located below said floor.
    Alternatively, the module may not include a floor but only one or more equipment such as one or more additional equipment above and which form a unit or unit mechanical unit that can be transported in one piece.
    Due to the large dimensions of the module (generally large module), the lower beams serve as stiffeners for the module so that it does not deform during the various phases of handling and transport in the aircraft. They also serve as anchor points for said module to be hooked to the upper beams. The tooling is temporary the time to mount the module in the aircraft, and it is then completely removed once the module has been put in position, and all fixing operations of said module on the aircraft have been carried out in the aircraft. It should be noted that the tooling may comprise more than two upper beams and more than two lower beams. The levitation elements may for example be made of wires, cables, ropes, chains or cords.
    According to a possible characteristic, each element is movably connected to an upper beam so as to be able to move freely along said upper beam, and is fixedly connected to a lower beam.
    According to one possible characteristic, the tooling comprises a drive system capable of moving the lifting elements along the upper beams, and thus the module intended to be hooked to said lower beams.
    According to a possible characteristic, the two upper beams are parallel and extend along a longitudinal axis which is a longitudinal axis of the aircraft when the tool is attached to the structure of the aircraft.
    According to a possible characteristic, the two upper beams each have a profile which is intended to fit the profile of the upper and inner zone of the aircraft structure.
    According to one possible characteristic, the two upper beams each have a rectilinear shape on a first part and a curved shape on a second part. This form of tooling makes it possible, for example, to install a floor in the nose before an aircraft or at a rear tip. Such a floor comprises for example the structure described above and is pre-equipped or not pre-equipped.
    According to a possible characteristic, the two lower beams are parallel to each other and are parallel to the upper beams, each upper beam being placed in line with a lower beam.
    According to a possible characteristic, each lift element is vertical and connects an upper beam to the lower beam which is at the right of said upper beam.
    According to a possible characteristic, the two lower beams are intended to be fixed to the module, for example to rails of the module, with fastening means for example fast.
    According to a possible characteristic, each connection between a lower beam and the module, for example the rail of the module, allows a rotation of said beam about its longitudinal axis.
    According to one possible characteristic, the two upper beams are intended to be fixed to frames of the aircraft structure with fastening means for example fast.
    According to a possible characteristic, each connection between the upper beam and the frames allows a rotation of the beam around its longitudinal axis.
    According to one possible characteristic, each lift element is connected to at least one roller mounted on the upper beam and able to roll along said beam. A tooling drive system makes it possible to move the rollers along the upper beams in order to move a module such as a floor pre-equipped or not as described above. The tooling may include a control and control device to ensure optimized movement of the floor along the upper beams. The length of the levitation elements can in particular be readjusted at each moment during the movement of the floor along the upper beams.
    According to a possible characteristic, each lift element has a variable length and is provided with a device for adjusting its length.
    According to one possible characteristic, the tooling comprises a control and control device making it possible to control in real time and synchronously all said devices for adjusting the lengths of the lift elements.
    According to one possible characteristic, the device for adjusting the length of each wire is provided by a servo-controlled electric screw / nut system.
    According to a possible characteristic, the control and control device is able to subject the module to at least one movement to be selected from a rotation about a longitudinal axis of the aircraft, a rotation about a transverse axis of the aircraft and a translational movement along a vertical axis. The control and control device may also subject the module to a combination of at least two of said movements.
    According to a possible characteristic, two successive levitation elements along the same upper beam are separated by mechanical means ensuring between said two elements a constant distance at said upper beam.
    According to a possible characteristic, the drive system is formed by two traction cables driven by an electrical winding / unwinding device, said cables cooperating with an upper end of at least one lifting element. In this way, the drive device acts either directly on said upper end of at least one lifting element, or on a movable part to which said upper end is secured, said piece being able for example to be a roller or a carriage .
    According to one possible characteristic, the lower beams are able to stiffen the module.
    According to one possible characteristic, the tooling comprises an obstacle detection system, the information provided by this detection system dictating the spatial orientation of the module as well as the characteristics of its movement in the aircraft via the lift elements. .
    According to a possible characteristic, the tooling comprises thrust bearings secured to frames of the structure of the aircraft, said stopping abutments being intended to support the module at certain crosspieces of said module and thus to freeze its module altitude in the aircraft.
    According to one possible characteristic, each lift element is a wire. The invention also relates to an aircraft which comprises a tool for implanting a module as briefly described above. The term aircraft may comprise an aircraft portion such as a nose, a central portion or a rear tip. Another object of the invention is a method of integrating a module into an aircraft by means of a tool as briefly described above. According to the invention, the method comprises the following steps, a step of joining two beams greater than an upper and internal zone of the structure of the aircraft, a step of joining two beams below the module, for example on two rails of the module, a step of insertion of the module into the aircraft, a step of fixing the levitation elements to the lower beams and the upper beams, so that each levitation element connects a beam greater than one lower beam, - a step of moving the module along the upper beams to route it to a specific receiving area of the aircraft. The moving step may include a step of operating the drive system as briefly discussed above.
