Monolithic structure with redundant load paths

FIELD OF THE INVENTION

The invention relates to a pressure bulkhead according to the preamble of claim 1, as known from <patcit id="pcit0001" dnum="US5143276A"><text>US 5143276 A</text></patcit>.

BACKGROUND OF THE INVENTION

Primary load-bearing structures in aircraft are typically fabricated from a number of discrete parts that are joined together, as by welding, riveting, or other processes, to form the desired structure. The transfer of loads from one part to adjoining parts within the assembly is determined by the joining techniques used, and considerable effort is often invested in analyzing such load transfers and designing the structure to optimize the load transfers. In particular, it is often desirable in the design of aircraft structures to provide a "fail safe" structure whereby if the primary load path fails because of failure of a part or of a juncture between two parts along the primary load path, there is at least one alternate load path capable of safely providing the requisite load limit capability of the structure. Fail safety is one means of demonstrating compliance with airworthiness standards per Federal Aviation Regulations section 25.571.

The cost of fabricating a load-bearing structure can potentially be reduced by employing monolithic fabricating techniques such that discrete parts are consolidated into a single integral structure, thereby eliminating the necessity of fabricating multiple parts and joining the parts together. Typically, when monolithic structures are employed, however, no effort is made to provide multiple or alternate load paths.

SUMMARY OF THE INVENTION

The present invention provides a pressure bulkhead according to claim 1.

The present invention provides a pressure bulkhead employing unique monolithic construction such that multiple load paths exist. The invention is applied to the manufacture of pressure bulkheads.

In accordance with the invention, a pressure bulkhead adapted to serve as a portion of a boundary enclosing a pressurized or evacuated space is provided having redundant load paths. bulkhead comprises a first web, a first outer attachment structure attached to the outer periphery of the first web, a second web spaced from the first web with inner surfaces of the webs facing each other, a second outer attachment structure attached to the outer periphery of the second web, and stiffeners disposed between the first and second webs and attached to the inner surfaces thereof. The stiffeners are integrally fabricated with at least one of the webs so as to form a monolithic part of metal. The first and second outer attachment structures are adapted to affix the bulkhead to a fuselage structure of the boundary enclosing the pressurized or evacuated space. Accordingly, the bulkhead defines multiple load paths from the webs to the further structure.

In accordance with a preferred embodiment of the invention, the bulkhead for a pressurized space can prevent sudden depressurization of the space and consequent "blow out" of the structure in the event of failure of the web exposed to the pressurized fluid. To this end, the web not exposed to the pressure defines at least one aperture therethrough such that if the web exposed to the pressure fails, fluid pressure is relieved through the aperture so as to limit the rate of pressure relief.

The invention provides a pressure bulkhead for a pressurized compartment of an aircraft, the outer attachment structures being adapted to attach the bulkhead to fuselage structure of the aircraft. The bulkhead preferably includes intercostal members integrally fabricated with and projecting generally axially from one of the webs and corresponding outer attachment structure, the intercostal members serving to attach the bulkhead to the fuselage structure of the aircraft. In one embodiment, the bulkhead is adapted to be attached to fuselage structure with the first web facing into the pressurized compartment and the second web facing outward therefrom, and the second web defines the aperture for controlled pressure relief. Alternatively, the aperture can be defined in the first web. The web facing into the pressurized compartment preferably includes beams attached to the outer surface thereof for providing sites for attachment of aircraft systems and/or other structural items such as floor beams or brackets.

