METHOD FOR MANUFACTURING AN AIRCRAFT CABIN FITTING COMPONENT

Abstract

The invention relates to a method for manufacturing a component (12), particularly for aircraft cabin fittings, comprising: a production step, during which at least one nonwoven layer (14) comprising fiber scraps (10) impregnated with a binder is produced; a consolidation step, during which the nonwoven layer (14) is consolidated to obtain at least one fiber sheet 18; a cutting step, during which the sheet 18; and optionally, a layering step, during which several cut fiber sheets (18) are layered and assembled together to form a stack; and a compression step, during which the fiber sheet (18) or the stack (20) is thermo-compressed in a mold (16) to produce a component (12) having a non-planar shape. Figure for the abstract: Fig. 3

Description

Title of the invention: MANUFACTURING METHOD OF A FURNISHING COMPONENT FROM AN AIRCRAFT CABIN Technical field of the invention

[0001] The invention relates to the technical field of aircraft cabin fitting components, such components being for example intended to equip seats. Technical background

[0002] The use of composite materials for manufacturing aircraft cabin components is well known. Such a material generally comprises fibers embedded in a polymer matrix. For example, glass fibers, carbon fibers, etc., are known to be used. Other materials are also known for manufacturing such components, such as aluminum or plastic.

[0003] The consumption of carbon fibers has increased significantly over the last ten years. Production has adapted to meet the growing demand.

[0004] Mostly used in composite structures, carbon fibers are widely used in the production of woven composite material parts in the aeronautical field, particularly woven composite turbine blades for turbojet engines.

[0005] During their manufacture, the layers of warp and weft yarns are released as a preform of the composite material part is created, in order to achieve the desired thicknesses. When the preform is released from the loom, a cutting operation is performed. The cut carbon yarns then become waste from the weaving process.

[0006] Thus, carbon fibre scraps represent a potentially significant volume across all production plants.

[0007] Furthermore, the carbon fiber scraps retain their mechanical properties, as they have not been subjected to stress. They can therefore be reused for the manufacture of new parts made of composite materials.

[0008] However, until recently, carbon fiber scraps were practically unused. Indeed, although recycling channels for such carbon fiber scraps have developed, they are saturated with demand, particularly from the automotive industry.

[0009] Carbon fiber scraps are therefore underutilized, and opportunities for reusing such fibers are still underdeveloped. They are mostly pyrolyzed and then ground into powder, forming fillers for primers, paints or thermoplastic materials.

[0010] Climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by various states.

[0011] In particular, an ambitious standard applies both to new types of aircraft and to those already in service, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been actively contributing to the fight against climate change for several years now.

[0012] Technological research efforts have already made it possible to significantly improve the environmental performance of aircraft.

[0013] The Applicant takes into consideration the factors impacting all phases of design and development in order to obtain aeronautical components and products that are less energy-intensive, more environmentally friendly and whose integration and use in civil aviation have moderate environmental consequences with a view to improving the energy efficiency of aircraft.

[0014] The research and development work carried out focuses in particular on the weight reduction of the devices, in particular through the materials used and the lighter on-board equipment.

[0015] It was therefore considered to valorize carbon fiber scraps in order to establish a new sector. In this regard, research and development efforts have led to the development of a semi-finished recycled product based on carbon fiber scraps and a manufacturing process for such a product.

[0016] The product is in the form of a roll of a non-woven strip or layer comprising carbon fiber scraps and a binder ensuring the cohesion of the fibers between them and the strength of the strip.

[0017] However, to date, no steps have been taken to exploit such a product. The invention therefore aims to provide a method for manufacturing an aircraft cabin interior component by recycling carbon fiber scraps.

