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WO1987003265A1 - Procede de dessin et de construction d'aeronefs de dimensions graduees - Google Patents

Procede de dessin et de construction d'aeronefs de dimensions graduees Download PDF

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Publication number
WO1987003265A1
WO1987003265A1 PCT/US1986/001324 US8601324W WO8703265A1 WO 1987003265 A1 WO1987003265 A1 WO 1987003265A1 US 8601324 W US8601324 W US 8601324W WO 8703265 A1 WO8703265 A1 WO 8703265A1
Authority
WO
WIPO (PCT)
Prior art keywords
designing
model
graduated
models
size
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1986/001324
Other languages
English (en)
Inventor
William W. Fox
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Fox Brothers LP
Original Assignee
Fox Brothers LP
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from PCT/US1985/002284 external-priority patent/WO1986003172A1/fr
Application filed by Fox Brothers LP filed Critical Fox Brothers LP
Priority to BR8606990A priority Critical patent/BR8606990A/pt
Priority to HU863545A priority patent/HUT47487A/hu
Priority to NO864609A priority patent/NO864609L/no
Publication of WO1987003265A1 publication Critical patent/WO1987003265A1/fr
Priority to FI873214A priority patent/FI873214A7/fi
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C2001/0045—Fuselages characterised by special shapes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C2001/0054—Fuselage structures substantially made from particular materials
    • B64C2001/0072—Fuselage structures substantially made from particular materials from composite materials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C2211/00—Modular constructions of airplanes or helicopters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/10—Drag reduction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/40—Weight reduction