Advantageously, the stiffeners located between the webs include radial stiffeners that radiate outward from central regions of the webs toward the outer peripheries of the webs. The stiffeners preferably further include circumferential stiffeners that extend generally circumferentially between the radial stiffeners and collectively form at least one ring encircling the central regions of the webs.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other objects, features, and advantages of the invention will become more apparent from the following description of certain preferred embodiments thereof, when taken in conjunction with the accompanying drawings in which: <ul id="ul0001" list-style="none" compact="compact"><li><figref idref="f0001">FIG. 1</figref> is a perspective view, generally aft looking forward, of a pressure bulkhead for an aircraft in accordance with one preferred embodiment of the invention;</li><li><figref idref="f0002">FIG. 2</figref> is a front elevation of the bulkhead of <figref idref="f0001">FIG. 1</figref>, looking aft;</li><li><figref idref="f0003">FIG. 3</figref> is a fragmentary perspective view of the radial and circumferential stiffeners for the pressure bulkhead of <figref idref="f0001">FIG. 1</figref>;</li><li><figref idref="f0003">FIG. 4</figref> is an axial-radial plane cross-sectional view of the attachment rings and intercostal flanges of the bulkhead of <figref idref="f0001">FIG. 1</figref>, showing the attachment rings and integral intercostal flanges attached to a fuselage skin;</li><li><figref idref="f0004">FIG. 5</figref> is a perspective view, generally forward looking aft, of the bulkhead of <figref idref="f0001">FIG. 1</figref>, illustrating various cuts made in the bulkhead for a series of pressure-loading tests to simulate likely damage scenarios;</li><li><figref idref="f0005">FIG. 6</figref> is a front elevation of a pressurized door not in accordance with the invention;</li><li><figref idref="f0005">FIG. 7</figref> is a cross-section along line 7-7 of <figref idref="f0005">FIG. 6</figref>;</li><li><figref idref="f0006">FIG. 8</figref> is a front elevation of a further non-pressurized door not in accordance with the invention;</li><li><figref idref="f0006">FIG. 9</figref> is a cross-section along line 9-9 of <figref idref="f0006">FIG. 8</figref>; and</li><li><figref idref="f0007">FIG. 10</figref> is a perspective view of yet another a door surround structure not in accordance with the invention.</li></ul>

DETAILED DESCRIPTION OF THE DRAWINGS

The present invention now will be described more fully hereinafter with reference to the accompanying drawings, in which preferred embodiments of the invention are shown. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. Like numbers refer to like elements throughout.

<figref idref="f0001 f0002 f0003 f0004">FIGS. 1-5</figref> relate to a first preferred embodiment of the invention in the form of a pressure bulkhead <b>20</b> for a pressurized compartment of an aircraft. The bulkhead <b>20</b> is configured to be used as a forward pressure bulkhead adjacent an unpressurized nose radome of an aircraft. The bulkhead <b>20</b> comprises an aft web <b>22</b> designed to withstand pressure loading when the aircraft compartment is pressurized relative to ambient air pressure outside the aircraft, and a redundant forward web <b>24</b> axially spaced from the aft web <b>22.</b> An aft attachment ring <b>26</b> is fabricated on the outer periphery of the aft web <b>22,</b> the aft ring <b>26</b> being adapted to be affixed to the skin <b>28</b> of the aircraft fuselage (<figref idref="f0003">FIG. 4</figref>), such as by fasteners (not shown). A forward attachment ring <b>30</b> is fabricated on the outer periphery of the forward web <b>24</b> and is likewise adapted to be affixed to the fuselage skin <b>28.</b>

The forward web <b>24</b> is connected to the aft web <b>22</b> by a plurality of elongate radial stiffeners <b>32</b> and circumferential stiffeners <b>34,</b> shown in isolation in <figref idref="f0003">FIG. 3</figref>, which are disposed between the webs and joined to the opposing inner surfaces thereof. In accordance with the present invention, the stiffeners <b>32, 34</b> are fabricated integrally with at least one of the webs <b>22, 24</b> so as to form a one-piece monolithic structure. Additionally, each web <b>22, 24</b> preferably is fabricated integrally with its respective attachment ring <b>26, 30</b> such that the web and attachment ring comprise a one-piece monolithic structure. More preferably, the webs <b>22, 24,</b> attachment rings <b>26, 30,</b> and stiffeners <b>32, 34</b> are all integrally fabricated as a one-piece monolithic structure. Regardless of whether both webs <b>22, 24</b> are integrally fabricated, the monolithic structure provides alternate load paths in the event of failure of a structural feature.