    Brief description of the drawings
    A detailed description of a possible variant of a tool according to the invention is given below, with reference to the following figures: FIG. 1A is a simplified side view of an aircraft showing a module in the assembly phase according to one embodiment of the invention, - Figure IB is a simplified side view of the aircraft of Figure IA showing the module mounted in its final position, - Figure 2A is a perspective view of the interior. of an aircraft showing a module in the mounting phase and an implementation tool according to one embodiment of the invention, - Figure 2B is a perspective view of the interior of the aircraft of Figure 2A showing the module mounted in its final position; FIG. 3 is a perspective view of the inside of the aircraft of FIGS. 2A and 2B, and for which the module has been artificially removed; FIG. 4 is a perspective view of main elements constituting tools according to one embodiment of the invention, as they appear when the tool is mounted in an aircraft, - Figure 5 is a side view of the tool of Figure 4, - Figure 6 is a view. in enlarged perspective of a portion of a tool according to an embodiment of the invention, mounted in an aircraft, - Figure 7 A is a simplified side view of an aircraft showing a first possible rotation of a module through a tool according to an embodiment of the invention, - Figure 7B is a simplified front view of an aircraft showing a second possible rotation of the module through a tool according to one embodiment of the invention FIG. 8 is a simplified perspective view of a front tip of an aircraft in which a tool is installed for the implantation of a module according to one embodiment of the invention; FIG. general schematic perspective view from above of a structure FIG. 10 is a partial diagrammatic perspective view from above of the floor structure of FIG. 9, FIG. 11 is a view of the invention. FIG. partial schematic in longitudinal section in the XZ plane of the floor structure of FIG. 10 equipped with sets of cables and / or different system circuits; FIG. 12 is a perspective view of the inside of the front tip since the rear end thereof with a tool installed, FIG 13 is a schematic perspective view of the front tip being integrated of the unit floor of Figure 9, Figure 14 is a perspective view from above from the inside of the front tip from the rear end thereof with the unit floor of Figure 9 implanted.
    detailed description
    The detailed description of the embodiment that follows is focused on an implementation tooling 10 developed for the integration of a module 1 in a front tip 2 of an aircraft 3 and an associated implantation method. It should be noted that the characteristics of this tooling 10, or some of them, could be taken over for the integration of any other module in the aircraft 3. Another module could thus be implanted in the same place (cockpit area) or elsewhere in the aircraft.
    Referring to FIGS. 1A, 1B, 2A and 2B, such a front module 1 schematically comprises for example three zones 4, 5, 6 decomposing into a floor zone 4, a lower zone 5 and an upper zone 6, said floor zone 4 separating said upper zone 6 from said lower zone 5. The lower zone 5 comprises, for example, electrical boxes, various wiring, gas cylinders, computers, etc. The upper zone 6 comprises, for example, seats 7, side benches, a rotating rear wall 8 (wall inclined and liftable in the vertical position once the module is implanted as shown in FIG. 1B), pedals, etc. The floor zone 4 is flat and thin and is formed for example by an aluminum structure. This floor zone 4 could also be formed by a composite material structure, such as for example carbon. This module 1 is elongated, and its longitudinal axis is parallel to the longitudinal axis of the aircraft 3 in which it will be mounted. Such a module 1 is bulky, bulky and has a certain fragility. It is also heavy, its weight typically being several hundred kilograms. The module described here is functional in the sense that it is ready for use as it is (by establishing a few electrical connections and possibly fluid (s) to the structure and / or equipment or systems existing in the aircraft before setting up the module) in the cockpit. According to a variant not shown, the module is non-functional, that is to say it is not ready for use as it is and it requires to be operational the addition of elements or equipment / functional systems (eg cables, fluid conduits, avionic systems such as computers, instruments, avionics furniture ...). These elements or equipment / systems are added after the installation of the bulky and heavy module. Even if all the elements or equipment / systems allowing the module to be functional are not present in the module at the time of its implementation, the construction of said module outside the aircraft and its implementation in a single operation in the aircraft in the final location (where it will ensure its functionality) are greatly facilitated through the above tooling and will be described in more detail below.
    At the time of integration of this module 1 in the front tip 2 of the aircraft 3, a specific tooling 10 according to an embodiment of the invention is implemented in the aircraft 3 to route the module. 1 to its final location in said aircraft 3. It should be noted that the module 1 is integrated as is in the aircraft 3, without having previously undergone any structural change, such as a complete or partial disassembly. In addition, this tooling 10 is temporary, the time to install the module 1 in the aircraft 3. It is removed immediately after the implementation of the module 1, once all the fixing operations of said module 1 have been performed.
    Referring to FIGS. 2A, 2B, 3, 4, 5 and 6, this tooling 10 mainly comprises two lower beams 11, two upper beams 12, levitating elements 13, such as wires, connecting the lower beams to the upper beams located vertically. The tooling 10 may also comprise, as described later, a drive system, a control and control system and, optionally, an obstacle detection system.
    The lower beams 11 are for example rectilinear and are fixed to longitudinal members 14 such as rails 14 of the floor zone 4 of the module 1, so as to emerge upwards from an upper surface of said floor zone 4 comprising said rails. 14. This floor zone 4 comprises at least two parallel and longitudinal rails 14, each lower beam 11 being fixed to one of said rails 14 for example by means of rapid fastening means, similar to those used for fixing seats in the cabin. The floor zone 4 of the module 1 also comprises a number of sleepers 34 extending perpendicularly to said rails 14. These lower beams 11 have a degree of freedom in rotation about a longitudinal axis of the rail 14, so as to be able to move and avoid placing too much stress rails 14 on the module 1 during the various manipulations. The lower beams 11 are for example flat and thin. They have for example a number of perforations 15 along their length, so as to limit their weight as well as to allow their connection with the rails 14. These beams 11 are fixed to the rails 14 so as to register in a vertical plane and of the module 1 and to emerge in the upper part of the floor zone 4.
    Referring to FIGS. 2A, 2B, 3, 4 and 5, the upper beams 12 each have a first rectilinear portion (not curved) extended by a second curved front portion 19, and are attached to a structure 21 of the aircraft 3. The structure 21 of the aircraft 3 conventionally comprises frames 35 in the form of rings, and a ceiling 16 extending longitudinally in the aircraft 3. The upper beams 12 are attached to these frames 35 at the ceiling 16 by means of fast fixing means 17, such as, for example, shackle-type fasteners. Removable flanges on the frames 35 may advantageously provide an articulated connection of the upper beams 12 on said frames 35. The two upper beams 12 are parallel and extend along a longitudinal axis of the aircraft 3. The upper beams 12 are for example flat and thin. They have for example a number of perforations 18 along their length, so as to limit their weight. They are fixed to the frames 35 so as to fit in a vertical and longitudinal plane of the module 1, and to emerge from said frames 35 downwards. In general, the profile of the upper beams 12 is dictated by the profile of the area of the structure 21 of the aircraft 3 to which they are attached. Thus, the front portion 19 of each upper beam 12 is curved downward, so as to respect the profile of the front tip 2 of the aircraft 3, so that the front end 20 of said front portion 19 is found at an altitude lower than that of the non-curved portion 30 of said upper beam 12. The spacing of the two upper beams 12 is identical to that of the two lower beams 11.