[0018] To this end, the invention is the result of technological research aimed at significantly improving aircraft performance and, in this sense, contributes to reducing the environmental impact of aircraft. Summary of the invention

[0019] To this end, the invention provides a method for manufacturing a component, particularly for fitting out an aircraft cockpit, comprising at least: a. a manufacturing step, during which at least one nonwoven layer comprising fiber scraps, in particular carbon fibers, impregnated with at least one binder, in particular thermoplastic, such as a thermoplastic matrix, which ensures cohesion of the nonwoven layer, is produced; b. a consolidation step, during which the nonwoven layer is consolidated, so as to obtain at least one fibre plate, in particular at least one laminated fibre plate; c. a cutting step, during which the plate is cut, and optionally, a layering step, during which several cut fibre plates are layered and assembled together to form a stack, in particular by welding them at several points using ultrasound; and d. a compression step, during which the fibre plate or stack is thermo-compressed in a mold, so as to produce a component having a non-planar shape.

[0020] The invention thus proposes to valorize fiber scraps, such as carbon fibers, and thereby recycle them. The invention therefore makes it possible to produce furniture components from recycled material, which is particularly advantageous from an environmental and economic point of view.

[0021] Recycling noble aeronautical materials, such as carbon fibers, makes it possible to have an isotropic or quasi-isotropic non-woven structure, particularly in the plane, with properties similar to those produced from woven structures, for example in glass fibers, while significantly reducing the mass of the product.

[0022] In this description, the term "furniture component" should be understood as a secondary structural component, particularly one used to equip a seat, a piece of furniture, a storage chest and / or a cladding panel, for example. Such a component may have one or more functions, such as an aesthetic finish, a fastening, etc.

[0023] Furthermore, in the present description, the term "nonwoven layer" should be understood as a layer composed of fibers that are not woven together and that have a random orientation within the nonwoven layer. The fibers of the nonwoven layer are bonded together by at least one binder, a binding agent and / or a matrix, in particular a thermoplastic matrix, which ensures a certain cohesion of the nonwoven layer.

[0024] Consolidation aims to stiffen the non-woven layer and thus transform it into a relatively rigid plate. Consolidation can be a heat treatment, possibly combined with a compression treatment.

[0025] In such a case, the heat treatment can be carried out at a temperature greater than or equal to the glass transition or melting temperature of the binder, the binding material and / or the matrix.

[0026] Thermocompression is a combination of heat treatment and compression treatment, which can, for example, be carried out under a press.

[0027] The present invention may include other features, described below, which may be considered independently or in combination with each other:

[0028] — the fiber sheet is cut flat according to shapes corresponding to a development of the component;

[0029] — the fibre plates are assembled by ultrasonic welding, in particular in several points, so as to form a stack of variable thickness and / or in development of the component; - the fibre plate and / or stack is heated, in particular by infrared or ceramic convection; - the fibre plate and / or stack is heated to a temperature greater than or equal to the glass transition or melting temperature of the binder, binding material and / or matrix, in particular the thermoplastic matrix;

[0030] — the heated stack is pressed and consolidated in the mold regulated at a temperature lower than the solidification temperature of the binder, binding material and / or matrix; - the mold is configured to form at least one variable thickness, rib, groove and / or hole; - the mold is regulated to a temperature, in particular to a temperature lower than the solidification temperature of the binder; - an insert intended to be fixed to the component is previously positioned in the mold before the compression step d); - the binder is poly(phenylene sulfide) (PPS), polyetherimides (PEI), polyetheretherketone (PEEK), polycarbonate (PC), polyethersulfone (PESU) and / or polyphenylsulfone (PPSU); - the compression step d) includes and / or is followed by an overmolding of the component; - The cut and layered fiber sheets are joined by welding, particularly ultrasonic welding, specifically spot welding, to each other during the layering stage, so that the stack is a single unit, thus facilitating handling of the stack before thermocompression; and / or

[0031] — the component is intended to equip an aircraft seat.

[0032] The present invention further relates to a component, in particular for the fitting of an aircraft cabin, in particular for a seat of an aircraft cabin, manufactured by a manufacturing process as described above.

