Reinforcement assembly for an opening in an aircraft structure

Abstract

A reinforcement component for an opening in an aircraft fuselage structure, comprising: a fuselage skin with an inner side, an outer side and a first opening with a first opening contour; and a reinforcement structure with a thickened section and at least one cantilever profile. The first opening contour is surrounded by an opening edge surface at the inner side of the fuselage skin, and the opening edge surface has a thickness corresponding to the thickness of the fuselage skin surrounding the edge surface. The thickened section has a resting surface matching the opening edge surface and a receiving section facing away from the resting surface, which surround a second opening. At least one cantilever profile is arranged at the receiving section and extends in a direction away from the resting surface. The reinforcement structure is a single piece. The fuselage skin and the reinforcement structure are made of fiber-reinforced plastic with reinforcing fibers embedded in a plastic matrix. The resting surface is in surface contact with the opening edge surface and the reinforcement structure is connected to the fuselage skin, so that the first opening and the second opening overlap each other.

Description

Technical Field

[0001] The invention relates to a reinforcement component for an opening in an aircraft structure, an aircraft with an aircraft fuselage structure and at least one opening therein, and a method for producing a reinforcement component for an opening in an aircraft fuselage structure. Background Art

[0002] Vehicles are often equipped with one or more closable passages to the interior. For this purpose, one or more openings are provided in the outer skin, which are equipped with movable doors or covers. When producing passage openings in the outer skin of the vehicle, it is useful to ensure sufficient stability of the vehicle by reinforcing the opening edges. In motor vehicles, the door openings are surrounded by complex load-bearing structures, while, for example, spacecraft and, in particular, passenger aircraft have reinforced edge structures at the door openings.

[0003] It is known to reinforce the outer skin of an aircraft in the region of the door opening. This can be done, for example, by means of a reinforcement structure which partially or completely surrounds the contour of the door opening. For aircraft fuselages made of metal or fiber-reinforced material, it is known to separately produce an additional reinforcement structure from the same material as the aircraft fuselage and then connect the reinforcement structure to the edge region of the opening via connecting elements. In addition to riveted connections, adhesive connections are also conceivable.

[0004] Document DE 10 2009 057 012 A1 discloses a door surround assembly for an aircraft fuselage structure having a fuselage skin, the fuselage skin being provided with reinforcement elements. A door surround structure delimiting a door opening is proposed. Summary of the invention

[0005] Depending on the connection principle, it can be very complex to manufacture the reinforcement structure separately and to establish its connection to the door surround. When using a riveted connection, a sufficiently dimensioned load introduction area is also required, which results in a consistent design of the opening edge area and sufficient shear strength.

[0006] The object of the present invention is therefore to propose a structural reinforcement component having small dimensions for an opening region in an aircraft fuselage structure, with which a design that satisfies force flow or fiber composite requirements and a simple production can be achieved.

[0007] This object is achieved by the assembly according to the invention. Advantageous developments and embodiments can be gathered from the following description.

[0008] A reinforcement component for an opening in an aircraft fuselage structure is proposed. The reinforcement component comprises: a fuselage skin with an inner side, an outer side and a first opening with a first opening contour; and a reinforcement structure with a thickened section and at least one cantilever profile. The first opening contour is surrounded by an opening edge area at the inner side of the fuselage skin, and the opening edge area has a thickness corresponding to the thickness of the fuselage skin surrounding the edge surface. The thickened section has a support surface matching the opening edge area and a receiving section facing away from the support surface, which surround a second opening. The at least one cantilever profile is arranged at the receiving section and extends in a direction facing away from the support surface. The reinforcement structure is a single piece. The fuselage skin and the reinforcement structure are made of fiber-reinforced plastic with reinforcing fibers embedded in a plastic matrix, wherein the support surface is in surface contact with the opening edge surface and the reinforcement structure is connected to the fuselage skin, so that the first opening and the second opening overlap each other.

[0009] A fuselage skin is to be understood as a component of the aircraft fuselage structure and can therefore be part of an elongated, cylindrical fuselage. The fuselage skin has reinforcing fibers which are embedded in a matrix material and extend, in particular, in multiple layers and in different directions in the plane of the fuselage skin. The reinforcing fibers can end at the first opening contour or bypass the first opening contour. The fuselage skin can be produced by a variety of processes, for example by placing pre-impregnated fiber semi-finished products, so-called "prepregs" or other processes.