    An integration method according to an embodiment of the invention comprises a prior step of insertion of the module 1 in the structure 21 of the aircraft 3, so that the upper beams 12 are parallel to the lower beams 11 , each upper beam 12 being found at the right of a lower beam 11. In other words, each upper beam 12 fits with the lower beam 11 located at the right thereof, in a vertical and longitudinal plane of the aircraft 3 .
    Referring to FIGS. 4, 5 and 6, the levitation wires 13 each connect a lower beam 11 to the upper beam 12 situated in line with said lower beam 11. All the levitation wires 13 are parallel and therefore extend according to a substantially vertical direction. These son 13 are fixedly secured to the lower beam 11, so that they can not move along said lower beam 11. On the other hand, they are movably stowed to the upper beam 12, to enable them to move along said upper beam 12 (possible relative movement between each wire and the upper beam to which it is attached). To this end, each wire 13 is connected to the upper beam 12 for example by means of at least one roller 22 adapted to roll along the upper beam 12 on which it is placed. In this way, a displacement of these rollers 22 along the upper beams 12 via the aforementioned drive system (eg motorized system), will cause a displacement of the son 13, which will themselves cause the displacement of the module 1 to which they are fixedly connected via the lower beams 11. In fact, in order to compensate for the tensile forces exerted on the wires 13, the lower end of each wire 13 will move in the same direction as that of the ends. These rollers 22 will contribute to allow a displacement of the module 1 along the upper beams 12.
    Referring to Figures 4, 5, and 6 each lift wire 13 is of variable length and is for example provided with an adjustment device 24 of its length. All the adjustment devices 24 are controlled in real time and synchronously by the control and control system mentioned above, by means of a central computer, so as to ensure that the module 1 moves under the best conditions in the aircraft 3, in particular avoiding potential obstacles likely to block the passage of said module 1 (thanks to the optional obstacle detection system mentioned above). The length of each wire 13 is thus controlled, being controlled and corrected at each instant of the duration of the integration process of the module 1 in the aircraft 3. The control and control system will make it possible to adjust the altitude of the module 1 in the aircraft 3. A possible adjustment device 24 comprises for example a screw / nut electrical servo system.
    Referring to FIG. 7A, thanks to the modularity of the length of each wire 13, the control and control system also makes it possible for module 1 to undergo a first type of rotation about a transverse axis 31 of FIG. 'aircraft. In this way, the module 1 can switch, either by raising its front portion and lowering its rear portion, or by performing the opposite. By undergoing such a tilting, said module 1 performs a partial pitching movement.
    Referring to FIG. 7B, said control and control system makes it possible for module 1 to undergo a second type of rotation about a longitudinal axis 32 of aircraft 3. By performing such a rotation, said module 1 realizes a partial roll motion.
    It should be noted that the module 1 can be moved in the aircraft 3 by combining the two preceding rotational movements, namely one around a longitudinal axis 32 of the aircraft 3 and the other around a transverse axis 31 of said aircraft. It will be noted that one and / or the other of the aforementioned rotation movements can be envisaged during the advance or retreat of the module in the aircraft or when the module is at a standstill.
    The presence of son 13 of adjustable length makes it possible to subject the module 1 suspended in the aircraft 3, a multiplicity of movements so as to adjust its spatial orientation and to increase the quality of its displacement, for example by taking into account in particular the presence of some potential obstacles.
    Referring to Figure 5, a tool 10 according to an embodiment of the invention may also comprise mechanical separators 23 for maintaining a constant distance between two successive son 13, at their movable upper ends fixed to the rollers 22 In this way, the distance separating two successive wires 13 at an upper beam 12 is constant during the entire displacement phase of the module 1 along said upper beams 12 (forward or backward).
    The drive system is achieved by means of two traction cables not shown in the figures, and driven by an electrical device winding / unwinding. These traction cables are connected to at least one roller 22 so as to cause the displacement of said roller 22 along the upper beam 12 on which it is placed. The setting in motion of this roller 22 will cause the other rollers 22 and the wires 13 which are connected to said rollers 22 to move into motion. The displacement of these wires 13 will automatically induce the displacement of the module 1 which is connected to these wires. via the lower beams 11.
    The control and control system is provided by means of a central computer to ensure a length adjustment of all levitation son 13.
    The obstacle detection system, based on a recognition of the environment (existing internal structure of the aircraft and existing equipment before the implementation of the module) and on the real-time position of each element piloted with respect to this environment , is associated with said control and control system. Indeed, the length of each wire 13 is adjusted in real time according to the information from the obstacle detection system, so as to properly position the module 1 in space, so that it avoids potential obstacles standing on his way.
    Referring to FIG. 8, the tooling 10 may also comprise temporary stops 33 intended to support the module 1, once it has reached its functional location in the aircraft 3 (stopping abutments). Indeed, the sleepers 34 of the floor zone 4 of the module 1 are brought into contact with the frames 35 of the structure 21 of the aircraft 3. These stops 33 are thus secured to said frames 35 and the module 1 is deposited on these stops 33, which block said module 1 in a vertical direction. In Figure 8 only the floor zone 4 of the module 1 has been shown for the sake of simplification.