Definitions

  • the present invention relates to design and construction methods for aircraft, and especially to those aimed at building a size-graduated series of aircraft having a consistent scale relationship between aircraft of different sizes resulting in a minimum of development and production costs.
  • the first objective of the present invention is to reduce aircraft development and certification costs by utilizing a graduated aircraft design approach to produce a series of individual point designs for a wide variety of different size aircraft that all look alike, fly alike and perform alike because each model is a scale equivalent of other models in the series with respect to airfoil shape and configuration.
  • Models of a series utilize unique cabin arrangements and propulsion systems selected to match the specific mission requirements for each particular model.
  • the second objective of the invention is to reduce aircraft manufacturing costs by the utilization of a universal tooling concept wherein the airframe parts, materials and components can be made and assembled into a completed airframe for each model in the size-graduated series of aircraft from one set of tooling.
  • Figure 1 is a perspective view of a forward- swept wing airframe
  • Figure 2A is a top plan view of an airframe according to the best embodiment of the invention.
  • Figure 2B is a side elevated view thereof
  • Figure 2C is a front elevational view thereof
  • Figure 3 is a graph of the wing area vs. wing span for various airframe models;
  • Figure 4 is a general flow diagram of the claimed process;
  • FIGS 5A through 5D illustrates various airframe designs built according to the invention
  • Figure 6 is a top-plan view of various superimposed airfoils of the same design
  • Figure 7 is a perspective view of an airfoil mandrel.
  • Figure 8 is a perspective view of mandrel elements
  • Figure 9 is a perspective view of a segment of an airfoil with a cut-away section disclosing the internal structure
  • Figure 10 is a diagra atical view of various size-graduated fuselages; and Figure 11 is a flow diagram of the entire process.
  • Fig. 1 illustrates a "High-Tech" airframe design 11 of the future with a forward-swept wing 12, a nose-mounted airfoil or canard 13 and conventional vertical airfoil 14 which is currently being flight-tested as a Research and Development Fighter Model for the U.S. government.
  • Fig. 2 characterized by an aft-fuselage-mounted forward- swept wing 12, an aft-swept. forward-mounted horizontal airfoil (canard) 13 and vertical airfoil 14 allows full implementation of the graduated design and contruction techniques which comprise the instant invention.
  • canard horizontal airfoil
  • vertical airfoil 14 allows full implementation of the graduated design and contruction techniques which comprise the instant invention.
  • aerodynamic and safety advantages which are inherent in this configuration.
  • the forward-swept wing has several aerodynamic advantages well-known in the art. Adverse yaw while banking, as well as the tendency to roll while side-slipping are both greatly reduced or altogether eliminated.
  • the forward-swept wing combined with aft-mounted power make possible the exclusion of all fuel and fuel lines from the crew and passenger areas of the fuselage envelope-
  • canards lifting surfaces mounted forward of the main wing
  • a canard horizontal airfoil contributes to an aircraft's lift system while a conventional horizontal airfoil subtracts from an aircraft's lift system.
  • the canard 13 will eliminate "deep stall" problems because it is never in the wake of the main wing airfoil.
  • the canard creates high-energy vortices that wash over the center section of the main wing, delaying boundary separation in airflow over that section, therefore delaying a stall of that section.
  • the canard's fixed angle of attack is greater than that of the aft-mounted wing, the canard will stall first- causing the nose of the aircraft to drop before the aft-mounted wing reaches its critical angle of attack. Since low altitude stalls are the single largest cause of fatal civil aviation crashes, an aircraft utilizing a canard-type horizontal surface offers an important safety advantage over the aircraft of conventional design.
  • Fig. 2 is especially suited for far-aft-mounted engines, with maximum safety in the event of a powerplant-related fire, since flames and other hot gasses cannot impinge directly on the primary aircraft structure - but are dissipated in the free airstream.
  • the forward-swept, aft-mounted wing 12 of the ideal configuration of Fig. 2 can accommodate leading edge flaps or slats 15A and full-span flaps 15B to improve the coefficient of lift for shorter takeoff and landing characteristics if the mission requirements of a specific model so dictate. Lateral control can be achieved through the use of spoilers 15, conventional ailerons not shown, or by differential use of the wing flaps 15.
  • the canard airfoil 13- mounted on the forward fuselage provides the necessary longitudinal stability and control.
  • Longitudinal control can be obtained by means of conventional elevator 17 or by movement of the entire surface as a slab.
  • Longitudinal trim can be achieved by means of a conventional trim tab 19 or by trimming the stabilizer surface 13.
  • the vertical airfoil 14 mounted on the aft-end of the fuselage provides the necessary directional stability and control.
  • Directional control is achieved through the use of a conventional rudder 19 and directional trim is achieved by means of a conventional trim tab 20.
  • the size-graduated design method is illustrated in Fig. 3 with a graph of wing area vs. wing span for an aspect of ten.
  • Points A through D represent conceptual wing areas and wing spans for single-engine models of two, four, six and eight- place capacity, respectively.
  • Points E through H represent conceptual wing areas and wing spans for twin-engine models of six to ten, eighteen, thirty- three and fifty-six-place capacity, respectively.
  • Points I through L represent conceptual wing areas and wing spans for multi-engine models of one hundred eight, one hundred sixty-one, two hundred fifty-six and five hundred fifty-place capacity respectively.
  • the high-aspect-ratio, forward-swept main wing 12 must be constructed of "state-of-the-art" composite materials.
  • construction of the entire aircraft from composite materials offers the advantages of greatly reduced weight and drag as compared to a conventionally constructed aircraft of comparable size utilizing aluminum structure.
  • the inherent high strength per unit of weight for composite materials permits the construction of a "high-G", crash-resistant, cabin structure for improved crash-worthiness without an excessive weight penalty. Additional reinforcement would always be added to the structural elements of the airframes in the area of increased stress as they increase in size.
  • Figure 5A shows a single-engine aircraft design for military or general aviation.
  • Figures 5B through 5D show various designs of multi-engine aircrafts comparable in size and capacity up to the largest airliners presently in use.
  • the design team can take maximum advantage of the time-and-material savings offered by the method. Let us- for example- consider the design and fabrication of the main wing airfoil 12 for a series of models M , M ...