[0010] The first opening can be, for example, a door opening or a section of a door opening. The first opening can have a sufficiently strong structure by means of the reinforcement structure, which, for example, allows the support of a movable door. Suitable reinforcement structures can also be provided for other types of openings, such as window openings. The reinforcement structure can thus be adapted to the specific application of the opening and designed symmetrically or asymmetrically, depending on the loads occurring and the required fatigue strength.

[0011] The opening edge region surrounding the opening does not necessarily have to be a geometrically closed surface, but within the scope of the invention is a section on the inner side of the fuselage skin that is provided for accommodating the support area. The opening edge region can have different designs depending on the size and shape of the opening. For example, a strip-shaped opening edge region is conceivable, which surrounds the opening as a strip with a constant width. However, the opening edge region can also have a narrowing or widening that allows the integration of a central rib or the like.

[0012] The thickened section of the reinforcement structure is a structure that is basically flat and directly in surface contact with the edge area of ​​the opening. Its main purpose is to locally increase the thickness of the fuselage skin in the edge area of ​​the opening. This increases strength and damage tolerance. This can be particularly meaningful for such door openings, that is, for which collisions can occur through facilities provided from the outside to the door opening, such as stairs or aircraft passenger corridors in passenger aircraft. The thickened section can have a thickness that increases radially inwards, which can be in the same order of magnitude as the thickness of the fuselage skin. Usually, the basic skin of the aircraft has a thickness of about 1.2-2.5 mm. The additionally installed door corner reinforcement can have an additional thickness of more than 15 mm.

[0013] The reinforcement structure can have a plurality of further structural elements which lead to a suitable reinforcement of the edge region of the opening. In particular, the reinforcement structure can be implemented as a rib which at least partially surrounds the second opening. The rib can be implemented in the form of a strip which surrounds the second opening at a constant or variable spacing from the support area and is connected to the fuselage skin via one or more structural elements arranged perpendicularly to the support area.

[0014] The reinforcement structure has a resting surface at the thickened section, which is connected to the opening edge area. It is understandable that the opening edge area and the resting surface correspond to each other in terms of their extension and shape. The special advantage of the single-piece reinforcement structure (the thickened section is already integrated at the reinforcement structure) is the high flexibility in equipping the fuselage skin with different reinforcement structures. As mentioned above, the fuselage skin can be equipped with the same thickness in the area of ​​the first opening as in other areas separated from the opening. Therefore, the integration of the thickening part at the opening edge area no longer needs to be realized at the fuselage skin itself, but is realized by connecting with the reinforcement structure. The possible position of the thickening part is therefore not dependent on the preset position of the device for manufacturing the fuselage skin. On the contrary, a first opening with an arbitrary size can be set at any position in the fuselage skin, and the reinforcement structure can then be placed separately at the first opening. The design of the fuselage skin can thus be matched with the specific expectations of the customer without great expenditure.

[0015] The connection of the reinforcement structure to the fuselage skin can be achieved by any desired methods and connection measures, which can also depend at least in part on the materials used for the reinforcement structure and the fuselage skin. Examples include adhesive bonding, riveting and welding connections as well as other material bonding methods, such as contacting unhardened or prehardened layers of the fuselage skin and the reinforcement structure and jointly hardening the reinforcement structure and the fuselage skin.

[0016] In an advantageous embodiment, the reinforcement structure and the fuselage skin are connected to each other without transition and material matching at the opening edge surface. The connection with material matching without transition should not be understood as bonding achieved by means of a separate adhesive material, which has mechanical properties different from not only the fuselage skin but also the matrix material of the reinforcement structure. On the contrary, "without transition" should be understood as the combination formed by the reinforcement structure and the fuselage skin should be interpreted as a single piece at least in the opening edge area and the resting surface. This can also be achieved by local welding or jointly merging thermoplastic materials or materials made of thermoplastic matrices and reinforcing fibers embedded therein. In other words, the structure of the fuselage skin and the reinforcement structure cannot be distinguished from the components manufactured in a single piece in this case. The reinforcement structure and the thickened section are actually implemented as a whole piece in the variant. The reinforcement structure and the fuselage skin therefore have excellent strength, stability and the ability to introduce consistent forces at least in the area surrounding the first opening contour. This is particularly advantageous in such a door area, that is, in this door area, the collision on the opening edge area can be predicted.