    An integration method according to one embodiment of the invention, and making it possible to implant the module 1 in the front nose 2 of the aircraft 3 with a tool 10 according to one embodiment of the invention, comprises the steps following, -a step of securing the two upper beams 12 to the frames 35 of the structure 21 of the aircraft 3, for example with means 17 for fast fixing, - a step of joining the two lower beams 11 on two rails 14 of the floor zone 4 of the module 1, a step of insertion of the module 1 in the aircraft 3, so that the lower beams 11 are found parallel to the upper beams 12, each upper beam 12 being found at the right of a beam lower 11 of the module 1, a step of fixing the levitation son 13 to the lower beams 11 and the upper beams 12 (the order of attachment can be reversed), each wire 13 connecting a top beam 12 to the lower beam 11 located at the right of said upper beam 12, the attachment of each wire 13 at the upper beam 12 is effected by means of at least one roller 22 and through the mechanical separators 23, the object of this fixing step is to suspend the module 1 to the two upper beams 12, since there is no support in the structure 21 of the aircraft 3 capable of carrying the said module 1; 13 is fixedly connected to a lower beam 11, a step of implantation of the stops 33 on the frames 35 of the structure 21 of the aircraft 3 (this step may be carried out before), a step of actuating the driving system for moving the rollers 22 along the upper beams 12 and move the module 1 along said upper beams 12 via levitation son 13 connected to the lower beams s 11 secured to said module 1, - a step of actuating the control and control system and for example the obstacle detection system, to ensure an optimized displacement of the module 1 along the upper beams 12, including a readjustment the length of each wire 13 at each instant of the displacement of the module 1 along the upper beams 12, - a step of moving the module 1 towards the front of the aircraft 3 (toward the front end of the aircraft), this displacement comprising a first horizontal component carried along the non-curved portions 30 of the upper beams 12 at a constant altitude, followed by an oblique component along the curved front portions 19 of said beams 12, making it possible to progressively lower the module 1 in order to place it as precisely as possible in the front tip 2 of the aircraft 3, in a final operational position. a deposition step of the module 1 on the stops 33, a step of completely fixing said module 1 in a functional position in the aircraft 3, a step of removing the tooling constituted by the upper beams 12, the lower beams 11, lift wires 13, stops 33, the actuating system, the control and control system and for example the obstacle detection system, once all the operations of fixing the module 1 in the aircraft 3 were made. It will be noted that the order of some of the above steps may be reversed and, for example, the lower beams may be attached to the module after insertion of the module into the aircraft.
    Implementing tooling 10 according to one embodiment of the invention has the following advantages in particular: it makes it possible to directly mount a functional or non-functional module 1 in the appropriate location of the aircraft 3, without having to proceed to any modification of said module 1. In other words, it is not necessary to dismantle completely or partially said module 1 or to condition it very specifically, to proceed with its installation in the aircraft 3. - It allows to put in implement a method of implementing the module that is easy and fast, avoiding said process to multiply tedious steps requiring precision and complicated manipulations. It avoids the operators present in the aircraft 3 for mounting the front module 1, to be positioned in confined and withdrawn places, which would force them to engage in difficult contortions and difficult manipulations. - It implements pieces of simple geometry, such as lower beams 11 and 12, which are easy to machine and whose constituent material is usual. - It mounts and dismounts easily and quickly, without having to change the structure 21 of the aircraft 3 or module 1, thus preserving the integrity of said structure 21 and said module 1. - It mobilizes a limited number of operators. - It saves a lot of time by allowing to install very quickly a large unit in one piece. This results in an increase in production rates of aircraft, thanks to the limited time per production phase, and without having to increase the number of assembly sites.
    It should be noted that at least some of the above-mentioned advantages can be obtained with tooling that does not necessarily include all the features described above in relation to FIGS. 1 to 8 but only some of them.
    The foregoing description has been made with the example of levitation elements 13 of levitation son. However, according to variants not shown, other levitation elements 13 such as cables, ropes, chains, cords .... can be used in place of son.
    According to a variant not shown, each lift element is movably connected to an upper beam via one or more other members providing the same function as a roller.
    It will be noted that the tooling intended to implant a module in an aircraft can be fixed to elements other than rails of the module, whether the module comprises rails or not.
    In general, a tooling comprising at least two upper beams, at least two lower beams and levitation elements connecting each lower beam to the upper beam located vertically can be used to implement a module at another location of the aircraft. The upper beams each have for example a profile which is intended to adapt to the local profile of the upper and inner zone of the aircraft structure where the beams are to be installed. Thus, for example, the upper beams (as well as the lower beams) are only rectilinear (that is to say they do not have a curved portion as in the figures described above) because they are implemented in an area of the aircraft whose geometry is constant section (non-evolutive area). The sets of lower and upper beams parallel to each other are for example used to implement all or part of a cabin floor of the aircraft. Such tooling may also include some of the features presented above in connection with FIGS. 1 to 8 (ex: lift element fixedly connected to a lower beam and movably to an upper beam, drive system and / or or control and control device and / or adjustment device and / or mechanical separation means ....) or all the features presented above in connection with FIGS. 1 to 8, with the exception, however, of the curved part of the upper beams.
    Tooling with upper beams of which one part is curved, the other being rectilinear, as for example that of Figures 1 to 8, can be used to implement a module in a rear tip of an aircraft which also has a similar evolutionary geometry to that of the front tip. Such tooling may also include some of the features presented above in connection with FIGS. 1 to 8 (ex: lift element fixedly connected to a lower beam and movably to an upper beam, drive system and / or or control and control device and / or adjustment device and / or mechanical separation means ....) or all the characteristics presented above in relation to FIGS. 1 to 8. Any of the tools exposed above, whether in its general form, with upper beams of which one part is curved, the other being rectilinear, as for example that of Figures 1 to 8, or with entirely straight upper beams, can be used to implement a module comprising an aircraft floor. The aircraft floor comprises for example a grid structure formed by a crossing of parallel sleepers between them and longitudinal elements (eg rails) parallel to each other and fixed to the sleepers. Such a floor forms a unitary module that is configured to be transported in one piece within the nose. The grid structure of the floor may or may not include cables and / or ducts or system circuits that are attached to said structure and form part of the unitary module configured to be transported in one piece (pre-equipped floor, it is ie functional, or floor not pre-equipped, that is to say non-functional).