[0033] Furthermore, the manufacturing process according to the invention, which is particularly advantageous for the purpose of reducing the environmental impact of aircraft, relates to an aircraft cabin fitting component, such as a seat element, in particular a shell, a seat, a backrest, an armrest and / or a tray, obtained by a manufacturing process as described above. Brief description of the figures

[0034] The present invention will be better understood and other objects, features, and advantages of the invention will become more apparent upon reading the following description, which includes examples of component embodiments for interior design presented as non-limiting examples that may serve to complete the understanding of the present invention and the explanation of its embodiment and, where appropriate, contribute to its definition. This detailed description is made with reference to the accompanying figures, in which:

[0035] [Fig.1] [Fig.1] is a schematic view of a pile of carbon fiber scraps;

[0036] [Fig.2] [Fig.2] is a schematic view of a nonwoven layer of fiber scraps of carbon;

[0037] [Fig.3] [Fig.3] are schematic views illustrating steps in a process of manufacturing according to the invention; and

[0038] [Fig.4] [Fig.4] is a schematic perspective view of a component for the fitting out of the passenger compartment of an aircraft, manufactured by a manufacturing process according to the invention. Detailed description of the invention

[0039] Fig. 1 is a schematic view of a pile of carbon fiber scraps 10.

[0040] The carbon fiber scraps have a length less than or equal to 100 mm and, in generally, between 10 and 50mm.

[0041] Rather than discarding carbon fiber scraps, the invention proposes to valorize them by manufacturing components for aircraft cabin interiors. A component 12 of this type is illustrated in [Fig. 4]. Component 12 is, for example, intended to equip an aircraft seat.

[0042] Fig. 2 is a schematic view of a nonwoven layer of carbon fiber scraps.

[0043] According to the invention, component 12 is made from fiber scraps, in particular carbon fibers, in the form of a non-woven layer or strip 14, as illustrated in [Fig.2].

[0044] The manufacturing process according to the invention comprises at least: a. a manufacturing step, during which at least one nonwoven layer 14 is produced, the nonwoven layer 14 comprising fiber scraps 10, in particular carbon fiber scraps, in particular impregnated with a binder, or a binding material, for example thermoplastic, which ensures cohesion of the nonwoven layer 14; b. a consolidation step, during which the nonwoven layer 14 is consolidated, so as to obtain at least one fibre plate 18; c. a cutting step, during which the fibre sheet 18 is cut and, optionally, a stacking step, during which several cut fibre sheets 18 are stacked and assembled together to form a stack 20; and d. a compression step, during which the fibre plate 18 or the stack 20 is thermo-compressed in a mold 16, so as to produce the component 12, having in particular a non-planar shape.

[0045] In this description, the term “binder” should be understood as an element enabling cohesion of the nonwoven layer 14, such as a binding material and / or a matrix.

[0046] In particular, the cut and stacked fiber plates 18 are welded together in the stacking step, so that the stack 20 is a single piece. This facilitates handling of the stack 20 for the purpose of carrying out the compression step d).

[0047] In particular, the cut and superimposed fiber plates 18 are assembled by ultrasonic welding, for example at several points, so as to form a stack of variable thickness and in development of the component 12.

[0048] The step in the manufacturing process during which the nonwoven layer 14 is produced may include at least:

[0049] i) a collection step, during which fiber scraps 10, in particular carbon fiber scraps, are recovered;

[0050] ii) a detangling step, during which the fibers 10, in particular the carbon fibers, are detangled and can be mixed with a binder or a binding material;

[0051] iii) a dispersion step, during which a stream of dry air is used to disperse the fibers 10;

[0052] iv) a manufacturing step, during which a fiber mat is produced, the fiber mat comprising the fibers 10, air, and the binder or binding material; and

[0053] v) a calendering step, during which the fibre mat is hot calendered to a temperature greater than or equal to the glass transition temperature of the binder, so as to produce a semi-finished recycling product in the form of a roll of tape or non-woven layer 14.