[0017] In an advantageous embodiment, the fuselage skin and the reinforcement structure are made of a fiber-reinforced thermoplastic material. The separate production of the fuselage skin and the reinforcement structure and the establishment of their mechanical connection can therefore be easily achieved. The two components can be connected to each other in a materially compatible manner by pressing against each other and only locally heating the joining area. Tools can be used here that enable clamping or pushing the joining area and heating the joining area to a welding temperature suitable for thermoplastic materials. These tools should be constructed in such a way that the desired shape of the joining partner is maintained under the influence of heating. Alternatively, a joining method is also feasible in which the fuselage skin and the reinforcement structure are completely heated and welded to each other.

[0018] Suitable thermoplastic materials can include PPS (polyphenylene sulfide), PEEK (polyetheretherketone), PEKK (polyetherketoneketone) or others. The reinforcing fibers can especially include carbon fibers.

[0019] In another advantageous embodiment, a plurality of first reinforcing fibers extend not only within the support surface but also within the cantilever profile, wherein a plurality of second reinforcing fibers extend only within the support surface and overlap or interlace with the first reinforcing fibers. This provides an improved tolerance for crash loads and further improves the strength of the entire reinforced structure. This allows weight and cost advantages to be achieved.

[0020] In an advantageous embodiment, the first opening is larger than the second opening, wherein the thickened section supplements the fuselage skin at the outer side of the fuselage skin in the region between the first opening and the second opening. Therefore, the reinforcement structure forms a part of the fuselage skin. The region between the first opening and the second opening can be formed, for example, by a surrounding strip having a substantially constant width. The connection of the thickened section to the edge surface of the opening is therefore relatively clearly separated from the second opening. When the aircraft is in operation, as already mentioned above, when an automatic ladder or the like approaches the aircraft, a collision at the actual passage opening should be expected. Therefore, when the connection is moved in the case of separation from the second opening, only such a region of the reinforcement structure of the whole piece is subjected to a collision, that is, the region is not joined to the fuselage skin in a separate working step. Thus, in general, the damage tolerance of the reinforcement assembly is significantly improved in this variant. Another advantage is that the joining of the two structures is simplified by better accessibility in the edge region and thus positively affects possible tolerance problems and manufacturing costs.

[0021] An equally advantageous embodiment has a plurality of mutually spaced central ribs which extend radially outwards from the cantilever profile in a direction facing away from the opening contour and are connected in one piece to the support area. The central ribs, also known as "inter-ribs", can significantly reinforce the opening edge area. In addition, the central ribs serve as supports, so-called "door stops", which are necessary for accommodating the aircraft door. The central ribs can each have a strip arranged spaced apart from the fuselage skin and extending parallel to the fuselage skin, which strips respectively enclose one or more bridges or intermediate walls with the fuselage skin.

[0022] Instead of such ribs, however, reinforcing elements having box profiles are also conceivable, at least in places.

[0023] The fuselage skin can also be manufactured from at least two shells. The opening edge surface is formed by more than one shell. The support surface of the reinforcement structure can be connected to the opening edge surface thus constructed. It is conceivable to abandon possible tolerance compensation elements, which are often used when connecting larger components made of fiber-reinforced plastic, at least in a partial area of ​​the reinforcement component. This purpose can be achieved by the support surface in the area of ​​the opening edge surface. The support surface of the reinforcement structure can act as a so-called "joint lining" in this case and make it possible to join two such shells separated in the door area with minimal effort. This also results in cost and weight advantages.

[0024] The invention further relates to a method for producing the reinforcement component shown above. The method preferably comprises the following steps:

[0025] - providing a fuselage skin made of fiber-reinforced plastic, said fuselage skin having an inner side, an outer side and a first opening with a first opening contour, wherein said first opening contour is surrounded at said inner side of said fuselage skin by an opening edge face, said opening edge face having a thickness corresponding to the thickness of said fuselage skin surrounding said opening edge face,

[0026] - providing a reinforcement structure made of fiber-reinforced plastic, the reinforcement structure having a thickened section and at least one cantilever profile, wherein the thickened section has a contact surface matching the edge surface of the opening and a receiving section facing away from the contact surface, which surround the second opening, wherein the at least one cantilever profile is arranged at the receiving section and extends in a direction facing away from the contact surface, wherein the reinforcement structure is a single piece, and

[0027] The reinforcement structure is connected to the fuselage skin in such a way that the support surface is in surface contact with the opening edge surface and the reinforcement structure is connected to the fuselage skin so that the first opening and the second opening are arranged one above the other.