The bulkhead <b>20</b> preferably also includes intercostal flanges <b>36</b> connected to the aft web <b>22</b> and aft attachment ring <b>26.</b> The intercostal flanges <b>36</b> extend generally axially in an aft direction from the aft attachment ring <b>26</b> and are used for attaching the bulkhead <b>20</b> to existing auxiliary frame structure <b>38</b> of the aircraft located aft of the bulkhead, as shown in <figref idref="f0003">FIG. 4</figref>. Clips <b>40</b> are used for attaching the intercostal flanges <b>36</b> to the frame structure <b>38.</b> The intercostal flanges <b>36</b> are also affixed to the fuselage skin <b>28,</b> such as by fasteners (not shown, although suitable locations of fasteners are indicated by short double-dash line segments in <figref idref="f0003">FIG. 4</figref>). Preferably, the intercostal flanges <b>36</b> are fabricated integrally with the aft web <b>22</b> and aft attachment ring <b>26</b> as a one-piece monolithic structure. The aft web <b>22</b> preferably also has a plurality of attachment beams <b>42</b> affixed to its outer (aft-facing) surface for attaching various aircraft systems components and/or other structural items to the bulkhead <b>20.</b> A fail-safe strap or ring <b>43,</b> preferably forming an extension of a radome bulb seal depressor, advantageously is connected between the forward attachment ring <b>30</b> and the aft attachment ring <b>26</b> and connects the attachment rings to the fuselage skin <b>28.</b> The fail-safe strap <b>43</b> may include portions that extend aft and are in alignment with the intercostal flanges <b>36</b> so as to provide fastener locations in common with those of the intercostal flanges <b>36.</b>

The forward web <b>24</b> advantageously defines at least one opening or aperture <b>44</b> therethrough. A reinforcing flange <b>45</b> is fabricated about the perimeter of the aperture <b>44.</b> When the aircraft compartment is pressurized, the aft web <b>22</b> is exposed to a pressure differential acting in the forward direction. The aft web <b>22</b> preferably is domed or convex in the aft direction, and thus the pressure loading on the aft web <b>22</b> places the aft web in compression. The forward web <b>24</b> is located outside the pressurized area of the aircraft and includes the aperture <b>44,</b> and thus has an equal pressure loading on its opposite surfaces. The forward web <b>24</b> preferably is domed or convex in the forward direction. The pressure loads on the aft web <b>22,</b> transferred through the stiffeners <b>32, 34,</b> place the forward web <b>24</b> in tension, but the aft web <b>22</b> comprises the primary load-carrying web for the bulkhead <b>20.</b> The forward web <b>24</b> is designed to be able to withstand at least the maximum non-pressure loads that could be experienced by the bulkhead <b>20</b> under a worst-case scenario.

In the event that the forward web <b>24</b> fails, the aft web <b>22</b> can carry the pressure load and other non-pressure loads exerted on the bulkhead. If the aft web <b>22</b> fails, pressure is relieved at a controlled rate through the aperture <b>44</b> in the forward web <b>24,</b> thus preventing rapid decompression, and the non-pressure loads on the bulkhead are supported by the forward web <b>24.</b> The aperture <b>44</b> also enables inspection of the inner surfaces of the aft web <b>22.</b>

An alternative configuration (not illustrated) in accordance with the invention includes a forward pressure web and a redundant aft web perforated with holes that equal an area less than the calculated area for blow-out of the fuselage. In this case, if the forward web fails, the aft web would prevent rapid decompression through controlled release of pressure through the holes, and the aft web would support the non-pressure loads. If the aft web fails, the forward web carries the pressure and non-pressure loads exerted on the bulkhead.

A forward pressure bulkhead representative of structure used on a 737-type aircraft, substantially corresponding to the bulkhead <b>20</b> described above, was constructed of aluminum alloy by a sand-casting technique and was subjected to a series of pressure-loading tests in which various portions of the bulkhead were intentionally cut to simulate cracking or damage in areas that were identified through finite-element analyses as likely locations for initiation of cracks and likely directions along which cracks might grow during use. The bulkhead was installed in structure representative of a 737 aircraft fuselage in a manner similar to that shown in <figref idref="f0003">FIG. 4</figref>. A series of seven damage simulations was administered to the bulkhead, and after each simulation, the bulkhead was loaded to the fail safe pressure of 10.3 psi. No repairs were made during the series of tests. <figref idref="f0004">FIG. 5</figref> depicts the seven damage simulations that were performed, labeled A through G.