[0054] Advantageously, at the collection step i), the fiber scraps 10, in particular carbon fibers, result from the cutting of blanks of parts in composite materials in the aeronautical field, such blanks being obtained in particular by weaving carbon fibers in three dimensions using a loom as mentioned above.

[0055] The untangling substep ii) consists of untangling the fibers 10 and, optionally, mixing them with a binder, or a binding agent, particularly at low temperature. The binder may be in the form of particles and / or fibers, for example, of a resin-based thermoplastic type, such as polyethylene (PE), polypropylene (PP), or a PE-PP copolymer.

[0056] The untangling substep ii) may further comprise a mixture of the fibers 10, in particular carbon fibers, with thermoplastic fibers, such as polyetherimides (PEI), poly(phenylene sulfide) (PPS) or polycarbonate (PC).

[0057] Thermoplastic fibers preferably have a glass transition temperature higher than that of the binder.

[0058] The calendering substep iv) is carried out at the glass transition temperature of the binder and is intended not to soften the thermoplastic fibers intended to be softened during a subsequent transformation.

[0059] In the presence of thermoplastic fibers, the semi-finished product can be used to manufacture a finished product after a further transformation, in particular heating to the glass transition temperature of the thermoplastic fibers, such as hot molding of the non-woven strip.

[0060] The dispersion step iii) and the making step iv) of the manufacturing process allow, by means of a flow of dry air, the dispersion of the fibers 10 and the creation of a fiber mat comprising the fibers 10, air and the binder or binding material.

[0061] The calendering step v) then makes it possible to produce the semi-finished recycling product in the form of a roll of non-woven tape 14.

[0062] The non-woven layer 14 preferably has a thickness between 0.1mm and 0.6mm, and preferably between 0.2mm and 0.4mm.

[0063] The nonwoven layer 14 can be associated with a binder or a binding material, in particular a thermoplastic or a thermoset. The thermoplastic binder can, for example, be poly(phenylene sulfide) (PPS), polyetherimides (PEI), polyetheretherketone (PEEK), polycarbonate (PC), polyethersulfone (PESU) and / or polyphenylsulfone (PPSU).

[0064] Thermoplastic fibers preferably have a glass transition or melting temperature higher than that of the binder.

[0065] The non-woven layer 14 can have a surface density between 100g / m2 and 1000g / m2, in particular between 200g / m2 and 600g / m2.

[0066] Fig. 3 includes schematic views illustrating several stages of the manufacturing process according to the invention.

[0067] In particular, [Fig.3] illustrates in a very schematic way the various stages of the manufacturing process from the production stage a) to the compression stage d).

[0068] Images 3a and 3b show the implementation step a) of the manufacturing process.

[0069] Figure 3b further shows the consolidation step b), during which the The fiber plate 18 is consolidated and obtained from the fiber scraps 10. The consolidation preferably takes place by heating the nonwoven layer 14 beyond the glass transition temperature or the melting temperature of the binder.

[0070] The mass fiber content of the fiber plate 18 is between 40% and 60%, in particular between 45% and 55%, in particular approximately 50%.

[0071] Image 3c illustrates the cutting step c), in particular a cutting of the fibre plate 18 and, optionally, a superposition of several fibre plates 18 or several pieces of cut fibre plates to form the stack 20 by assembling them together.

[0072] The 3D image illustrates an intermediate heating step of the fiber plate 18 or the stack 20, in order to soften the fiber plate 18 or the stack 20. Such heating can be carried out at a temperature equal to or greater than the glass or melting temperature of the binder. The fiber plate 18 or the stack 20 can be heated by conduction through the mold 16. Alternatively, the fiber plate 18 or the stack 20 can be heated by infrared or ceramic convection.

[0073] Image 3e illustrates the compression step d) consisting of introducing the fiber plate 18 or the stack 20 into the mold 16, in order to undergo thermocompression.