    A module to be transported by such a tool may for example comprise: - only the pre-equipped or non-pre-equipped floor; or the pre-equipped or non-pre-equipped floor and additional equipment such as one or more avionics systems and / or one or more seats and / or one or more furniture and / or navigation instrument (s) and / or or a dashboard and / or one or more wall / partition elements or door ...; the additional elements may be located above and / or below the floor and connected thereto.
    Alternatively, the module may not include a floor but only one or more equipment such as one or more of the additional equipment mentioned above, or others.
    In general terms, a module that can be implanted by means of such tools may comprise a set of elements or equipment physically joined (mechanically) together by one or more common elements (eg a floor) and which forms a set or unitary mechanical module that can be transported in one piece. When the assembly is reduced to a floor, it is the floor itself that forms the mechanical module which is sufficiently mechanically or rigidly bound to be transported in one piece.
    The advantages described above in connection with the tooling described with reference to FIGS. 1 to 8 also apply to the other tool variants described above as well as to the tooling described with reference to FIGS. 12 to 14.
    FIGS. 9 to 14 will now be described in terms of an aircraft nose-up floor according to an embodiment of the invention and a tool for the implantation of the floor in an aircraft nose-tip and a method associated.
    As represented in FIG. 9 and designated by the general reference denoted 100, an aircraft nose-up floor according to one embodiment of the invention comprises: a plurality of crosspieces 112 parallel to each other, arranged in the same plane and a plurality of longitudinal elements 114 parallel to each other, arranged in the same plane and fixed to the crosspieces 112. The crosspieces 112 are interwoven with the longitudinal elements 114 so as to form a monoblock (module) or unitary grid structure which can be moved in one piece. In the embodiment shown in FIG. 9, the crosspieces 112 are, at least for most of them, regularly spaced apart from each other and the same is true for the longitudinal elements 114, for example.
    The longitudinal elements 114 are structural elements which are for example rails. In the remainder of the discussion, the longitudinal elements will be called rails, but the remainder of the description applies generally to any longitudinal element capable of forming, with the sleepers, a one-piece (unitary) or unitary interlocking structure.
    The rails 114 will be arranged in the direct extension of the rails of the aircraft cabin when the floor has been implanted in its final functional position.
    The rails 114 are for example arranged above the sleepers 112.
    The floor 100 of Figure 9 (crossed network of sleepers and rails) is thus permanently assembled outside the front tip of an aircraft. The floor acts as a module or unitary assembly that can be moved in one piece to be installed in an aircraft nose. The floor as just described can be implanted as is (non-pre-equipped floor) in the front tip of an aircraft with the tool that will be described later or with one of the tools described above. .
    In the exemplary embodiment, however, the floor behaves like a module base or unitary assembly in that its grid structure can accommodate in particular cable assemblies and / or other system circuits (such as ducts). oxygen) as we will see later. All that is described in the following for cables applies to any other type of system circuit (a system circuit is a link between systems internal to the aircraft and which carries electricity or a fluid through example to supply a system or carry data) such as a conduit carrying a fluid (eg oxygen).
    As shown in FIG. 9, the crossing 100 (floor) of sleepers 112 and of rails 114 has a generally elongated shape along a longitudinal axis X. This axis X will coincide with the longitudinal axis of the aircraft nose when the floor 100 will be installed in the front tip. The rails 114 are parallel to the longitudinal axis X. The floor 100 has a width which is dictated by the length of the cross-members 112 and a length dictated by the length of the rails 114. The width of the cross-members 112 is substantially constant over most of the length the longitudinal dimension of the floor (at least 2/3 of the longitudinal dimension) of the rear end 100a towards the front end 100b. The width of the cross-members 112 is reduced near the front end 100b (seen from above) in order to adapt to the reduction in cross-section of the aircraft at the front end of the nose (evolutionary geometry). In other words, the sleepers have an evolutionary length due to the evolutionary shape of at least a part of the front tip of the aircraft.
    The floor 100 also extends along another dimension or height taken along the vertical axis Z which is perpendicular to the extension direction X of the rails 114 and Y of the crosspieces 112. The height of the floor structure 100 is generally dictated. by the cumulative height of the sleepers 112 and rails 114.
    The grid-like floor structure 100 can incorporate in itself a plurality of cable assemblies and / or other system circuits (such as pipes or oxygen pipes, etc.) that are already attached to the structure. before the introduction of the latter in the forward tip of an aircraft.
    FIG. 10 is a partial schematic perspective view from above of the structure 100 of FIG. 9 incorporating several separate sets of electrical cables and / or other system circuits, of which for example only three, denoted 120, 122, 124, are represented by concern for clarity. The total number of separate sets of cables attached to the structure 100 may, however, be different and especially higher. In Figure 10 cable assemblies are shown (it could alternatively be conduits or cables and conduits). These separate cable assemblies are each located in a different geometric area relative to the structure. These assemblies or a part thereof may be located in an area of the structure and / or outside thereof (for example, above, below, on the side of the structure ...). The assemblies 120, 122 and 124 each comprise a plurality of strands each comprising a plurality of cables (for example several thousand cables are grouped together by strand). The cable strands or subsets of cables illustrated in FIG. 10 are referenced 120a-b for the cable assembly 120, 122a-c for the assembly 122 and 124a-b for the assembly 124. These assemblies can comprise more cable strands but only those were represented so as not to overload the figures.
    In each set of cables all the strands of cables are for example arranged parallel to each other and in the same plane.
    FIG. 11 illustrates in longitudinal section in the vertical plane XZ a part of the structure 100 of FIG. 10 equipped with the assemblies 120, 122 and 124.
    As shown in FIGS. 10 and 11, the separate assemblies 120, 122 and 124 respectively extend in extension planes which are distributed along the height of the structure (Z axis). These planes may, however, extend beyond the structure above, below and / or on the side of the structure.
