Method for installing an aircraft door with prior determination of values for adjusting and optimizing the position of the door

Abstract

The invention relates to a method for installing an aircraft door (2) positioned and connected to a door frame (1e) by a door arm (3), these being equipped with position-adjustable interfaces distributed between leader elements (4) and follower elements (5), the installation of the door taking place by way of the following steps - independently measuring geometric data of the door (2) and of the door frame (1e); - digitally modeling the door (2) and its door frame (1e); - determining values for adjusting the leader elements (4); - setting the adjusting values of the follower elements (5) accordingly, and - installing the door (2) in its door frame (1e) by mounting the door (2) and applying the adjusting values to the adjustable interfaces.

Description

[0001] DESCRIPTION

[0002] AIRCRAFT DOOR INSTALLATION PROCESS WITH ADVANCE DETERMINATION OF ADJUSTMENT VALUES AND OPTIMIZATION OF THE DOOR POSITION

[0003] TECHNICAL FIELD

[0004] The invention relates to a method for installing a door in an aircraft in a minimized time by anticipating the adjustments. More particularly, the present invention relates to semi-plug type doors. These doors present a great complexity of adjustments during their installation in the door frame. The door adjustments encompass all the adjustments made to the devices for attaching the door to the aircraft and which make it possible to obtain an optimal aerodynamic and functional positioning, i.e. an alignment of this door with the fuselage of the aircraft while remaining operable and capable of resisting pressure forces. Semi-plug doors are doors intended to be opened and closed, and which, when closed, are kept resting on their frame by the air pressure inside the aircraft.

[0005] PRIOR ART

[0006] The aircraft cabin opening devices known and described in particular in patent application US2022 / 0348304A1 generally comprise:

[0007] - a door frame fixed to the fuselage of the aircraft, this frame defining an opening in the fuselage;

[0008] - a door having an external wall, the door being movable between an open position in which the fuselage opening is free and a closed position in which the fuselage opening is closed;

[0009] - a door arm that connects the door to the door frame and supports the door as it moves between the closed position and the open position, and

[0010] - means for adjusting the positioning of the door relative to the door frame, in particular to align the external wall of the door with the aircraft fuselage. The adjustment means generally consist of adjustment elements between the arm and the door, between the arm and the fuselage, between the door and the fuselage. A simple solution used in recent concepts is composed of:

[0011] - a hinge between the door arm and the frame, this hinge having an adjustment device allowing the door to move in three translations Tx, Ty, Tz and two rotations Rx, Ry, with reference to a standard reference OXYZ;

[0012] - pressure relief stops and centering stops installed on the door;

[0013] - at least one kinematic guide roller on the door;

[0014] - fittings opposite the pressure recovery and centering stops installed on the frame;

[0015] - at least one kinematic guide ramp on the frame, one ramp being associated with a kinematic guide roller.

[0016] The adjustment means consist of adjustable elements: their theoretical position on the door or frame has local mobility which allows the position of the door to be refined and adjusted in relation to the frame, the adjustment means then being locked.

[0017] Traditionally, adjustment operations are carried out in a sequential and iterative manner: each adjustment means is adjusted individually, its effect on the door position being evaluated and then validated before moving on to the next adjustment means. However, the position of each adjustment means impacts the other adjustment means: optimal adjustment of the door position then generally requires several iterations of adjustment operations. Optimal adjustment of the door position is considered achieved when all the control measures of the door installation are included in the tolerance thresholds. These adjustment operations are therefore lengthy and involve the participation of qualified and experienced operators.

[0018] The automation of adjustment operations can be controlled by a measuring device between the door and the frame, this device indicating to the operators the values ​​of the control measurements as well as the orientation of the adjustments to be made on the adjustment means. However, the use of such a device requires the installation of additional complex equipment which lengthens the installation time of the door in the aircraft and this device does not make it possible to overcome the sequential and iterative nature of the adjustment operations.

[0019] Patent document DE102020108609A1 describes a removable device for automated optimization of the adjustment of a door stop during aircraft flight tests. However, since this device only optimizes a single stop, a set of such devices is installed and powered on each door of the aircraft to adjust the aircraft doors. In addition, these optimization devices do not allow for the initial adjustment of each door to be dispensed with before installing them in the aircraft.