[0028] Preferably, the provision of the fuselage skin and / or the reinforcement structure is carried out by manufacturing a semi-finished product in an automated fiber laying process and then merging. Such a process can be carried out partially or fully automatically by a device in which the continuous fibers are placed in the desired manner as prepregs. This can include cutting, deforming or folding, stacking and connecting in layers in order to obtain a preform with a defined geometry. The preform can then be hardened in an autoclave, a press or a similar hardening tool if possible after resin pouring (if it is possible not only to use prepregs). In addition to being placed on a pure laying tool, direct laying on the hardening tool can also be carried out. The automatic fiber laying process is known as "AFP" (automated fiber positioning).

[0029] The automated fiber laying process can include laying directly on the hardening tool. This is called "direct tool placement". The hardened component, for example a reinforcement structure, can then be hardened without complex measures.

[0030] The reinforcement structure can be connected to the fuselage skin by various methods. These methods include, in particular, material-fitting and form-fitting methods. When the plastics used for the fuselage skin and the reinforcement structure are thermoplastics, the material-fitting method can include, in particular, welding. The joining area of ​​the fuselage skin and the reinforcement structure can be heated by induction methods, using heating resistors, by transmission or other methods.

[0031] Another conceivable alternative is to realize an adhesive or transition-free material connection by joining the reinforcement structure and the fuselage skin together. The joining together can take place in particular in a closed tool when using thermoplastics in order to ensure the shape of the joining partners.

[0032] The method can furthermore comprise a step of producing a first opening at a predetermined position in the fuselage skin during the provision of the fuselage skin, and a step of positioning the reinforcement structure so as to orient the second opening concentrically with the first opening before the step of connecting the fuselage component and the reinforcement structure. The production of the first opening can be achieved, for example, by targeted placement of a fiber semi-finished product before hardening. Alternatively, it is also possible to produce the first opening by removing material from the fuselage component. However, this is not preferred. Positioning and producing the first opening can be performed according to the customer's wishes, as mentioned above. The passage opening in the fuselage is therefore not preset by a tool with rigid dimensions, but can be positioned in practice completely freely due to the advantageous design of the reinforcement structure. This relates not only to the position of the first opening, but also to its dimensions. This is a clear advantage when producing different aircraft series.

[0033] The connection is achieved by one of a group of connection methods, wherein the group includes welding, riveting, gluing and jointing.

[0034] The fuselage skin can be manufactured from two shells, so that the opening edge surface is formed by the two shells. The reinforcement structure is connected to a first of the shells, after which the two shells are then connected to one another, so that the reinforcement structure is then connected to a second of the shells.

[0035] The invention furthermore relates to an aircraft having a fuselage with at least one fuselage component and at least one first opening arranged therein, which is realized by at least one reinforcement component as explained above. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Further features, advantages and application possibilities of the invention are apparent from the following description of exemplary embodiments and the drawings. All of the features described and / or shown in the drawings constitute the subject matter of the invention by themselves and in any combination, also independently of their incorporation in the individual claims or their references. In addition, the same reference numerals in the drawings represent the same or similar objects.

[0037] Figure 1 The combination of the fuselage skin and the reinforcement structure is shown in a side cross-section.

[0038] Figure 2 A top view of the reinforcement assembly is shown.

[0039] Figure 3a and 3b Two successive steps are shown when joining the reinforcement structure and the fuselage skin.

[0040] Figure 4a and 4b A further embodiment is shown in a different view.

[0041] Figure 5 An aircraft is shown with a fuselage and an opening arranged in the fuselage, which opening is reinforced at the edge by a reinforcement assembly according to the invention. DETAILED DESCRIPTION

[0042] Figure 1 The production of a reinforcement component 1 for an opening, such as a door opening, in an aircraft fuselage is schematically shown. First, a fuselage skin 2 made of fiber-reinforced plastic is provided. This provision can include the complete production of the fuselage skin 2 or also only the production of a pre-hardened fuselage skin semi-finished product. Furthermore, a reinforcement structure 4 is provided, which is also produced from fiber-reinforced plastic and can be implemented not only as a finished component but also as a pre-hardened semi-finished product.

[0043] The fuselage skin 2 can have a thickness of more than one millimeter, for example between 1.4 and 1.6 mm. Depending on the vehicle size, embodiment and intended use, greater and significantly greater thicknesses can also be achieved. The thickening of the edge around the first opening 8 is achieved locally by the thickened section 10 .

