Rear pressure bulkhead for an aircraft, rear fuselage for an aircraft and aircraft

Abstract

The invention provides a rear pressure bulkhead for an aircraft, comprising a dome-shaped structure and a set of built-in extension parts ("petals") evenly distributed along the circumference of the dome-shaped structure, such that the dome-shaped structure is fixed to the frame of the aircraft and the extension parts are fixed to the longitudinal structure of the aircraft. Furthermore, the invention provides a rear fuselage of an aircraft comprising such a rear pressure bulkhead, such that the available cabin space, i.e. pressurized space, can be expanded without enlarging the fuselage.

Description

Technical Field

[0001] This invention belongs to the field of aircraft parts, and in particular, it relates to the configuration and position of a rear pressure bulkhead.

[0002] Specifically, this invention includes incremental development processes for commercial aircraft, where pressurized space (such as cabin space) typically tends to be expanded by increasing fuselage size. Unlike such solutions, this invention provides a structural modification of the aft pressure bulkhead to achieve this pressurized space without increasing the aircraft's fuselage size. Background Technology

[0003] Typically, an aircraft fuselage is divided into pressurized and unpressurized spaces, separated by a rear pressure bulkhead. The pressurized space is designed to carry passengers, while the unpressurized space (such as the rear section of the aircraft) houses non-propulsion power units (such as auxiliary power units, APUs).

[0004] Accordingly, the rear pressure baffle inserted between the two should ensure proper airtightness during all flight phases under varying pressure differentials, which may reach up to approximately 1300 hPa.

[0005] Due to the high safety requirements and significant impact on structural design of the aft pressure bulkhead, addressing it early in the design process of any aircraft makes any future major structural modifications extremely difficult. Consequently, its location is inextricably linked to available cabin space, necessitating an increase in fuselage size to gain additional cabin space.

[0006] To better integrate this structural element into the overall fuselage manufacturing process, aircraft fuselages are typically manufactured in separate parts that are assembled together to form two main fuselage sections: the forward fuselage, which is pressurized at high altitudes, and the unpressurized aft fuselage. These two separate sections are actually connected by a rail-fuse joint, which structurally separates one section from the other.

[0007] One reason for this separation is the structural load caused by the vertical tail (VTP) (and horizontal tail (HTP), which is typically attached by tension bolts to the foremost frame (three to four reinforcing frames) of the unpressurized rear fuselage. These reinforcing frames are usually wider and thicker in the upper portion (i.e., closer to the VTP) to fully withstand the loads they generate. Therefore, these reinforcing frames retain a basic oval profile.

[0008] Currently, the rear pressure bulkhead is attached to the circumferential frame of the fuselage via a continuous circumferentially angled fitting. The rear pressure bulkhead comprises a (flat or slightly curved) substantially circular composite part, which serves as a common point between the perimeter of the rear pressure bulkhead and the inner portion of the continuous frame.

[0009] To facilitate load transfer from the rear pressure diaphragm to the frame, the rear pressure diaphragm should have a substantially uniform profile. Otherwise, the rear pressure diaphragm should be reinforced with stringers such as omega-stringers.

[0010] It should be noted that in the distributed stress of the vessel, the rear pressure diaphragm receives static pressure from the pressurized air (i.e., radial stress orthogonal to the plane of the rear pressure diaphragm) and redistributes this static pressure in the form of tangential stress (i.e., coplanar with this plane). These tangential stresses are then transferred from the rear pressure diaphragm to the frame, where the rear pressure diaphragm is attached to the frame via circumferentially angled fittings. The more uniform the distribution (e.g., via a quasi-circular frame), the better the load transfer is likely to be.

[0011] Therefore, the rear pressure baffle of the current solution is arranged before the rail body joint connection, that is, in the front body, specifically attached to its rearmost frame.

[0012] Accordingly, any attempt to increase the size of the pressurized nacelle would enlarge the forward fuselage.

[0013] Therefore, in the aviation industry, it is necessary to increase the pressurized cabin without modifying the overall length of the aircraft, that is, to take the corresponding current forward fuselage length and aft fuselage length as design constraints. Summary of the Invention

[0014] This invention provides a solution to the aforementioned problems by describing the rear pressure bulkhead, the rear fuselage of the aircraft, and the aircraft itself. Preferred embodiments of the invention are also defined herein.