    The respective extension planes PI, P2, P3 of the different sets 120, 122 and 124 are parallel to each other (these planes are parallel to the XY plane) and are located at altitudes different from each other as shown in FIG. 11. the cable assembly 120 is located at an altitude (along the Z axis) greater than that of the cable assembly 122 which itself is located at an altitude greater than that of the cable assembly 124 The planes are generally arranged in the median plane of the cable strands.
    As shown in FIGS. 10 and 11, the separate assemblies 120, 122, 124 are arranged in a crisscross manner with respect to one another, alternately from one set to the immediately adjacent set.
    Thus, for example, the cables of the assembly 120 extend along the axis X, while the cables of the assembly 122 located immediately below extend along the axis Y and the cables of the assembly 124 located immediately below the assembly 122 extend along the axis X.
    Generally, in a configuration that comprises at least two sets of cables, at least one set of cables is arranged parallel to the cross members and at least one set of cables is arranged parallel to the rails.
    In the present case, two sets of cables, namely 120 and 124, are arranged parallel to the rails 114 and a third set of cables, namely 122, is arranged parallel to the crosspieces 112.
    Generally, in a configuration that includes at least two sets of cables, at least one set of cables is attached to the cross members and at least one set of cables is attached to the rails. Said at least one set of cables which is arranged parallel to the rails is fixed to the crosspieces, while said at least one set of cables which is arranged parallel to the crosspieces is fixed to the longitudinal elements.
    In this case, two sets of cables, namely 120 and 124, are attached to the cross members 112 and a third set of cables, namely 122, is attached to the rails 114.
    In the present embodiment, each cross member 112 (Fig. 10) includes a bottom flange 112a and an upper flange 112b. Each crosspiece 112 is further provided at each of these flanges with at least one attachment support 126a for the bottom flange 112a, and at least one attachment support 126b for the upper flange 112b. The fixing support 126a, 126b is for example removable and attaches directly to the corresponding sole of the crossbar (the support thus forms a vertical extra thickness with respect to the cross member at the bottom and top in FIG. 10) without the need for drilling. and therefore without damaging the cross. The mounting bracket 126a, 126b is used for attaching one or more cable strands of a cable assembly which extends parallel to the rails 114. The known carrier has an open housing portion in which a strand can be inserted forcefully (quickly and securely) to be securely held at the bottom of the housing and not to move relative to the latter.
    Each low support (126a) and high (126b) can thus accommodate one or more cable strands of the set of cables considered according to the configuration of the support. The support can indeed be elongated along the axis Y along the crosspiece 112 and have several parts spaced apart from each other along the Y axis and each forming a housing open to receive a strand. Alternatively, several low supports are arranged next to each other along the bottom sole (same for the upper sole) to accommodate each a single cable.
    As shown in FIG. 11, the low support 126a receives a cable strand 124a of the assembly 124 and the top support 126b a cable strand 120b of the assembly 120.
    Each rail 114 is, in turn, provided in the lower part of at least one support 128 known per se for fixing a set of cables that extends parallel to the crosspieces. Here, it is the set of cables 122 which is fixed to the rail 114 of FIG. 11. In the example shown, there is a cable support per strand. The supports 128 are spaced from each other along the X axis and each fixed under a rail 114. The supports 128 are arranged on either side of the cross members which are also fixed to the rails 114 from below.
    Thus, each strand of each of the cable assemblies is fixed either to several crosspieces 112 or to several rails 114. The crosspieces or rails to which a single strand is attached are not necessarily all the crosspieces or rails of the structure 100. For example, a strand that extends along the longitudinal axis X of the structure 100 can be fixed only to some of the cross members 112. It is the same with the rails 114 for a strand that extends along the longitudinal axis Y of the structure 100.
    It should be noted that certain strands of the cable assemblies do not necessarily extend over the entire length (X) or width (Y) of the floor structure according to the equipment of the aircraft for which they are intended.
    Such a floor structure 100 is thus pre-equipped with cables (pre-equipped floor) before its introduction into the front tip of an aircraft.
    Moreover, as represented in FIGS. 9 and 10, the floor structure 100 may comprise, in a general manner, one or more intermediate supports 118 of at least some of the crosspieces 112. The intermediate support (s) 118 are disposed below the 112. In the illustrated embodiment, the cross members 112 of the floor are supported by several intermediate supports 118 (with the exception, however, of the first at the front end 100b of the floor and which is much shorter than the others), and for example by two supports 118. Each intermediate support 118 is for example a support rod which, itself, will be supported on the landing gear box of the nose.
    Note that the intermediate supports can be omitted from the floor of Figure 9.
    We will now describe a method of integrating a floor as described above (pre-equipped or non-pre-equipped floor) in the front tip of an aircraft according to one embodiment of the invention. The method makes use, for example, of an implantation tooling 140. The tooling 140 is installed in the front tip 30 of the aircraft for conveying or transporting the floor 100 to its final location (operational position in which the floor performs its function or functions and which is illustrated in Figures 12 to 14 by the reference E). This tool is temporary, the time to install the floor 100 already made of sleepers and cross rails and equipped or not with several separate sets of cables and / or other system circuits (eg oxygen ducts ...), by example as described previously.
    As illustrated in Figure 12, the tool 140 is shown placed inside the front tip 130 without the floor 100, for the sake of clarity. The floor is, however, shown in FIG. 13, attached to the tooling 140 and being installed in the front end 130. The tooling 140 generally comprises a set of upper beams 142 (for example two) and a set of lower beams 146 (for example two) connected to the upper beams by levitating elements 148 such as wires (in the following the elements will be considered as son but the description applies to any element playing the same role) . The upper beams have, for example, on the one hand, a rectilinear shape on a first non-curved portion 142a of their length and, on the other hand, a shape curved downwards on a second portion 142b of their length. These shapes allow the beams to fit the inner profile of the nose when moving from the back to the front of said nose and when the cross section is reduced. The levitation elements 148 are for example each fixedly connected to a lower beam 146, by a first of their two opposite ends, and movably to an upper beam 142 located vertically, by the second end of the element (for example by means of a roller).