[0020] STATEMENT OF THE INVENTION

[0021] The main objective of the invention is to reduce the installation times of doors in an aircraft on the assembly line of said aircraft by anticipating the values ​​of the settings, thus simplifying their installation and improving production rates.

[0022] To reduce the installation times of the doors under these conditions, the invention provides for avoiding the iterative steps of the adjustment operations by determining in advance the optimized adjustment values ​​for each means of adjusting the doors on the one hand and the fuselages on the other hand, then fitting the doors to the frames by applying these previously determined optimized adjustments.

[0023] More specifically, the present invention relates to a method for installing a semi-plug type door of a series of doors corresponding to a door standard to be positioned in a door frame creating an opening in an aircraft fuselage, the door being connected to the door frame by a door arm. The door, the door frame and the door arm are equipped with position-adjustable interfaces divided into leading elements and following elements. The installation of the door takes place according to the following steps:

[0024] - independently measure geometric data of doors and door frames;

[0025] - digitally model the door and its frame;

[0026] - determine the adjustment values ​​of the driving elements for optimal positioning of the door in the door frame based on measurements of the geometric data of the door and its frame;

[0027] - conform the setting values ​​of the follower elements to the optimized settings of the leader elements, and

[0028] - install the door in its frame by mounting the door and applying the adjustment values ​​to the adjustable interfaces determined and shaped during the previous steps, this mounting and application of the adjustments being carried out in any order.

[0029] The geometric data of the door and door frame are understood to mean all the geometric parameters of the door and door frame, as well as the distances between the interface elements and their positions. The installation process is therefore advantageously based on actual measured geometric values ​​and not on theoretical values ​​from a pre-established design. The settings thus obtained are therefore consistent with the actual geometry of the door and door frame structure.

[0030] Advantageously, this method also allows for the rapid installation of a door in an aircraft. Indeed, operators can apply the anticipated adjustment values ​​before the door is installed and avoid the need for on-line adjustment and the associated iterative protocol for determining these values. The time saved improves aircraft assembly and production rates.

[0031] Also advantageously, the adjustment values ​​can be applied directly and without evaluating their impact on the door position.

[0032] According to preferred embodiments taken alone or in combination, the following steps are carried out:

[0033] - measurements of the geometric data of the door and the frame are carried out by a laser rangefinder;

[0034] - the measurements of the geometric data of the door and the frame are carried out by a 3D scanner;

[0035] - an additional step of measuring geometric data of other doors and other door frames corresponding to the same door standard;

[0036] - a step of determining the settings of the leading elements and the following elements, corresponding to pairs of doors and door frames whose geometric data are previously measured;

[0037] - a step of rationalization of a door and door frame pair by optimization of the geometric installation of the door in the door frame;

[0038] - a step of determining the positions of the follower elements in the modeling of the door and the door frame;

[0039] - a step of applying the door settings before installing it in the door frame;

[0040] - a step of applying the door frame settings before installing the door;

[0041] - a step of checking the installation of the door;

[0042] - a step of generating a behavioral correction law for the modeling;

[0043] - the correction law applies at least one adjustment matrix to the modeling;

[0044] - the correction law applies a proportional adjustment matrix and a threshold adjustment matrix, the adjustment matrices being obtained by combining laser measurements carried out on at least three areas of the door and at least three areas of the door frame and by comparing these measurements with the modeling, and

[0045] - the control step is followed by a step of adjusting the settings, these adjustments generating a statistical law of improvement of the modeling correction law.

[0046] Advantageously, measuring all doors and door frames of a door standard makes it possible to optimize the installation of doors in frames by combining the doors and frames whose actual geometries are the most complementary as well as by choosing the smallest adjustment values ​​to apply.

[0047] Advantageously, the door installation control step also allows for optimization and improvement of the modeling, which thus becomes more precise in relation to the door and door frame pairs selected, as well as in relation to the adjustments to be applied.

[0048] Also advantageously, applying the adjustments to the door and door frame before installing the door allows for productivity gains on the assembly line by reducing the time required to install the door.

[0049] PRESENTATION OF FIGURES

[0050] Other characteristics and advantages of the invention will emerge from the non-limiting description which follows, with reference to the appended drawings in which:

[0051] [Fig.1] Figure 1 is a schematic representation of an aircraft door in the closed position in a door frame;

[0052] [Fig.2] Figure 2 is a schematic representation of the upper part of an aircraft door in the closed position;

[0053] [Fig.3] Figure 3 is a schematic representation of a door arm installed in a door frame;

[0054] [Fig.4] Figure 4 is a schematic of the steps in the door installation process.

[0055] DETAILED DESCRIPTION

[0056] Figure 1 illustrates a fuselage portion 1 of an aircraft comprising a skin 1a, a front frame 1b, a rear frame 1c and spars 1d. The frames 1b, 1c and the spars 1d as well as the associated skin 1a surround an opening in the skin and form a door frame 1e in which a semi-plug type door 2 is positioned. The door 2 is connected to the door frame 1e by a door arm 3. The semi-plug doors have a panel 2a and pressure recovery stops 5a, which, under the effect of the pressure exerted in the aircraft, come to bear on corresponding pressure recovery stops 5b of the door frame to keep the door closed during the flight phases of the aircraft.

[0057] This door 2 and this door frame 1e correspond to a door standard to be installed in a series of aircraft. In this standard, panel 2a is equipped with stiffeners that stiffen the panel. Thus, a set of doors is manufactured to be mounted in the corresponding aircraft frames. The doors and frames are therefore of similar dimensions but have variations inherent in their manufacture that generate installation defects. The installation of a door requires in particular compliance with installation clearances or tolerances, the purpose of which is to preserve aerodynamic continuity between the skin 1a of the fuselage 1 and the panel 2a of the door 2.

[0058] These installation defects are of two types: "gaps" and "steps". Gaps represent the distance between the fuselage skin 1a and the projection of the door panel 2a in the plane of the skin 1a: it is therefore a clearance. And steps represent the landing between the skin 1a and the panel 2a: it is therefore a measure of the misalignment. The gap and step values ​​vary along the contour of the door and the goal of door installation is to include these values ​​within a tolerance envelope of values. To achieve this, door 2, door frame 1e and door arm 3 are equipped with position-adjustable interfaces, these adjustments allowing misalignments and clearances to be adjusted during installation.An advantage of the present invention is to select a door and door frame pair whose installation will be the most optimum for the aircraft, that is to say whose clearances and misalignments will be minimized.

[0059] The adjustable interfaces are divided into two groups: the leading elements 4 and the following elements 5. The leading elements 4 ensure the position of the door 2 in the door frame 1e, this position minimizing gaps and steps. These leading elements 4 comprise the attachment fasteners 4a and 4b of the door arm on the door frame 1e. These attachment fasteners 4a and 4b, here two in number, form a hinge allowing the door arm 3 to pivot and support the door 2 during its opening and closing in the door frame 1e. The lower attachment fastener 4a has three adjustment axes along the three axes (X, Y, Z) of the reference frame R, these three axes being orthogonal to each other. The upper attachment fastener 4b has two adjustment axes along the two axes (X, Y) of the reference frame R.The combination of the settings of the two attachment fasteners makes it possible to generate movements of door 2 in door frame 1e according to 5 degrees of freedom:.

[0060] - two adjustments in the same direction along the same X or Y axis generating a translation of door 2 in this axis, and

[0061] - two adjustments of opposite direction along the same X or Y axis generating a rotation of the door 2 respectively around the Y or X axis;

[0062] - an adjustment in the Z direction of the lower attachment fixing 4a generating a translation of the door 2 along this axis.

[0063] The Z rotation of door 2 is free and therefore directly modifiable according to the need to open the door, the follower devices will be defined to comply with this need. It is then possible to adjust the position of door 2 in the door frame 1a according to three translations along the X, Y and Z axes and two rotations along the X and Y axes to adjust and minimize the clearances and misalignments.

[0064] The other group of adjustable interfaces, the follower elements 5, comprises in a known manner:

[0065] - the pressure recovery stops 5a, 5b on the door 2 and the door frame 1e respectively;

[0066] - the 5th centering stops on the door and on the door frame;

[0067] - at least one kinematic guide roller on the door, and

[0068] - a kinematic guide ramp on the door frame for each guide roller.

[0069] In the exemplary embodiment of the door standard illustrated in Figure 1 and Figure 2, the front 1 b and rear 1 c frames of the door frame 1 e each have six pressure relief stops 5 b, the door also having pressure relief stops 5 a facing each other, as well as two centering stops 5 e. The pressure relief stops of the door frame 1 e rest on those of the door 2, preventing the door 2 from passing through the door frame 1 e. According to other door standards, the number of pressure relief and centering stops may be variable.

[0070] Furthermore, during the flight phases, the aircraft cabin is pressurized: the air pressure in the cabin is then higher than the air pressure outside the aircraft. Door 2 is therefore pushed towards the outside of the cabin and presses more heavily on the pressure recovery stops of the door frame 1e. When door 2 is closed and the aircraft cabin is pressurized, door 2 is blocked against the door frame 1e and therefore cannot be opened, advantageously improving safety conditions.

[0071] In addition, two rollers 5c and two kinematic guide ramps 5d allow a release of the door 2 when it opens and an engagement of the door 2 when it closes. These two kinematic guide devices are positioned respectively on the top 2b of the door 2 and on the bottom of the rear frame 1c and allow a controlled movement of the door 2. Alternatively, any position of the kinematic guide devices can be implemented according to the kinematics of the release of the door, this release of the door being allowed by the disengagement of the stops. Figure 2 shows the roller and the kinematic guide ramp positioned on the top 2b of the door 2 in the closed position.

[0072] Figure 3 illustrates the attachments 4a and 4b of the door arm 3 on the front frame 1b of the door frame 1e and shows in particular the adjustment axes along X and Y. The adjustment axes along Z are located on the other side of the front frame 1b and are hidden by the perspective of the figure.

[0073] Figure 4 shows the steps of the installation process of door 2 in its door frame 1e:

[0074] - a step 11 which independently measures the geometric data of the door 2 and the door frame 1e, in fact, the door 2 and the door frame 1e being generally manufactured on different production lines; - a step 12a of geometric digital modeling of the door 2 and its frame 1e;

[0075] - a step 12b of behavioral modeling of door 2 and its frame 1e;

[0076] - a step 13 of determining the adjustment values ​​of the driving elements 4 for optimal positioning of the door 2 in the door frame 1e, based on the measurements of step 11;

[0077] - a step 14 of conforming the adjustment values ​​of the follower elements 5, according to the optimized adjustments of the lead elements 4, this conformation step making it possible to adapt the adjustment values ​​of the follower elements 5 to the position of the door 2 resulting from the adjustments of the lead elements 4;

[0078] - a step 16a and a step 16b of applying the adjustment values ​​to the interfaces determined and shaped during steps 13 and 14 in door 2 and door frame 1e respectively, and

[0079] - step 17 of mounting door 2 in its door frame.

[0080] Alternatively, assembly step 17 may be performed before steps 16a and 16b of applying the adjustment values ​​depending on the progress of the aircraft assembly.

[0081] It is recalled that by "geometric data" of door 2 and door frame 1e, we mean all the geometric parameters of door 2 and door frame 1e, as well as the distances between the adjustable interface elements and their positions.

[0082] Preferably, the optimization of the settings of the leading elements 4 and the conformation of the following elements 5 are carried out by algorithms for processing the digital data of the models of the door 2 and the door frame 1e, in order to maximize the time saving. Alternatively, the optimization and conformation can be carried out on molded or 3D printed models.

[0083] According to preferred embodiments, the measurements of step 11 are performed by a laser rangefinder. Alternatively, the measurements of the geometric data of the door and the frame can be performed by a 3D scanner.

[0084] This installation process makes it possible to optimize the installation of doors of the same standard by measuring in a step 11a the geometric data of a set of doors and door frames to then determine which doors and door frames have the most complementary real geometries and which allow for optimum clearance and misalignment values.

[0085] The doors and door frames measured in step 11a are also modeled in steps 12a and 12b to then determine the settings of their leading elements according to steps 13a, 13b, ..., 13n and conform the settings of their following elements according to steps 14a, 14b, ..., 14n, "n" corresponding to the number of possible door-frame pairs.

[0086] A rationalization step 15 then makes it possible to select a door and door frame pair which optimizes the geometric installation, i.e. the clearance and misalignment values, of the door in the door frame before applying the adjustments obtained previously in steps 16a and 16b to the door and the door frame respectively.

[0087] The conformation step determines the values ​​of the settings of the follower elements 5 as a function of the settings of the lead elements 4 and as a function of their predetermined position in the design of the door and the door frame.

[0088] Behavioral modeling is based on a constitutive law that uses the mechanical principles of rigid bodies. To refine the behavioral modeling and take into account, for example, elastic and nonlinear phenomena, this constitutive law can be refined by a correction law. This correction law is obtained by combining laser measurements taken on at least three points of the door and on at least three points of the door frame for at least two values ​​of each leading adjustment element. The measurements of the door positions are then compared to those obtained with the constitutive law in the numerical modeling.

[0089] The correction law applies two adjustment matrices to the behavior law. A first matrix, called the proportional matrix, proportionally corrects the adjustment values, this matrix being completely filled and including in particular non-diagonal crossed coefficients. The second matrix, called the threshold matrix, applies a fixed correction to take into account threshold or offset effects. The terms of these two matrices are obtained by minimizing by iteration the difference between the laser measurements of the door positions and the prediction of these same door positions in the numerical model whose behavior law incorporates the attempted corrections.

[0090] Alternatively, behavior modeling can be more complex by using the mechanical principles of flexible bodies. In this approach, specific tests are used to obtain the stiffnesses to be introduced into the model. This approach can also be supplemented by adding correction coefficients to the defined stiffnesses in order to minimize the difference between the measurements and the model. A comparison between modeling using the principles of flexible bodies and modeling using the principles of rigid bodies also makes it possible to determine a correction law for the first approach. The optional control step 18 ensures the quality of the installation by checking and measuring that all clearances are within the authorized tolerances.This control step can be followed by an additional adjustment step of the settings, the variations in settings noted then feeding a database generating a statistical law which improves the correction law of the behavioral modeling.

Claims

CLAIMS 1. Method for installing a semi-plug type door (2) of a series of doors corresponding to a door standard to be positioned in a door frame (1e) creating an opening in an aircraft fuselage (1), the door (2) being connected to the door frame (1e) by a door arm (3), this door (2), the door frame (1e) and the door arm (3) being equipped with position-adjustable interfaces divided into leading elements (4) and following elements (5), the installation of the door taking place according to the following steps - independently measure geometric data of the door (2) and the door frame (1e); - digitally model the door (2) and its door frame (1e); - determining adjustment values ​​of the driving elements (4) for optimal positioning of the door (2) in the door frame (1e) based on measurements of the geometric data of the door (2) and its door frame (1e); - conforming the setting values ​​of the follower elements (5) according to the optimized settings of the leader elements (4), and - install the door (2) in its door frame (1e) by mounting the door (2) and by applying the adjustment values ​​to the adjustable interfaces determined and shaped during the previous steps, this mounting and this application of the adjustments being carried out in any order.

2. Installation method according to claim 1, characterized in that the measurements of the geometric data of the door (2) and the door frame (1e) are carried out by a laser rangefinder.

3. Installation method according to claim 1, characterized in that the measurements of the geometric data of the door (2) are carried out by a 3D scanner.

4. Installation method according to any one of claims 1 to 3, characterized in that it comprises an additional step of measuring the geometric data of other doors and other door frames corresponding to the same door standard.

5. Installation method according to claim 4, characterized in that it comprises a step of determining settings of the leading elements (4) and the following elements (5) corresponding to pairs of doors and door frames whose geometric data have been previously measured.

6. Installation method according to claim 5, characterized in that it comprises a step of rationalizing a door and door frame pair optimizing the geometric installation of the door in the door frame.

7. Installation method according to any one of claims 1 to 6, characterized in that it comprises a step of determining the positions of the follower elements (5) in the modeling of the door and the door frame.

8. Installation method according to any one of claims 1 to 7, characterized in that it comprises a step of applying the adjustments to the door (2) before its installation in the door frame (1e).

9. Installation method according to any one of claims 1 to 8, characterized in that it comprises a step of applying the adjustments to the door frame (1e) before installing the door (2).

10. Installation method according to any one of claims 1 to 9, characterized in that it comprises a step of checking the installation of the door (2).

11. Installation method according to any one of claims 1 to 10, characterized in that it comprises a step of generating a modeling correction law.

12. Installation method according to claim 11, characterized in that the correction law applies at least one adjustment matrix to the modeling.

13. Installation method according to claim 12, characterized in that the correction law applies a proportional adjustment matrix and a threshold adjustment matrix, the adjustment matrices being obtained by combining laser measurements carried out on at least three zones of the door (2) and at least three zones of the door frame (1e) and by comparing these measurements with the modeling.

14. Installation method according to any one of claims 11 to 13 in combination with claim 10, characterized in that the control step is followed by a step of adjusting the settings, these adjustments generating a statistical law for improving the modeling correction law.

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