[0074] Conventionally, the mold 16 comprises two parts, respectively an upper part 16a and a lower part 16b, between which the fiber plate 18 or the stack 20 is placed. The upper part 16a and the lower part 16b include cavities for forming the component 12. The heated and flexible fiber plate 18 or stack 20 is pressed into the mold when the mold 16 is closed. As a result, the fiber plate 18 or stack 20 is reconsolidated into a shaped part.

[0075] The mold 16 can be temperature regulated, in particular to a temperature lower than the solidification temperature of the polymeric matrices.

[0076] Fig. 4 is a schematic perspective view of component 12 for an aircraft cockpit layout, manufactured by the manufacturing process according to the invention.

[0077] More particularly, as can be seen in [Fig.4], component 12 has a non-planar shape, in particular a complex three-dimensional shape.

[0078] The mold 16 is preferably configured to form at least one variable thickness, rib, groove and / or hole in the component:

[0079] In a particular case, an insert may be intended to be fixed to component 12. For this purpose, the insert is previously positioned in the mold 16, before the consolidation step b).

[0080] Image 3f illustrates a stamping or deep drawing step.

[0081] Optionally, the manufacturing process according to the invention may include an overmolding step, during which component 12 is, at least in part, overmolded.

[0082] The overmolding step can be carried out with an injection polymer of the same nature as the polymer used as a binder or binding material for the fiber plate 18 or the stack 20.

[0083] The overmolding step can be carried out during the compression step d) or after the compression step d).

[0084] The present invention offers several advantages, including: - a reduction in material losses (particularly carbon fibers) during the composite manufacturing cycle in the aeronautical sector, - recycling this material for interior components of an aircraft, such as airplane seats, - a reduction in the mass of the resulting interior fittings and, consequently, a reduction in the carbon footprint associated with air transport, - etc.

Claims

Demands

1. A method for manufacturing a component (12), in particular for an aircraft cabin interior, especially for an aircraft cabin seat, comprising at least: a. a fabrication step, during which at least one nonwoven layer (14) comprising randomly oriented fiber scraps (10) impregnated with at least one binder is produced; b. a consolidation step, during which the nonwoven layer (14) is consolidated, so as to obtain at least one fiber sheet (18); c. a cutting step, during which the sheet (18) is cut; and optionally, a stacking step, during which several cut fiber sheets (18) are stacked and assembled together, so as to form a stack (20); and a.a compression step, during which the fibre plate (18) or stack (20) is thermo-compressed in a mold (16), so as to produce a component (12) having a non-planar shape.

2. A manufacturing method according to claim 1, wherein the fiber plate (18) or stack (20) is heated by infrared or ceramic convection.

3. A manufacturing method according to claim 1 or 2, wherein the fibre plate (18) and / or the stack (20) is heated to a temperature greater than or equal to the glass transition or melting temperature of the binder.

4. A manufacturing method according to any one of the preceding claims, wherein the mold (16) is configured to form at least one variable thickness, rib, groove and / or hole.

5. A manufacturing method according to any one of the preceding claims, wherein the mold (16) is regulated at a temperature, in particular at a temperature lower than a solidification temperature of the binder.

6. A manufacturing method according to any one of the preceding claims, wherein an insert for attachment to the component (14) is previously positioned in the mold (16) before the compression step d).

7. A manufacturing method according to any one of the preceding claims, wherein the binder is poly(phenylene sulfide) (PPS), polyetherimides (PEI), polyetheretherketone (PEEK), polycarbonate (PC), polyethersulfone (PESU) and / or polyphenylsulfone (PPSU)

8. A manufacturing method according to any one of the preceding claims, wherein the compression step d) comprises and / or is followed by an overmolding step of the component (12).

9. A manufacturing method according to any one of the preceding claims, wherein the cut and layered fibre plates (18) are joined by welding, in particular ultrasonic welding, in particular spot welding, to each other at the layering stage, so that the stack (20) is monobloc.

10. Component (12), in particular for an aircraft cockpit fitting, in particular for an aircraft cockpit seat, characterized in that component (12) is obtained by a manufacturing process according to any one of the preceding claims.

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