[0044] The fuselage skin 2 has an inner side 3, an outer side 5 and an opening edge surface 6, which in the example shown is not particularly embodied or characterized in terms of geometry. The opening edge area 6 surrounds a first opening 8, which can be a door opening, for example, and extends from the outer side 5 to the inner side 3 of the fuselage skin 2.

[0045] The reinforcement structure 4 has a thickened section 10 with a resting surface 11, which is in surface contact with the opening edge surface 6. The reinforcement structure 4 has a first reinforcing fiber 12 and a second reinforcing fiber 14. The first reinforcing fiber 12 extends only on the thickened section 10, while the second reinforcing fiber 14 extends from the thickened section 10 into a cantilever profile 16. The cantilever profile extends transversely to the thickened section 10 or transversely to the opening edge area 6 and has a cantilever 18, which is partially parallel to the thickened section 10. A large plane moment of inertia is thus achieved, which leads to a reinforcement of the edge area around the first opening 8.

[0046] The first and second reinforcing fibers are implemented in the form of fiber cloth, fiber fabric or as an assembly of single fibers. Figure 1 The lines shown in represent only a single fiber layer which can consist of a large number of fibers in different directions.

[0047] By way of example, the second reinforcing fibers 16 do not extend completely within the thickened section 10, but have an extension along the thickened section 10 that becomes smaller and smaller as the distance from the opening edge region 6 increases. Overall, the fiber layers formed by the first reinforcing fibers 12 and the second reinforcing fibers 14 overlap, thereby ensuring that the forces are very well directed from the cantilever 18 into a plane parallel to the fuselage skin 2.

[0048] A second opening 9 is provided by the reinforcement structure 4, which second opening extends laterally inwards from the cantilever 18. In the case shown, the dimensions of the second opening 9 correspond substantially to the dimensions of the first opening 8.

[0049] The fuselage skin 2 and the reinforcement structure 4 are stacked as indicated by the arrows in order to be subsequently connected to one another. This can be achieved by various methods, which can include form-fitting methods, such as riveting, in addition to material-fitting methods, ie welding or joint joining.

[0050] The hatched area within the reinforcement structure 4 can be a fiber laying tool, for example an automatic fiber laying tool. The reinforcement structure 4 can be produced on the fiber laying tool in order to subsequently bring the reinforcement structure onto the inner side 3 of the fuselage skin 2. Prefabricated reinforcement elements (intercostals) extending transversely to the reinforcement structure can also be introduced into the device, integrated and connected to the relevant remaining areas during laying / joining.

[0051] Figure 2 An exemplary design of a reinforcement assembly 20 with a reinforcement structure 21 is shown, which has a slightly more complex cantilever 22. Radially outwardly, a plurality of intermediate ribs 24 are connected to the cantilever. The intermediate ribs are spaced apart from one another and are arranged, in particular, parallel to the longitudinal axis x of the fuselage skin 28. The intermediate ribs 24 each have a strip 26 which is arranged spaced apart from the fuselage skin 28 and respectively encloses a bridge 30 with the fuselage skin. By way of example, on the side of each bridge 30 facing the fuselage skin 28 there is a root 32 which is wider than the bridge 30 and provides for an improved introduction of loads into the fuselage skin 28.

[0052] It goes without saying that the fiber layers of the central rib 24 can be pleated in order to form both the bridges 30 and the strips 26 and the root 32 or can be formed in an overlapping manner to form both the bridges and the strips and the root.

[0053] The reinforcement structure 21 can furthermore have a corner reinforcement 34. In the illustration shown, the intermediate ribs 24 are arranged only at the sides of the reinforcement structure 21 and at the corners. It is expedient to create thickened sections 34 which extend further from the cantilever 22 at the bottom side and at the corners of the reinforcement structure 21 than at the sides. Overall, the reinforcement structure 21 can have a taper on both sides in which the thickened sections 34 are narrower. The illustration shows the nature of the reinforcement structure 21 as a patch which is applied to a smooth fuselage skin semi-finished product, resulting in a reinforcement component at the fuselage skin.

[0054] The door support is not shown in detail in this illustration. If the first opening 8 or the second opening 9 is a door opening, the aircraft door can be arranged on the reinforcement structure 21. In order not to make excessive locking and door support necessary in the closed state of the door and when the fuselage is loaded with pressure, the door rests on the aforementioned door support (so-called "door stop"). The door support is usually arranged on the center rib 24.

[0055] Figure 3a and 3b The diagram illustrates the arrangement of the reinforcement structure 21 at the joint 36 of two fuselage skin shells 38 and 40. When combining such large components or shells in the area of ​​the first opening 8, it can be meaningful to only construct one of the components as shown above. When completing the door opening extending horizontally through the fuselage, for example, the upper component 38 in the form of an upper shell can be connected to the reinforcement structure 21 in the form of a semi-finished product. The remaining components 40 in the form of a lower shell 40 can then be connected to the reinforcement structure 21. The connection methods used to connect the upper shell 38 and the lower shell 40 do not have to be mandatory to be the same. The tolerance compensation of the two shells 38 and 40 can be achieved in the area of ​​the first opening 8 by the reinforcement structure.

[0056] at last, Figure 4a and 4b Another variant of a reinforcement assembly 41 is shown with a reinforcement structure 42. The reinforcement structure 42 is essentially the same as the reinforcement structure 21 from the previous figure. However, a first opening 44 is provided in a fuselage skin 46, which is supplemented radially inwards by the reinforcement structure 42, which provides a second opening 9 as in the previous figure.

[0057] The reinforcement structure 42 has a support surface 48, which is designed as a circumferential strip. A thickened section 50 is arranged radially inside, which supports the cantilever profile 16. The actual passage opening extending through the fuselage is thus formed only through the reinforcement structure 42 through the second opening 9. The area surrounding the second opening is monolithic and has a significantly improved damage tolerance in the event of mechanical impacts from the outside on the second opening contour. The connection between the fuselage component and the reinforcement structure 42 is radially spaced farther from the passage opening and is therefore away from such an area, that is, in this area, mechanical impacts from the outside should be considered.

[0058] As already mentioned above, a further particular advantage is that the joining of the reinforcement structure 42 to the fuselage skin 2 is simplified by better accessibility in the edge region and thus has a positive impact on possible tolerance problems and production costs.

[0059] Figure 5 Finally, an aircraft 52 is shown by way of example, which has a fuselage 54 having at least one fuselage skin 2. By way of example, a first opening 8 in the fuselage skin 2 is marked here. This first opening can represent a further first opening 8. In this example, the marked first opening 8 is a door opening and the reinforcement assembly illustrated in the previous drawings is arranged on the inside (not shown). The reinforcement assembly can thus constitute a door reinforcement or a reinforced door frame, at which the aircraft door 56 is arranged. Other first openings or second openings corresponding thereto, for example in the form of window openings, are also conceivable. The relevant reinforcement assembly thus forms a reinforced window frame. The shape and embodiment of the aircraft 52 are not decisive and are only used for illustration purposes.

[0060] In addition, it can be pointed out that "having" does not exclude other elements or steps, and "one" or "an" does not exclude a plurality. It can also be pointed out that the features already described with reference to one of the above embodiments can also be used in combination with other features of other embodiments described above. The reference signs in the claims should not be regarded as limiting.

Claims

1. A reinforcement assembly (1, 20) for an opening in an aircraft fuselage structure, comprising: a fuselage skin (2) with an inner side (3), an outer side (5) and a first opening (8) with a first opening contour, and - a reinforcement structure (4, 21, 42) having a thickened section (10, 50) and at least one cantilever profile (16), The first opening contour is surrounded by an opening edge surface (6) at the inner side (3) of the fuselage skin layer (2), and the opening edge surface has a thickness corresponding to the thickness of the fuselage skin layer (2) surrounding the opening edge surface (6). The thickened section (10, 50) has a support surface (11) matched to the opening edge surface (6) and a receiving section (15) facing away from the support surface (11), which surrounds the second opening (9). wherein the at least one cantilever profile (16) is arranged on the receiving section (15) and extends in a direction away from the support surface (11), wherein the reinforcement structure (4, 21, 42) is a single piece, wherein the fuselage skin (2) and the reinforcement structure (4, 21, 42) are made of fiber-reinforced plastic with reinforcing fibers (12, 14) embedded in a plastic matrix, and The support surface (11) is in surface contact with the opening edge surface (6) and the reinforcement structure (4, 21, 42) is connected to the fuselage skin (2), so that the first opening (8) and the second opening (9) overlap each other. wherein a plurality of first reinforcing fibers (12) extend both within the support surface (11) and within the cantilever profile (16), A plurality of second reinforcing fibers (14) extend only within the support surface (11) and overlap with the first reinforcing fibers (12) or are interlaced with the first reinforcing fibers.