[0015] In a first aspect, the present invention provides a rear pressure baffle for an aircraft, the rear pressure baffle being configured to separate a pressurized region and a non-pressurized region, wherein the rear pressure baffle comprises:

[0016] Dome-shaped structure, and

[0017] A set of built-in extension components, the set of built-in extension components being distributed along the periphery of the dome-shaped structure.

[0018] The dome-shaped structure includes an annular attachment region, which is adapted to fix the dome-shaped structure to the circumferential frame of the aircraft or to another circumferential structure.

[0019] The extension components include attachment devices adapted to secure each extension component to the longitudinal structure of the aircraft.

[0020] That is, the dome-shaped structure is the main structure that separates the pressurized area (i.e., the cabin that carries passengers) from the unpressurized area where power equipment such as the APU is installed.

[0021] Specifically, during use, the concave surface of the dome-shaped structure faces the pressurized area, while the convex surface faces the non-pressurized area. In this way, pressurized air is applied evenly across the entire concave surface.

[0022] Each built-in extension can be understood as an additional length projecting outward from the original geometric surface of the dome, thus providing structural continuity. Geometrically, in cross-section, they extend tangentially from the periphery (i.e., the edge) of the dome-shaped structure.

[0023] Preferably, the extension component can be coplanar with the original geometric surface, i.e., contained within the same geometric space of the dome. That is, the extension component does not deviate abruptly from the curvature of the dome in its cross-section, but maintains the same curvature as the dome-shaped structure.

[0024] In a preferred embodiment, the set of built-in extension components are evenly distributed along the periphery of the dome-shaped structure.

[0025] Their uniform distribution along the perimeter of the dome-shaped structure corresponds to the number and location of beams or longitudinal beams on the aircraft after installation. As will be described below, beams or longitudinal beams are the longitudinal (i.e., parallel to the longitudinal axis of the fuselage) structures of the aircraft.

[0026] Once installed on the aircraft, the dome-shaped structure rests on at least one circumferential frame of the aircraft. Specifically, this circumferential frame includes, in whole or in part, angular heads in its profile to accommodate the dome geometry, thereby improving load transfer between them. In particular, tangential stresses from the dome-shaped structure reach the annular attachment region, which provides a preferred path for releasing the load toward the aircraft's frame. Once the load is transferred to the frame, it is radially distributed (with respect to the aircraft's reference axis) due to the angular heads facing other adjacent structures.

[0027] Throughout this document, when referring to a "circumferential" frame, it will be understood as a structural component whose external geometry corresponds to the periphery of the cross-section of the fuselage on which the frame will be mounted. Therefore, since most commercial aircraft have a generally circular fuselage, they are equipped with a generally circular structure.

[0028] It should be noted that the longitudinal and circumferential structures (such as longitudinal beams and beams) together form the main structure of the aircraft fuselage (forward or rear fuselage), thereby providing the aerodynamic shape for the outer skin to which they are joined.

[0029] As will be described later, in an advantageous embodiment, this circumferential frame may also include angular fittings that serve as angular heads in those sections of the frame where the thickness is insufficient to achieve such a complex shape.

[0030] The annular attachment area of ​​the dome-shaped structure is further attached to the angular head (or angular fitting) by a set of bolts or fasteners.

[0031] On the other hand, the longitudinal structure of the aircraft (such as longitudinal beams or beams) includes a head for accommodating each extension component, i.e., the head is arranged at an angle.

[0032] Because the inclined heads provided by the longitudinal structures also follow the original geometry of the dome-shaped structure (as with the extension members), the load distribution is more uniform. In particular, due to their discontinuous positions around the entire perimeter of the dome-shaped structure, the heads of the longitudinal structures can be curved as they follow the perimeter, or they can be planar. Whether curved or planar, the heads are inclined according to the longitudinal dome geometry. In the advantageous embodiment disclosed below, this (inclined) head is arranged on the bridging member to accommodate an extension member.

[0033] Each extension component is secured to a different tilting head by its attachment device. In a particular embodiment, this attachment device is a bolt.

[0034] These longitudinal structures primarily operate under tension, while their corresponding connecting plates (which connect the head to the foot) distribute the loads induced by the dome-shaped structure as shear stresses.

[0035] In a second aspect, the present invention provides a rear fuselage of an aircraft, the rear fuselage comprising:

[0036] Rear pressure baffle according to any embodiment of the first aspect of the invention

[0037] At least one circumferential frame, the at least one circumferential frame comprising at least a portion including a first foot, a first connecting plate, and an angular head, the angular head being adapted to receive a dome-shaped structure of the rear pressure plate, such that the dome-shaped structure rests on the angular head, wherein the dome-shaped structure is secured to the angular head via the annular attachment region, and

[0038] A set of longitudinal structures, such as beams, in number and distribution, correspond to the set of built-in extensions of the rear pressure diaphragm, wherein each of these longitudinal structures includes a head configured to receive the extension, such that the extension rests on the head, wherein the extension is secured to the head via the attachment device.

[0039] That is, unlike the prior art where the rear pressure bulkhead is located at the rearmost frame (i.e., pressurized cabin) of the forward fuselage of the aircraft, the present invention provides a solution for relocating this rear pressure bulkhead after the orbital fuselage joint is connected.

[0040] Therefore, the inherent geometry of the rear pressure diaphragm and its attachment devices to the longitudinal and circumferential structures (e.g., beams or longitudinal beams, and frames, respectively) provide a suitable load distribution that does not compromise the structural integrity of the components.

[0041] The angular head of this portion of the frame is adapted to receive a dome-shaped structure of a rear pressure diaphragm, such that the dome-shaped structure is configured to rest on the angular head and be further secured to the angular head via its annular attachment area. On the other hand, the head of each longitudinal structure is adapted to receive an extension member, such that the extension member rests on the angular head and is further secured to the angular head via its annular attachment device.

[0042] Furthermore, the distance between the rearmost frame of the front fuselage and the frontmost frame of the rear fuselage is obtained as an additional pressurization area without expanding the front fuselage. In other words, taking the lengths of the front and rear fuselage as constraints, the present invention provides an advantageous solution for increasing the pressurization area without modifying the overall fuselage.

[0043] In a particular embodiment, the at least one circumferential frame includes:

[0044] The portion wherein the head has horns, and

[0045] The complementary portion includes a second foot, a second connecting plate, and a circumferential angle fitting with the second connecting plate built in. The circumferential angle fitting is used to accommodate a corresponding portion of the dome-shaped structure, such that the corresponding portion of the dome-shaped structure rests on the circumferential angle fitting, wherein the dome-shaped structure is fixed to the circumferential angle fitting via the annular attachment area.

[0046] In this embodiment, the circumferential frame includes circumferential angular fittings with angular heads or built-in second connecting plates, depending on the covered portion of the circumference. It should be noted that both support structures have angles corresponding to the dome geometry, preferably the same angle.

[0047] Both support structures (i.e., angular heads or angular fittings) cover 360° of the circumferential frame to provide a continuous support dome structure. That is, if the angular head portion of the circumferential frame covers X°, then the complementary portion covers 360°-X°.

[0048] Similarly, both support structures allow the dome-shaped structure to be fixed to it via an annular attachment area.

[0049] To better distinguish the circumferential frame elements, the feet and connecting plates of the angular-headed portions can be understood as the first feet and the first connecting plate, respectively. Similarly, in the complementary portions with circumferentially angular fittings, the feet and connecting plates can be understood as the second feet and the second connecting plate, respectively.

[0050] In a preferred embodiment, the circumferential angle fitting of the second connecting plate, which has at least one circumferential frame built in, is a "V-shaped" string. More preferably, this "V-shaped" string is made of titanium.

[0051] One half of the “V-shaped” chord has a second connecting plate built into the complementary part of the circumferential frame, while the other half provides a support structure to which the dome-shaped structure is fixed via an annular attachment area.

[0052] Advantageously, this “V-shaped” chord resists radial loads more effectively than other chord profiles (such as “Y-shaped” chords) (in terms of the fuselage reference system).

[0053] In a particular embodiment, the at least one circumferential frame is structurally divided into at least: wherein the head is the angular portion, and the complementary portion having the circumferential angular fitting; wherein the portion is wider and thicker than the complementary portion of the frame, and there is a smooth transition between the portion and the complementary portion.

[0054] Advantageously, this improves manufacturing time and simplifies assembly. As another advantage, this embodiment allows for direct replacement of the angular section where the head is located, as will be seen later, with the upper section closer to the VTP, thus providing modification capabilities for the aircraft fuselage.

[0055] In particular, since this upper portion must accommodate the rear pressure baffle, it is shortened in other embodiments to save material.

[0056] The circumferential frame can be made of metal (such as titanium) or composite materials, such as carbon fiber reinforced plastic (CFRP).

[0057] As already mentioned, load distribution is effective thanks to the support attachments provided by the longitudinal structure of the rear fuselage.

[0058] Therefore, in a particular embodiment, at least one of the longitudinal structures includes a tapered connecting plate, and the head is disposed on the tapered connecting plate to accommodate an extension member.

[0059] In this embodiment, at least one of the longitudinal structures of the aircraft (particularly those longitudinal structures of the frame adjacent to the portion including the corner fittings) includes a tapered connecting plate that gradually decreases in size with respect to the rear pressure bulkhead. At the top of this tapered connecting plate is a head (therefore inclined) for receiving an extension member, which rests on the head once installed.

[0060] These longitudinal structures extend from the fuselage rail joint toward the rear pressure bulkhead. They may connect to opposite sections beyond the rear pressure bulkhead or may be physically separate.

[0061] In a preferred embodiment, the free end of the tapered connecting plate of each longitudinal structure is at a distance from the at least one circumferential frame, such that the corresponding head of these longitudinal structures protrudes beyond the free end of the connecting plate to accommodate the extension component.

[0062] In a particular embodiment, at least one of these longitudinal structures further includes a bridging member having the head to accommodate an extension member.

[0063] This longitudinal structure is arranged adjacent to the circumferential frame, closer to the VTP section, which is the section with the angular head.

[0064] Because this circumferential frame is wider and thicker, the distance from the skin to its angular head is greater. Therefore, this bridging component serves as an extension of the longitudinal structure to reach the rear pressure diaphragm.

[0065] Therefore, this bridging component includes a head and two flanges projecting outward and perpendicular to the head. The slots defined by such flanges correspond to the thickness of the longitudinal structural connecting plate to which the flanges are to be connected.

[0066] In a particular embodiment, the rear fuselage also includes a vertical tail fin configured to be attached at least to a foot of a circumferential frame, preferably a first foot having a horned head portion, to which a rear pressure bulkhead is housed and attached.

[0067] In a preferred embodiment, the vertical tail fin is attached to this first foot by a tension bolt.

[0068] In other words, the rear pressure bulkhead according to the invention can be attached to the same frame as the VTP of the rear fuselage. This has been advantageously achieved due to the new architecture and accessories according to the invention.

[0069] Advantageously, the absence of a dedicated frame for the rear pressure baffle reduces the number of frames in the rear fuselage, thereby saving space in the non-pressurized areas.

[0070] In a particular embodiment, the at least one circumferential frame is the foremost circumferential frame of the rear fuselage. In other words, it is the first circumferential frame of the rear fuselage.

[0071] Advantageously, since all the equipment on the non-pressurized side has been spatially optimized, the rear fuselage does not need to be too large so as not to be adjacent to any of these devices.

[0072] In a particular embodiment, the dome-shaped structure is configured to be secured at least to the head of the at least one circumferential frame via its annular attachment area by at least one tension bolt.

[0073] On the other side of any defined foot, that is, the side opposite to their corresponding connecting plate, the foot is attached to the rear fuselage skin.

[0074] In a preferred embodiment, the dome-shaped structure is configured to be fixed to both the angular head and the circumferential angular fitting of at least one circumferential frame via its annular attachment area by at least one tension bolt.

[0075] In a particular embodiment, the at least one tension bolt protrudes toward the pressure area to secure the hook.

[0076] These hooks are advantageous for securing airborne equipment and minimizing its movement.

[0077] In a third aspect of the invention, the present invention provides an aircraft comprising:

[0078] The front fuselage, which is configured to be pressurized, and

[0079] Rear fuselage according to any embodiment of the second aspect of the invention.

[0080] All features described in this specification (including claims, description and drawings) and / or all steps of the described methods can be combined in any combination except for combinations of these mutually exclusive features and / or steps. Attached Figure Description

[0081] Referring to the accompanying drawings and in view of the detailed description of the invention, these and other features and advantages of the invention will become apparent from the preferred embodiments of the invention, which are given by way of example only and are not limited thereto.

[0082] Figure 1This figure shows an isometric view representing the upper portion of the circumferential frame and the rear pressure diaphragm of the present invention attached to the circumferential frame.

[0083] Figures 2a-2b These figures show isometric views of (a) the lower portion of the circumferential frame and the rear pressure diaphragm according to the invention attached to the circumferential frame; and (b) schematic representations of cross-sectional views.

[0084] Figure 3 This diagram shows Figure 2a A side view of the schematic architecture seen in the diagram.

[0085] Figure 4 This diagram shows Figure 1 A side view of the schematic architecture seen in the diagram.

[0086] Figure 5 This figure shows a comparison of the positions of a prior art rear pressure bulkhead and a rear pressure bulkhead according to the present invention for the same aircraft fuselage. Detailed Implementation

[0087] Having outlined the invention as defined herein, specific non-limiting embodiments are described below. Those skilled in the art will recognize that the objects of the invention can be achieved as a rear pressure bulkhead (1), a rear fuselage (10), or an aircraft fuselage.

[0088] Figure 1 An isometric view depicting the upper portion (2.1) of the circumferential frame (2) and the rear pressure diaphragm (1) according to the invention attached to the circumferential frame is shown.

[0089] As can be seen, the rear pressure diaphragm (1) includes:

[0090] Dome-shaped structure (1.1), and

[0091] A set of built-in extension components (1.2) are evenly distributed along the periphery of the dome-shaped structure (1.1).

[0092] In particular, each extension in the extension member (1.2) has a smooth transition with the dome structure (1.1), thus following the dome curvature of this structure.

[0093] Graphically, the extended parts can be viewed as “petal-shaped” or “tongue-shaped”, as will be explained below.

[0094] Furthermore, the number of extension components (1.2) corresponds to the number of longitudinal structures (3) in the rear fuselage (10) of the pressurized region. Moreover, the width of each extension component (1.2) is similar to the head (3.4) of the longitudinal structure (3) to which it is fixed. In other words, both components (1.2, 3.4) have similar areas to maximize load transfer.

[0095] The extension member (1.2) includes an attachment device (1.2.1) adapted to secure each extension member (1.2) to the longitudinal structure (3) of the aircraft. Preferably, the longitudinal structure (3) for accommodating the extension members (1.2) is a dedicated structure that operates under shear loads, which is why they are also referred to as “shear connection plates”, as their connection plates are the primary elements for load distribution. Accordingly, the extension member (1.2) can be understood as a “shear connection plate attachment flange”.

[0096] Despite Figure 1 It is not recognized that, however, the dome-shaped structure (1.1) includes an annular attachment region (1.1.1) adapted to secure the dome-shaped structure to the circumferential frame (2) of the aircraft or another radial structure, such as an angular fitting (2.2.3). This annular attachment region (1.1.1) extends adjacent to the entire periphery of the dome-shaped structure (1.1) to provide a continuous seal to ensure the airtightness of the rear pressure bulkhead (1).

[0097] If combined Figure 2a and Figure 2b As shown, the circumferential frame (2) to which the rear pressure diaphragm (1) is fixed is divided or partitioned into at least:

[0098] Part (2.1), in which the head (2.1.3) has horns, and

[0099] The complementary part (2.2) includes a second foot (2.2.1), a second connecting plate (2.2.2), and a circumferential angle fitting (2.2.3) incorporating the second connecting plate (2.2.2).

[0100] The frame includes the part (2.1) with the corner head (2.1.3) compared to the part (2.1). Figure 2a The complementary part (2.2) of the frame shown is wide and thick.

[0101] The terms “first part” and “second part” can be used to identify the part of the frame that includes the horned head (2.1.3) (2.1) and the complementary part (2.2), respectively.

[0102] exist Figure 1In the image, one can also see that in each longitudinal structure (3), a bridging member (3.3) with a corresponding head (3.4) reaches a corresponding extension member (1.2) to accommodate the extension member. This bridging member (3.3) is formed by a head (3.4) and two flanges (3.5) that project outward and are perpendicular to the head, defining a slot corresponding to the thickness of the longitudinal structure connecting plate (3.2).

[0103] This part of the longitudinal structure (3) (i.e. the part with the angular head (2.1.3)) is arranged closer to the vertical tail fin VTP. The VTP is then secured to the first foot (2.1.1) of the frame part (2.1) by tension bolts, in which the head (2.1.3) is angular.

[0104] Similarly, hooks (4) for fastening equipment can be seen on the concave side (i.e., the pressurized area) of the rear pressure diaphragm (1).

[0105] Figure 2a An isometric view depicts the opposite portion of the circumferential frame (2.2) (i.e., the complementary portion for completing the 360° structure) and the rear pressure diaphragm (1) attached to the circumferential frame. In particular, this complementary portion (2.2) of the circumferential frame (2) includes a second foot (2.2.1), a second connecting plate (2.2.2), and a circumferential angle fitting (2.2.3) incorporating such a second connecting plate (2.2.2).

[0106] The circumferential angle fitting (2.2.3) with the built-in second connecting plate (2.2.2) is a titanium “V-shaped” chord that effectively distributes the load toward the frame connecting plate (2.2.2).

[0107] Furthermore, a longitudinal structure (3) for accommodating and securing the extension member (1.2) via the attachment device (1.2.1) is shown. (Compared to...) Figure 1 In contrast to those shown, these longitudinal structures (3) include a tapered connecting plate (3.2) with a head (3.4) thereon to accommodate an extension member (1.2).

[0108] exist Figure 2b You can see Figure 2a A schematic cross-sectional view. In particular, the dome-shaped structure (1.1) and the extension member (1.2) can be seen in this cross-sectional view. In addition, the annular attachment area (1.1.1) within the dome-shaped structure (1.1) and the attachment device (1.2.1) within the extension member (1.2) can be seen.

[0109] exist Figure 2b In the middle, the arrow indicates the direction in which the longitudinal stress through the rear pressure diaphragm (1) is reduced toward the main structure (the sum of the frame (2) and the longitudinal structure (3)).

[0110] Although the rear pressure diaphragm (1) is schematically depicted as a straight line, the curvature of the dome geometry should be as follows: Figure 3 As expected, which we see in Figure 2a A side view of the schematic architecture seen in the diagram.

[0111] In particular, Figure 3 In this structure, since one half of the “V-shaped” chord (2.2.3) has a second connecting plate (2.2.2) for the circumferential frame (2.1) built in, while the other half provides a support structure for fixing the dome structure (1.1) to it via an annular attachment area (1.1.1), the curvature of this periphery tends to be less pronounced.

[0112] In particular, in some embodiments, the extension member (1.2) may be flat.

[0113] Specifically, the longitudinal structure (3) includes a structure similar to a bridging component. That is, the head (3.4) is integral with two flanges (3.5) projecting perpendicularly thereto, thereby defining a slot corresponding to the thickness of the longitudinal structure connecting plate (3.2). Furthermore, this connecting plate (3.2) tapers as it moves away from the circumferential frame (2.2).

[0114] The free end or edge of the tapered connecting plate (3.2) of each longitudinal structure is at a certain distance from the adjacent portion of the circumferential frame (2.2), such that the corresponding head (3.4) of these longitudinal structures (3) protrudes beyond the free end of the connecting plate (3.2) to accommodate the extension member (1.2).

[0115] On the contrary, Figure 4 In the middle, the connecting plate (3.2) protrudes upward to the circumferential frame connecting plate (2.1.2) to reinforce the joint in the main structure.

[0116] exist Figure 3 and Figure 4 The text depicts a "docking strip" joint (5), in which a plate overlaps and secures the docking skins of the front fuselage (11) and the rear fuselage (10) together.

[0117] Advantageously, this provides a seal between these fuselages (10, 11).

[0118] Figure 5 The positions of a prior art rear pressure bulkhead and a rear pressure bulkhead (1) according to the present invention are depicted for the same aircraft fuselage.

[0119] As can be seen, there is a certain distance between the two rear pressure baffles. This distance corresponds to the pressurization space obtained by the present invention without modifying the fuselage length.

[0120] In particular, in the prior art, the rear pressure baffle is fixed to the front of the rearmost circumferential frame (2) of the front fuselage (11) in the forward direction of the track fuselage joint connection, but according to the present invention, the rear pressure baffle (1) is fixed to the rear of the frontmost circumferential frame (2) of the rear fuselage (10) in the rear direction of the track fuselage joint connection.

[0121] Furthermore, unlike prior art rear pressure baffles (which must be reinforced by stringers), the rear pressure baffle according to the invention has a clean surface on the concave side (pressurized side, except for the hook), which effectively improves load distribution.

Claims

1. An aft fuselage (10) of an aircraft, said aft fuselage comprising: - an aft pressure bulkhead (1) comprising: - a dome-shaped structure (1.1), and - a set of built-in extension parts (1.2) distributed along the periphery of the dome-shaped structure (1.1), - wherein the dome-shaped structure (1.1) comprises a ring-shaped attachment area (1.1.1) adapted to fix the dome-shaped structure (1.1) to a circumferential frame (2) of the aircraft or to another circumferential structure, and wherein the built-in extension parts (1.2) comprise attachment means (1.2.1) adapted to fix each built-in extension part (1.2) to a longitudinal structure (3) of the aircraft; - at least one circumferential frame (2) comprising at least a portion (2.1) comprising a first foot (2.1.1), a first connecting plate (2.1.2) and an angular head (2.1.3) adapted to accommodate the dome-shaped structure (1.1) of the aft pressure bulkhead (1) so that the dome-shaped structure (1.1) rests on the angular head, wherein the dome-shaped structure (1.1) is fixed to the angular head (2.1.3) via the ring-shaped attachment area (1.1.1), and - a set of longitudinal structures (3) corresponding in number and distribution to the set of built-in extension parts (1.2) of the aft pressure bulkhead (1), wherein each of these longitudinal structures (3) comprises a head (3.4) configured to accommodate a built-in extension part (1.2) so that the built-in extension part rests on the head, wherein the built-in extension part (1.2) is fixed to the head (3.4) via the attachment means (1.2.1).

2. The rear fuselage (10) of claim 1, wherein The longitudinal structures (3) comprise beams.

3. The rear fuselage (10) of claim 1, wherein The at least one circumferential frame (2) further comprises: - a complementary portion (2.2) comprising a second foot (2.2.1), a second connecting plate (2.2.2) and a circumferential angular fitting (2.2.3) built-in with the second connecting plate, said circumferential angular fitting being intended to accommodate a corresponding portion of the dome-shaped structure (1) so that this corresponding portion of the dome-shaped structure (1.1) rests on the circumferential angular fitting, wherein the dome-shaped structure (1.1) is fixed to the circumferential angular fitting (2.2.3) via the ring-shaped attachment area (1.1.1).

4. The rear fuselage (10) of claim 3, wherein The circumferential angular fitting (2.2.3) built-in with the second connecting plate (2.2.2) is a "V-shaped" chord.

5. The rear fuselage (10) according to any one of claims 3 or 4, wherein The at least one circumferential frame (2) is structurally divided into at least the portion (2.1) comprising the angular head (2.1.3) and the complementary portion (2.2) having the circumferential angular fitting (2.2.3); wherein the portion (2.1) is wider and thicker than the complementary portion (2.2) of the frame, with a smooth transition between the portion and the complementary portion.

6. The rear fuselage (10) according to any one of claims 1 to 4, wherein At least one of the longitudinal structures (3) comprises a tapered connecting plate (3.2) on which the head (3.4) is arranged so as to accommodate an inboard extension part (1.2).

7. The rear fuselage (10) of claim 6, wherein The free end of the tapered connecting plate (3.2) of each longitudinal structure (3) is at a distance from the at least one circumferential frame (2), so that the respective head (3.4) of the longitudinal structure protrudes beyond the free end of the connecting plate (3.2) for accommodating an inboard extension part (1.2).

8. The rear fuselage (10) according to any one of claims 1 to 4, wherein At least one of the longitudinal structures (3) further comprises a bridging part (3.3) with the head (3.4) so as to accommodate an inboard extension part (1.2).

9. The rear fuselage (10) according to any one of claims 1 to 4, further comprising: A vertical tail configured to be attached at least to a first leg (2.1.1) of the circumferential frame (2) to which the rear pressure bulkhead (1) is accommodated and attached, the vertical tail being attached to such first leg (2.1.1) by tension bolts.

10. The rear fuselage (10) according to any one of claims 1 to 4, wherein The at least one circumferential frame (2) is the foremost circumferential frame of the rear fuselage (10).

11. An aft fuselage (10) according to any one of claims 1 to 4, wherein The dome-shaped structure (1) is configured to be secured at least to the angled head (2.1.3) of the at least one circumferential frame (2) via its annular attachment area (1.1.1) by at least one tension bolt. The at least one tension bolt protrudes towards a pressurized area for fastening a hook (4).

12. The rear fuselage (10) of claim 11, wherein, 13. An aircraft, the aircraft comprising: a front fuselage (11) configured to be pressurized; and a rear fuselage (10) according to any one of claims 1 to 12. ​

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