    The flooring implantation method according to one embodiment of the invention may thus comprise the following steps for the preliminary installation of the tooling 140: a step of joining the two upper beams 142 to the frames 135 of the structure 133 of the front tip 130, at the ceiling 134 with quick fixing means 144 (Fig. 12); a step of securing the two lower beams 146 on two rails 114 of the floor 100 (FIG 13) in known manner, the two lower beams 146 being fixed to the rails 114 when the floor 100 (unitary module) is outside the the aircraft (Figs 9 to 11); - An insertion step along the longitudinal axis X of the floor 100 fixed to the lower beams 146 in the front tip, by the open rear end 130b of the front tip, so that the lower beams 146 are found parallel to the upper beams 142, each upper beam 142 being at the right of a lower beam 146; a step of fixing the levitation wires 148 to the lower beams 146 and to the upper beams 142, each wire 148 connecting an upper beam 142 to the lower beam 146 situated in line with said upper beam; the fastening of each wire 148 at the level of the upper beam 142 takes place via at least one roller 150 (FIG 12); this fixing step is intended to suspend the floor 100 to the two upper beams 142, since there is no support in the structure 133 of the aircraft likely to carry the floor; for example, mechanical separators (not shown) are arranged between the wires, in particular between the successive rollers, in order to maintain a controlled separation between the wires at the level of the upper beam; a driving step, in particular by actuating a drive system (not shown), for moving the rollers 150 along the upper beams 142 and moving the floor 100 along said upper beams 142 via lift wires 148 connected to the lower beams 146 secured to said floor; a step of actuating a control and control system (not shown) to ensure an optimized displacement of the floor 100 along the upper beams 142, in particular with a readjustment of the length of each wire 148 at each instant of the displacement of the floor 100 along the upper beams 142; a step of moving the floor 100 towards the front end of the front tip 130, this displacement comprising a first horizontal component made along the non-curved portions 142a of the upper beams 142 at a constant altitude, followed by an oblique component on along the curved front portions 142b of said beams 142, allowing the floor 100 to be progressively lowered so as to place it as precisely as possible in the front tip 130, at the altitude of the ears 135a of the frames 135 and in front of them (on the Figures 13 and 14 the two ears 135a of a frame are shown in the form of radial excrescences internal to the frame and vis-à-vis) during this movement the floor made the combined movements Ml (longitudinal displacement) and M2 (descent) of Figure 14; a stage of horizontal displacement of the floor 100 towards the rear (movement M3 of the trajectory of FIG. 14) at the altitude of the ears 135a of the frames, this movement being obtained by controlling the displacement of the rollers 150 towards the rear, while lengthening the length of the lift wires 148 (by means of a length adjustment device 151 controlled on each wire shown in FIGS. 12 and 13) and this, over a short distance to allow the ends of the crosspieces to the ears 135a frames (the floor is thus brought into its final operational position E in Figure 14); a step of completely fixing the floor in this functional position in the front tip 130 of the aircraft, the fixing of the floor being carried out by fixing the sleepers to the frames as already explained; a step of removing the tool 140 constituted by the upper beams 142, the lower beams 146, the lift wires 148, the drive system, the control and control system, once all the fixing operations have been completed floor 100 in the front tip were made.
    After fixing the sleepers of the floor frames the process may optionally include a step of placing diagonal elements such as anti-crash rods (anti-accident). These diagonal elements are placed between two consecutive frames at the edge of the floor. Their function is to take the following efforts the longitudinal axis X in case of crash or accident. The tool 140 which has just been described with reference to FIGS. 12 to 14 for the implantation of a pre-equipped or non-pre-equipped floor may include other features than those described with reference to these figures. The tooling 140 may include in particular some of the other features of the tool described with reference to Figures 1 to 8, or all the features of the latter. Tooling 140 can also be used to implant a different module in the same area of the aircraft, or even in a different area.
    The advantages and variants presented in connection with the tooling of FIGS. 1 to 8 also apply to the tooling 140. The tooling 140 which comprises upper beams each having a curved or curved portion may also be used to implement a module in the rear tip of an aircraft.
    权利要求:
    Claims (25)
    [1" id="c-fr-0001]
    1. Tooling (10) for installing a module (1) in a structure (21) of an aircraft (3), characterized in that it comprises: - at least two lower beams (11) intended to be secured to the module (1), - at least two upper beams (12) intended to be secured to the structure (21) of the aircraft (3), - levitation elements (13) connecting the upper beams (12) to lower beams (11).
    [2" id="c-fr-0002]
    Tooling according to claim 1, characterized in that each lifting element (13) is movably connected to an upper beam (12) so as to move freely along said upper beam (12) and is connected to fixedly to a lower beam (11).
    [3" id="c-fr-0003]
    3. Tooling according to claim 1 or 2, characterized in that it comprises a drive system adapted to move the levitation elements (13) along the upper beams (12).
    [4" id="c-fr-0004]
    4. Tooling according to one of claims 1 to 3, characterized in that the two upper beams (12) are parallel and extend along a longitudinal axis which is a longitudinal axis of the aircraft (3) when the tooling is attached to the structure of the aircraft.
    [5" id="c-fr-0005]
    5. Tooling according to one of claims 1 to 4, characterized in that the two upper beams (12) each have a profile which is adapted to fit the profile of the upper zone (16) and internal of the structure ( 21) of the aircraft (3).
    [6" id="c-fr-0006]
    6. Tooling according to one of claims 1 to 5, characterized in that the two upper beams (12) each have a rectilinear shape on a first portion and a curved shape on a second portion.
    [7" id="c-fr-0007]
    7. Tooling according to any one of claims 1 to 6, characterized in that the two lower beams (11) are parallel to each other and are parallel to the upper beams (12), and in that each upper beam (12) is placed at the right of a lower beam (11).
    [8" id="c-fr-0008]
    8. Tooling according to claim 7, characterized in that each lift element (13) is vertical and connects an upper beam (12) to the lower beam (11) which is at the right of said upper beam (12).
    [9" id="c-fr-0009]
    9. Tooling according to any one of claims 1 to 8, characterized in that the two lower beams (11) are intended to be fixed to the module (1) with fastening means.
    [10" id="c-fr-0010]
    10. Tooling according to claim 9, characterized in that each connection between a lower beam (11) and the module (1), allows a rotation of said beam (11) about its longitudinal axis.
    [11" id="c-fr-0011]
    11. Tooling according to any one of claims 1 to 10, characterized in that the two upper beams (12) are intended to be fixed to frames (35) of the structure (21) of the aircraft (3) with fastening means (17).
    [12" id="c-fr-0012]
    12. Tooling according to claim 11, characterized in that each connection between the upper beam (12) and the frames (35) allows a rotation of the beam (12) around its longitudinal axis.
    [13" id="c-fr-0013]
    Tool according to any one of claims 1 to 12, characterized in that each lift element (13) is connected to at least one roller (22) mounted on the upper beam (12) and able to roll along the said beam (12).
    [14" id="c-fr-0014]
    14. Tooling according to any one of claims 1 to 13, characterized in that each element (13) levitation has a variable length and is provided with an adjustment device (24) of its length.
    [15" id="c-fr-0015]
    15. Tooling according to claim 14, characterized in that the adjustment device (24) for the length of each lift element (13) is provided by a servo screw / nut system.
    [16" id="c-fr-0016]
    16. Tooling according to any one of claims 14 or 15, characterized in that it comprises a control and control device for controlling in real time and in a synchronized manner all said devices (24) for adjusting the lengths of the elements. of levitation (13).
    [17" id="c-fr-0017]
    17. Tooling according to claim 16, characterized in that the control and control device is adapted to subject the module (1) at least one movement to choose from a rotation about a longitudinal axis of the aircraft (3). ), a rotation about a transverse axis of the aircraft (3) and a translational movement along a vertical axis.
    [18" id="c-fr-0018]
    18. Tooling according to any one of claims 1 to 17, characterized in that two successive levitation elements (13) along the same upper beam (12) are separated by mechanical means (23) ensuring between said two elements (13) a constant distance at said upper beam (12).
    [19" id="c-fr-0019]
    Tool according to Claim 3 and any one of Claims 4 to 18, characterized in that the drive system is formed by two traction cables driven by an electric winding / unwinding device, and in that said cables cooperate with an upper end of at least one lift element (13).
    [20" id="c-fr-0020]
    20. Tooling according to any one of claims 1 to 19, characterized in that the lower beams (11) are able to stiffen the module (1).
    [21" id="c-fr-0021]
    Tool according to any one of claims 1 to 20, characterized in that it comprises an obstacle detection system, and in that the information provided by this detection system will dictate the spatial orientation of the module (1 ) as well as the characteristics of its movement in the aircraft (3) via the levitation elements (13).
    [22" id="c-fr-0022]
    22. Tooling according to any one of claims 1 to 21, characterized in that it comprises abutments (33) wedging secured to frames (35) of the structure (21) of the aircraft (3), and in that said abutment stops (33) are designed to support the module (1) at certain cross members (34) of said module (1) and thus to freeze its altitude in the aircraft (3).
    [23" id="c-fr-0023]
    Tooling according to any one of claims 1 to 22, characterized in that each lifting element (13) is a wire.
    [24" id="c-fr-0024]
    24. Aircraft, characterized in that it comprises a tool for implantation of a module (1) according to any one of claims 1 to 23.
    [25" id="c-fr-0025]
    25. A method of integrating a module (1) in an aircraft (3) by means of a tool (10) according to any one of claims 1 to 23, characterized in that it comprises the following steps , a step of joining two upper beams (12) to an upper zone (16) and an inner one of the structure (21) of the aircraft (3), - a step of joining two lower beams (11) to the module ( 1), - a step of insertion of the module (1) in the aircraft (3), - a step of fixing the levitation elements (13) to the lower beams (11) and to the upper beams (12) so as to each lifting element (13) connects an upper beam (12) to a lower beam (11); - a step of moving the module (1) along the upper beams (12) to convey it to a precise reception area (2) of the aircraft (3).
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    同族专利:
    公开号 | 公开日
    CN107117284A|2017-09-01|
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    CN107117328A|2017-09-01|
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    CN108817643B|2018-06-27|2020-06-30|西安飞机工业（集团）有限责任公司|Device and method for controlling course position of large airplane floor before welding|
    FR3085940A1|2018-09-13|2020-03-20|Airbus Operations|FLOOR OF AN ANTERIOR AREA OF AN AIRCRAFT HAVING A SIMPLIFIED STRUCTURE|
    DE102019113437A1|2019-05-21|2020-11-26|Airbus Operations Gmbh|Method and system for installing a component in an interior of a hull of a means of transport|
    US20210086887A1|2019-09-19|2021-03-25|Spirit Aerosystems, Inc.|Modular floor system for large vehicle construction|
    CN111232181B|2020-03-09|2021-09-28|中国商用飞机有限责任公司|Load transfer mechanism for cargo hold of civil passenger plane|
    法律状态:
    2017-04-19| PLFP| Fee payment|Year of fee payment: 2 |
    2017-09-01| PLSC| Search report ready|Effective date: 20170901 |
    2018-04-20| PLFP| Fee payment|Year of fee payment: 3 |
    2019-04-18| PLFP| Fee payment|Year of fee payment: 4 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 5 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1651562A|FR3048227B1|2016-02-25|2016-02-25|UNIT FLOOR AND FRONT AIRCRAFT TIP COMPRISING SUCH A FLOOR AND METHOD FOR INTEGRATING SUCH FRONT POINT|US15/442,129| US20170247121A1|2016-02-25|2017-02-24|Unknown|
    CN201710223194.5A| CN107117328A|2016-02-25|2017-02-27|For the instrument that module collection is mounted in aircraft and related packaging method|
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