  • the size overlap allows for the manufacture of universal tooling which can be used over the whole spectrum of size-graduated models. This requires that the universal tooling be able to accommodate the root cord 34 of the largest airfoil 31 as well as the tip cord 35 of the smallest one 33.
  • Such tooling is particularly efficient in cases where the plant forms, profiles and general arrangements of the airfoils are exact scaled versions from one model to another.
  • a tool common to all models may be provided with both fixed and incrementally variable dimensions or with stop points as determined by the detail designs of each specific model.
  • An example of a part of such tooling is shown in Figure 7 in the form of a mandrel 36.
  • the mandrel 36 is made from a series of elements 37 of various shapes and sizes which can be strung or daisy-chained on a shaft 38 to create a form suitable for molding the- outer skin panels of the airfoils, 31, 32, 33.
  • the mandrel could also be used as a pattern to cut the sheets of composite material used in the fabrication of the skin panels.
  • Figure 8 illustrates other size-graduated elements 39, 40 which could be substituted for some of the elements 37 shown assembled in Figure 7 in order to scale the mandrel to the size corresponding to a smaller model of the series.
  • Figure 9 illustrates the internal structure of an airfoil 41 according to state-of-the-art assembly techniques, using components made from composite materials.
  • the longitudinal support is provided by a pair of spars 42, 43 which are sized and tapered to run the whole length of the airfoil 41.
  • a set of size-graduated ribs or bulkheads 43 are mounted between the spars 42, 43 to define the airfoil upper and lower profiles.
  • Leading edge ribs 44 and trailing edge ribs 45 similarly size- graduated, prolong the ribs or bulkheads 43 on the outer sides of the spars.
  • the skin panels or shroud 46 is laid over this infrastructure.
  • a flap 15B is shown behind the trailing rib 45.
  • the design team should compute 22 the first run sizes of all the components, then group 23 those components which have close dimensions, and calculate 25 a median or average set of dimensions for a new component which can be substituted for the whole group. It may be necessary to adjust the position or dimensions of some of the other parts in order to accommodate the compromise. For instance, it may be necessary to slightly change the spacing between two bulkheads or shift the position of all bulkheads within the airfoil.
  • the spars 42, 43 may be made by extrusion or forging with numerically-controlled machinery. It will be convenient for the programmers of this machinery to prepare sets of instructions in the form of computer programs or other machines' readable devices to cause the manufacture of spars with such charicteristics that they can be used in the construction of various models and airframe designs with nominal adjustments. The number and size of dies and molds can therefore be reduced as well as the overall number and sizes of components necessary to assemble the whole series of airframes. Once the necessary tooling has been manufactured 28, kits of components are produced 29.
  • the degree of reuseability of the set of universal tooling for airfoil surfaces is dictated by the magnitude of step increases in size from one model to the next. As the length and width of an airfoil increase, required design loads are also increased. To handle the additional forces to which the larger airfoil structure will be subjected to, it will be necessary, in the case of an airfoil manufactured of composite materials, to increase the reinforcing material in the composite matrix.
  • the cross-sectional area of the load-supporting elements such as- spars or stressed skin will require augmentation over the length of the span.
  • Figure 11 further illustrates the general methodology of the invention.
  • the detailing phase 55 of the process is undertaken.
  • the specific lay-outs are created for each model in the series.
  • This step also yields the control dimensions for the incrementally variable but overlaping elements of the universal tooling to be utilized to build the aircraft.
  • the Material Section 59 for each detail part 60, 61 and 62 and the Tooling Method 64 far the manufacturing and assembly of all detail parts 65, 66 and 67 are determined for each model in the series.
  • Steps 55 through 67 are an iterative process that assures the least reasonable cost for each part and each assembly for each model in the series.
  • the feedback loops 63 and 68 are shown following items 60, 61 and 62 and 65, 66 and 67 respectively. The action is accomplished via tradeoff studies to assure that a reasonable optimal cost has been achieved for fabrication of each part and its assembly.
  • Tooling Detail Design 69 is then accomplished for the unique tools of each model 70 and 71 and for the common tools for all models 72.
  • the variable but overlaping dimensions of these fabrication and assembly tools become finite at this stage of the process.
  • the mold for the composite material skin must have the length and cross section from the airfoil tip Gord
  • Sheet metal parts are usually formed on a hydro-press, drop hammer or the equivalent. Each part requires a unique set of forming dies. Skins and fairings are usually formed on a stretch-press and each unique part requires an individual set of dies. These types of cord-wise parts derive their cost benefit from the instant invention by their multiple reuse from one model to the next where there is an overlap in size.
  • Formed spar rails can be made from a universal tool having the requried dimensions to make parts that span from tip cord of the smallest airframe (tc ) to the root cord for
  • Machined spar rails, spars and skins are all made on computer-controlled milling machines.
  • the cost benefits of the instant invention requires that the milling head be universal and designed to run from tc to re with stops programmed at tc , I n 2 tc —tc and re , re and re . The exact
  • the skin and spar molds are universal in nature and span from tc to re with stops at tc ,
  • Assembly and mating fixtures must be designed to be universal in nature for use- with appropriate locators, to accommodate all the parts for each and every model in the series spanning from tc to re .
  • Airframes 84 for each specific model 75, 76, and 77 and 80, 81 and 82 and 85, 86 and 87 respectively are all accomplished using state-of-the-art factory practices well known to the experienced aircraft technician and do not require further disclosure, i.e., composite material parts and assemblies can be tooled and manufactured by the well-known "FIBERITE" process as described in their copyrighted 1985 brochures.
  • Feedback loops 78, 83 and 88 are provided following steps 75, 76 and 77 and 80, 81 and 82 and 85, 86 and 87 respectively as shown on the flow diagram to compensate for incomplete information and prior erroneous decisions. While the preferred embodiment of the invention has been disclosed, other embodiments may be devised and modifications made within the spirit of the invention and within the scope of the appended claims.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Moulding By Coating Moulds (AREA)
  • Diaphragms For Electromechanical Transducers (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Compounds Of Unknown Constitution (AREA)

Abstract

Dans un procédé de dessin et de construction pour une série graduée d'aéronefs de dimensions différentes, les coûts de développement sont minimisés en maintenant une configuration homothétique d'un modèle à l'autre et les coûts de production sont minimisés en utilisant un principe d'outillage universel pour la fabrication des éléments, des sous-ensembles et des composants des structures des aéronefs. Chaque modèle (M11, M12 ... M1n) d'une série d'éléments de dimensions graduées, tels que les profils d'ailes principaux (31, 32, 33), est conçu avec des caractéristiques et des dimensions de recouvrement similaires. Un assortiment commun d'outils pour la construction des ces éléments est fabriqué, de façon à s'adapter aux éléments ayant les plus grandes dimensions, tels que la corde de base (34) du plus grand profil d'aile (31), ainsi qu'aux éléments ayant les dimensions les plus petites, tels que la corde d'extrémité (35) du plus petit profil d'aile (33). La conservation d'une homothétie constante entre les profils d'ailes, les profils horizontaux et verticaux des différents modèles pour une série d'aéronefs de dimensions graduées fabriqués par un constructeur donné et le maintien de coefficients de rigidité de flexion et de torsion structuraux constants d'un modèle à l'autre permettent d'obtenir des qualités et des performances de vol constantes, dans la mesure où les rapports entre la poussée et le poids sont également maintenus constants d'un modèle à l'autre pour toute la série d'aéronefs de dimensions graduées fabriqués par un constructeur donné. Le principe d'outillage universel prévoit un assortiment d'outils destinés à être utilisés par un constructeur donné pour la fabrication de tous les éléments et pour l'assemblage desdites parties, des matériaux et des composants entrant dans les structures complètes des aéronefs pour chaque modèle dans une série d'aéronefs de dimensions graduées d'un constructeur donné.
PCT/US1986/001324 1984-11-23 1986-06-20 Procede de dessin et de construction d'aeronefs de dimensions graduees Ceased WO1987003265A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
BR8606990A BR8606990A (pt) 1984-11-23 1986-06-20 Desenho graduado de aeronaves e metodo de construcao
HU863545A HUT47487A (en) 1985-11-22 1986-06-20 Method for economic constructing and manufacturing series of airframes according to size scale
NO864609A NO864609L (no) 1985-11-22 1986-11-19 Fremgangsmaate for stoerrelses-gradert konstruksjon av luftfartoeyer.
FI873214A FI873214A7 (fi) 1985-11-22 1987-07-22 Foerfarande foer planering och konstruktion av flygplan av gradvis olika storlek.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PCT/US1985/002284 WO1986003172A1 (fr) 1984-11-23 1985-11-22 Conception graduee d'aeronefs et procede de construction
USPCT/US85/02284 1985-11-22

Publications (1)

Publication Number Publication Date
WO1987003265A1 true WO1987003265A1 (fr) 1987-06-04

Family

ID=22188946

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1986/001324 Ceased WO1987003265A1 (fr) 1984-11-23 1986-06-20 Procede de dessin et de construction d'aeronefs de dimensions graduees

Country Status (5)

Country Link
EP (1) EP0247063A4 (fr)
JP (1) JPS63501787A (fr)
AU (1) AU587058B2 (fr)
HU (1) HUT47487A (fr)
WO (1) WO1987003265A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2328918A (en) * 1997-09-04 1999-03-10 British Aerospace Selecting modules to produce aircraft variants

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106843153B (zh) * 2017-03-13 2019-02-26 西北工业大学 面向工艺方案的可重用数控工艺映射方法

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1524059A (en) * 1923-07-03 1925-01-27 Bertram P Scott Template for making organ pipes
GB515562A (en) * 1938-07-01 1939-12-07 Fairey Aviat Co Ltd Improvements in or relating to the structure of aircraft
US2417189A (en) * 1942-07-27 1947-03-11 Cornelius Aircraft Corp Tailless airplane
US2639876A (en) * 1947-09-03 1953-05-26 Misfeldt Charles Clayton Molded structure
US2666933A (en) * 1954-01-26 Sectional boat
FR1059020A (fr) * 1952-04-05 1954-03-22 Machine volante perfectionnée
US2973170A (en) * 1957-06-27 1961-02-28 Clarence J Rodman Wing structure
US3604077A (en) * 1968-12-18 1971-09-14 Sea Ferro Inc Apparatus for making molded bodies
US3887952A (en) * 1973-12-03 1975-06-10 Jr Frank S Nicoll Modular constructed fiberglass reinforced paperboard boat
US4417708A (en) * 1982-05-12 1983-11-29 Grumman Aerospace Corporation Interchangeable wing aircraft

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1380288A (fr) * 1964-01-24 1964-11-27 Hirtenberger Patronen Corps aérien constitué par l'assemblage d'un grand nombre d'éléments de base de section aérodynamique ayant la forme de barres ou de tubes
US3640491A (en) * 1970-04-15 1972-02-08 Robert R Harrison Airplane construction frame
AU5207386A (en) * 1984-11-23 1986-06-18 Fox Brothers Limited Partnership Graduated aircraft design and construction method

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2666933A (en) * 1954-01-26 Sectional boat
US1524059A (en) * 1923-07-03 1925-01-27 Bertram P Scott Template for making organ pipes
GB515562A (en) * 1938-07-01 1939-12-07 Fairey Aviat Co Ltd Improvements in or relating to the structure of aircraft
US2417189A (en) * 1942-07-27 1947-03-11 Cornelius Aircraft Corp Tailless airplane
US2639876A (en) * 1947-09-03 1953-05-26 Misfeldt Charles Clayton Molded structure
FR1059020A (fr) * 1952-04-05 1954-03-22 Machine volante perfectionnée
US2973170A (en) * 1957-06-27 1961-02-28 Clarence J Rodman Wing structure
US3604077A (en) * 1968-12-18 1971-09-14 Sea Ferro Inc Apparatus for making molded bodies
US3887952A (en) * 1973-12-03 1975-06-10 Jr Frank S Nicoll Modular constructed fiberglass reinforced paperboard boat
US4417708A (en) * 1982-05-12 1983-11-29 Grumman Aerospace Corporation Interchangeable wing aircraft

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2328918A (en) * 1997-09-04 1999-03-10 British Aerospace Selecting modules to produce aircraft variants
US6065720A (en) * 1997-09-04 2000-05-23 British Aerospace Public Limited Company Manufacture of aircraft

Also Published As

Publication number Publication date
AU587058B2 (en) 1989-08-03
EP0247063A1 (fr) 1987-12-02
EP0247063A4 (fr) 1989-02-22
AU6140386A (en) 1987-07-01
JPS63501787A (ja) 1988-07-21
HUT47487A (en) 1989-03-28

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