2. The reinforcement assembly (1, 20, 41) according to claim 1, The reinforcement structure (4, 21, 42) and the fuselage skin (2) are connected to each other without transition and in a materially bonded manner at the opening edge surface (6).

3. The reinforcement assembly (1, 20, 41) according to claim 1 or 2, The fuselage skin (2) and the reinforcement structure (4, 21, 42) are made of fiber-reinforced thermoplastic material.

4. The reinforcement assembly (1, 20, 41) according to claim 1 or 2, wherein the first opening (8) is larger than the second opening (9), and The thickened section (10, 50) supplements the fuselage skin (2) at the outer side (5) of the fuselage skin (2) in the region between the first opening (8) and the second opening (9).

5. The reinforcement assembly (1, 20, 41) according to claim 1 or 2, Furthermore, a plurality of intermediate ribs (24) spaced apart from one another are provided, which extend radially from the cantilever profile (16) in a direction facing away from the opening contour.

6. The reinforcement assembly (1, 20, 41) according to claim 1 or 2, The fuselage skin (2) is manufactured from at least two shells (38, 40) and the opening edge surface (6) is formed by more than one of the shells (38, 40).

7. A method for manufacturing a reinforcement component (1, 20, 41), comprising the following steps: - providing a fuselage skin (2) made of fiber-reinforced plastic, the fuselage skin having an inner side (3), an outer side (5) and a first opening (8) with a first opening contour, wherein the first opening contour is surrounded by an opening edge surface (6) at the inner side (3) of the fuselage skin (2), the opening edge surface having a thickness corresponding to the thickness of the fuselage skin (2) surrounding the opening edge surface (6), - providing a reinforcement structure (4, 21, 42) made of fiber-reinforced plastic, the reinforcement structure having a thickened section (10, 50) and at least one cantilever profile (16), wherein the thickened section (10, 50) has a support surface (11) matching the opening edge surface (6) and a receiving section (15) facing away from the support surface (11), which surrounds the second opening (9), wherein the at least one cantilever profile (16) is arranged on the receiving section (15) and extends in a direction facing away from the support surface (11), wherein the reinforcement structure (4, 21, 42) is a single piece, and - connecting the reinforcement structure (4, 21, 42) to the fuselage skin (2) in such a way that the support surface (11) is in surface contact with the opening edge surface (6) and the reinforcement structure (4, 21, 42) is connected to the fuselage skin (2), so that the first opening (8) and the second opening (9) are superimposed on each other, wherein a plurality of first reinforcing fibers (12) extend both within the support surface (11) and within the cantilever profile (16), A plurality of second reinforcing fibers (14) extend only within the support surface (11) and overlap with the first reinforcing fibers (12) or are interlaced with the first reinforcing fibers.

8. The method according to claim 7, wherein: The provision of the fuselage skin (2) and / or the reinforcement structure (4, 21, 42) is carried out by manufacturing a semi-finished product in an automated fiber laying process and subsequently merging the semi-finished product.

9. The method according to claim 8, wherein: The automated fiber laying process involves laying the semi-finished product directly onto a hardening tool.

10. The method according to any one of claims 7 to 9, Furthermore, there is a step of producing a first opening (8) at a predetermined position in the fuselage skin (2) during the provision of the fuselage skin (2), and The step of positioning the reinforcing structure (4, 21, 42) for orienting the second opening (9) concentrically with the first opening (8) prior to the step of connecting the fuselage skin (2) and the reinforcing structure (4, 21, 42).

11. The method according to any one of claims 7 to 9, wherein the connection is achieved by a connection method from a group of connection methods, the group comprising: - Joint merger -welding, - Riveting - bonding or a combination of the methods described.

12. The method according to any one of claims 7 to 9, The fuselage skin (2) is manufactured from two shell layers (38, 40) and the opening edge surface (6) is formed from two shell layers (38, 40), The reinforcement structure (4, 21, 42) is connected to a first of the shells (38, 40), and the two shells (38, 40) are then connected to one another, so that the reinforcement structure (4, 21, 42) is then connected to a second of the shells (38, 40).

13. An aircraft (52) comprising a fuselage (54) with at least one fuselage skin (2) and at least one first opening (8) arranged therein, and a reinforcement element (1, 20, 41) according to one of claims 1 to 6.

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