Damage A comprised a cut made through the forward web <b>24</b> separating the web <b>24</b> from the forward attachment ring <b>30</b> along a circumferential arc extending across two bays, a bay being defined as a portion of the web bounded between two adjacent radial stiffeners <b>32.</b> Damage B comprised a radially extending cut made through the aperture flange <b>45</b> and through the forward web <b>24</b> outward to one of the circumferential stiffeners <b>34.</b> Damage C comprised an extension of the cut B outward to a point about midway between the circumferential stiffener <b>34</b> and the forward attachment ring <b>30.</b> Damage D comprised an extension of the cut C outward to the forward attachment ring <b>30.</b> Damage E comprised a two-bay cut in the forward web <b>24</b> just outward of the circumferential stiffener <b>34</b> and also cutting through the radial stiffener <b>32</b> that separates the two bays. Damage F comprised a two-bay cut in the aft web <b>22</b> to separate the aft web from the aft attachment ring <b>26.</b> Damage G comprised a radial cut in the aft web <b>22</b> from the aft attachment ring <b>26</b> inward to the circumferential stiffener <b>34.</b>

The bulkhead successfully withstood the fail safe loading of 10.3 psi after each damage simulation, with no permanent deformation noted. After the final test, the test pressure was increased until destructive failure of the bulkhead occurred at a pressure of 21.1 psi, which exceeded the ultimate load pressure of 18.0 psi.

The monolithic structures of the invention advantageously can be fabricated by casting, for example, by sand casting or investment casting.

<figref idref="f0005">FIGS. 6 and 7</figref> depict a door <b>60</b> for a pressurized compartment of an aircraf not in accordance with the present invention. The door <b>60</b> includes an outer web or skin <b>62</b> for supporting pressure loading, an inner web <b>64</b> having apertures <b>66</b> defined therein, and stiffeners <b>68</b> connected between the outer and inner webs and also extending inward of the inner web. The stiffeners <b>68</b> comprise T-shaped beams extending along length and width directions of the door and forming a rectangular grid structure. The inner web <b>64</b> and the stiffeners <b>68</b> are fabricated together as a one-piece monolithic structure. The outer web <b>62</b> can be fabricated as part of that monolithic structure, or alternatively can be fabricated separately and then attached (e.g., by welding or other suitable method) to the outer sides of the stiffeners <b>68.</b> The door <b>60</b> preferably also includes door stop fittings <b>70</b> attached to the inner sides of the stiffeners <b>68</b> and attached along the sides of the door connecting to both the inner web <b>64</b> and outer web <b>62.</b>

<figref idref="f0006">FIGS. 8 and 9</figref> show a non-pressurized door <b>80</b> not in accordance with the present invention. The door <b>80</b> has an outer web <b>82,</b> an inner web <b>84</b> perforated by apertures <b>86,</b> and stiffeners <b>88</b> connecting the inner and outer webs. The inner web <b>84</b> and stiffeners <b>88</b> are fabricated together as a one-piece monolithic structure. The outer web <b>82</b> can be fabricated integrally as part of that monolithic structure, or can be separately fabricated and then attached to outer sides of the stiffeners 88.

<figref idref="f0007">FIG. 10</figref> depicts a door surround structure <b>100</b> not in accordance with the present invention. The door surround structure <b>100</b> includes an outer web <b>102,</b> an inner web <b>104</b> perforated by apertures <b>106,</b> and plate-shaped stiffeners <b>108</b> connecting the inner and outer webs. The webs define a doorway opening <b>109</b> that is closed in flight by a door (not shown). The stiffeners <b>108</b> divide the door surround structure <b>100</b> into a plurality of box-shaped elements each having an aperture <b>106.</b> The inner web <b>104</b> and stiffeners <b>108</b> are fabricated together as a one-piece monolithic structure. The outer web <b>102</b> can be fabricated integrally as part of that monolithic structure, or can be separately fabricated and then attached to outer sides of the stiffeners <b>108.</b> The structure <b>100</b> includes integral intercostal attachment flanges <b>110</b> along its opposite vertical side edges for attachment to adjacent frame sections of the fuselage. Additional attachment flanges <b>112</b> are provided along the lower horizontal edge of the structure for connecting to floor beams of the aircraft, and flanges <b>114</b> are provided along the upper horizontal edge for connecting to ceiling beams. Failure of an element along the inner periphery of the structure <b>100</b> is accommodated by transfer of load to a similar feature at the outer periphery.

Many modifications and other embodiments of the invention will come to mind to one skilled in the art to which this invention pertains having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. Therefore, it is to be understood that the invention is not to be limited to the specific embodiments disclosed and that modifications and other embodiments are intended to be included within the scope of the appended claims. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation.