Method for producing an aircraft

A method for producing an aircraft includes determining structural dimensional requirements for mating parts and for assembly tolerances between the mating parts. The method develops a datum specification for the mating parts and develops an index specification for mating the mating parts. The method performs a variation analysis based on the datum specification and the index specification to determine assembly analysis results for the mating parts. The method compares the assembly analysis results for the mating parts with the corresponding assembly tolerances defined in the structural dimensional requirements for the mating parts to verify that the datum specification and the index specification meet the assembly tolerances between the mating parts.

BACKGROUND

The subject matter herein relates generally to a method for producing an aircraft.

Aircraft manufacturing occurs in a manufacturing facility. Many aircraft parts need to be completed and assembled. Design of aircraft parts is time consuming and labor intensive. The assembly process for an aircraft involves fitting, aligning and joining large, complex parts. For example, wing assemblies and tail assemblies may be assembled substantially whole and then attached to the corresponding section of the aircraft body. As another example, the fuselage of the aircraft may be the combination of several body assemblies. The parts of the aircraft are assembled with high accuracy, such as with relative positional tolerances between the parts of less than 0.005 inch (about 0.1 millimeters). During the life of an aircraft program or in the design of a new aircraft program, various aircraft parts may need to be redesigned, which may change locations of structurally significant features of the aircraft part. Other aircraft parts typically need to be redesigned to accommodate such changes to ensure assembly and build tolerances of the aircraft. Redesign of parts at later stages of the aircraft design are typically more costly and affect redesign of a greater number of parts.

A need remains for a method of producing an aircraft in a cost effective and reliable manner to maintain functional integrity of the aircraft and quality standards of the aircraft program.

BRIEF DESCRIPTION

In one example, a method for producing an aircraft is provided. The method determines structural dimensional requirements for mating parts of a first aircraft component, for mating parts of a second aircraft component, and for assembly tolerances between the mating parts of the first and second aircraft components. The method develops a datum specification for the mating parts of the first aircraft component and for the mating parts of the second aircraft component and develops an index specification for mating the mating parts of the first aircraft component with the mating parts of the second aircraft component. The method performs a variation analysis based on the datum specification and the index specification to determine assembly analysis results for the mating parts of the first and second aircraft components. The method compares the assembly analysis results for the mating parts of the first and second aircraft components with the assembly tolerances determined by the structural dimensional requirements for the mating parts of the first and second aircraft components to verify that the datum specification and the index specification meet the assembly tolerances between the mating parts of the first aircraft component and the mating parts of the second aircraft component.

In another example, a method for producing an aircraft is provided. The method determines structural dimensional requirements for mating parts of a first aircraft component, for mating parts of a second aircraft component, and for assembly tolerances between the mating parts of the first and second aircraft components. The method develops a datum specification for the mating parts of the first aircraft component and for the mating parts of the second aircraft component and develops an index specification. The index specification defines an assembly sequence for mating the mating parts of the first aircraft component with the mating parts of the second aircraft component. The method performs a variation analysis based on the datum specification and the index specification to determine assembly analysis results for the mating parts of the first and second aircraft components. The method compares the assembly analysis results for the mating parts with the assembly tolerances determined by the structural dimensional requirements for the mating parts of the first and second aircraft components to verify that the datum specification and the index specification meet the assembly tolerances between the mating parts of the first aircraft component and the mating parts of the second aircraft component. The method assembles the first aircraft component with the second aircraft component according to the assembly sequence based on the index specification and the datum specification.

In a further example, a method for producing an aircraft by a wing-to-body-join assembly is provided. The method determines structural dimensional requirements for wing assembly mating parts of a wing assembly including a center wing section, a right wing section attached to the center wing section, and a left wing section attached to the center wing section. The method determines structural dimensional requirements for fuselage mating parts of a fuselage including a mid-body section configured to receive the wing assembly and determines structural dimensional requirements for assembly tolerances between the wing assembly mating parts and the fuselage mating parts. The method develops a datum specification for the wing assembly mating parts and for the fuselage mating parts and develops an index specification for mating the wing assembly mating parts with the fuselage mating parts. The method performs a variation analysis based on the datum specification and the index specification to determine assembly analysis results for the wing assembly mating parts and the fuselage mating parts. The method compares the assembly analysis results with the assembly tolerances determined by the structural dimensional requirements to verify that the datum specification and the index specification meet the assembly tolerances between the wing assembly mating parts and the fuselage mating parts.

DETAILED DESCRIPTION

Examples described herein provide systems and methods for performing a producibility analysis for an engineering design (product) and build (process), such as for an aircraft. The systems and methods are used in manufacturing parts of the aircraft, such as for joining parts of the aircraft together. In various examples, the systems and methods are used for a wing-to-body-join assembly for the aircraft. In other various examples, the systems and methods may be used for other parts of the aircraft, such as for joining the tail to the fuselage, for joining body sections of the fuselage together, for joining the nose to the fuselage, for joining the engines to the wings, for joining the wings to the center wing section, for joining wing leading edge panels together, for joining pylons to wings, for joining interior aircraft components together, or for joining other parts of the aircraft.

Examples of the producibility analysis system utilize a variation analysis process to analyze the manufacturability of the engineering design and build to verify that the engineering design and build are within a manufacturing capability of a manufacturing facility for producing the aircraft. Examples described herein utilize a datum specification and an index specification to perform a variation analysis to verify that, within the structural dimensional requirements for the mating parts of the components being joined, the design and build sequence are within assembly tolerances for the components being joined. Examples of the producibility analysis system define structural dimensional requirements for the mating parts being joined and compares the structural dimensional requirements with the manufacturing capabilities to negotiate assembly tolerances with the engineering design.

Examples of the systems and methods described herein may be employed at early design stages to focus design resources on areas of issue and to avoid redesign or rework at later stages. The producibility analysis method is performed to determine if one or more of the parts contributes to undesirable geometric variations that may result in negative margins (for example, interference of parts), require design revisions, require tool revisions, or require revisions to the build indexing specification for joining the parts. The producibility analysis system identifies and avoids costly design deficiencies or poorly planned manufacturing methodologies at early design stages. The producibility analysis system verifies the build sequence, prioritizes placement of key features of the parts, and analyzes design and build constraints to verify that the parts can be efficiently assembled or disassembled. The producibility analysis method is performed virtually, such as using 3-D solid models, to enable graphical visualization and direct manipulation within a simulated manufacturing environment. The producibility analysis method has the capability of being easily updated as the engineering design and build mature over time.

FIG. 1is a perspective view of an assembly system100in accordance with an example used to assemble a vehicle, such as an aircraft10. While the assembly system100is illustrated and described herein with reference to design and manufacture of the aircraft10, it is realized that the assembly system100may be used for other types of vehicles, such as automotive vehicles, watercraft vehicles, military vehicles, other types of aerospace vehicles, and the like. The assembly system100may be provided in a manufacturing facility102. The aircraft10may be manufactured in stages at various stations104within the manufacturing facility102. For example, various parts of the aircraft10may be preassembled at one or more stations (or at other remote manufacturing facilities) and joined at other stations within the manufacturing facility102to complete the aircraft10. The assembly system100utilizes a producibility analysis system110to analyze the manufacturability of various components to verify that the engineering design of the components and the build sequence for joining the various components are within a manufacturing capability of the manufacturing facility102for producing the aircraft10. The producibility analysis system110may be provided within the manufacturing facility102or may be located remote from the manufacturing facility102.

The aircraft10may be a commercial aircraft, a military aircraft, a helicopter, or another type of aircraft10. The aircraft10, in the illustrated example, includes a propulsion system12with two engines14for propelling the aircraft10. The engines14may be gas turbine engines. Optionally, the propulsion system12may include more engines14than shown. The engines14may be carried by wings16of the aircraft10. In other examples, the engines14may be carried by a fuselage18and/or an empennage20. The empennage20includes horizontal stabilizers22and a vertical stabilizer24. The fuselage18of the aircraft10may define interior compartments or areas, such as a passenger cabin, a flight deck, a cargo area, and/or the like. The aircraft10includes a nose26and a tail28at opposite ends of the fuselage18.

In an example, the aircraft10includes a wing assembly30configured to be joined to a mid-body section32of the fuselage18. The wing assembly30may be preassembled and joined to the mid-body section32of the fuselage18during a wing-to-body-join process. In other various examples, the right and left wings may be joined directly to the mid-body section32of the fuselage18rather than being preassembled as the wing assembly30. The wing assembly30includes a center wing section34, a right wing section36, and a left wing section38. The center wing section34, the right wing section36, and the left wing section38are separately assembled and joined at one or more wing build stations.

In various examples, the tail28is joined to the body of the fuselage18at a tail join station. The wing assembly30is transported as a completed unit for joining to the fuselage18at a wing join station. The engines14are attached to the wings16at an engine join station. The aircraft10may be transferred to one or more aircraft processing stations downstream of the engine join station. Other components may be joined or assembled at these or other stations during the manufacture of the aircraft10. The producibility analysis system110analyzes the manufacturability of the various components (for example, fuselage body sections, tail, nose, wing assembly, engines, and the like) to verify that the engineering design (for example, size, shape, location of structural features of the mating parts of the components) and the build sequence (for example, a build order in which mating parts are brought together including movement steps to locate the mating parts relative to each other) meet assembly and design tolerances for joining the parts of the components.

In an example, the producibility analysis system110determines structural dimensional requirements for the various mating parts and for assembly tolerances between the mating parts. The producibility analysis system110develops a datum specification for the mating parts and develops an index specification for mating the mating parts. The datum specification includes datum features for the mating parts and datum reference planes for the mating parts that define a datum reference frame. The datum reference frame defines the coordinate system for the mating part to define the orientation of the mating part in space. The index specification includes a build sequence for orienting the datum reference frames relative to each other. The producibility analysis system110performs a variation analysis based on the datum specification and the index specification to determine assembly analysis results for the mating parts and compares the assembly analysis results for the mating parts with the corresponding assembly tolerances defined in the structural dimensional requirements for the mating parts. The producibility analysis system110verifies that the datum specification and the index specification meet the assembly tolerances between the mating parts.

The producibility analysis system110can include or represent hardware and associated instructions (e.g., software stored on a tangible and non-transitory computer readable storage medium, such as a computer hard drive, ROM, RAM, or the like) that perform the operations described herein. The hardware may include electronic circuits that include and/or are connected to one or more logic-based devices, such as microprocessors, processors, controllers, or the like. These devices may be off-the-shelf devices that perform the operations from the instructions described herein. Additionally or alternatively, one or more of these devices may be hard-wired with logic circuits to perform these operations.

In an example, the assembly system100includes a positioning system134having a controller136for controlling positions of the components at the various stations within the manufacturing facility102. The positioning system134is communicatively coupled to the producibility analysis system110. The producibility analysis system110may determine a build sequence for the components, such as based on a virtual joining simulation using 3-D solid models, which enable graphical visualization and direct manipulation within a simulated manufacturing environment. The verified build sequence may be shared with (for example, uploaded to) the positioning system134. The positioning system134uses the build sequence to control positioning of the components during manufacture of the aircraft10.

The assembly system100includes a motion system140having component support tools142for supporting the components and moving the components within the stations, such as during a joining process. The component support tools142are movable within the work area of the manufacturing facility102, such as between the various stations and within the various stations for positioning the components relative to each other. In various examples, the component support tools142may be computer controlled and programmable. For example, the component support tools142may be operably coupled to the controller136of the positioning system134. The controller136may control movement and positioning of the component support tools142according to a defined build sequence. The component support tools142may be movable along predefined paths. In various examples, the component support tools142may be driven and manipulated by an operator in addition to or in lieu of the controller136.

In an example, the component support tools142may include cranes or other types of overhead supports for supporting the components from overhead. In other various examples, the component support tools142may include jack towers, pogo supports, or other types of supports for supporting the components from below. The component support tools142may be supported by crawlers that allow movement of the component support tools142between the various stations. In other various examples, the component support tools142may be supported by carriages on rails to facilitate movement between the various stations. Other types of components support tools142may be used in alternative examples to support the components and allow movement between the various stations.

In an example, the assembly system100includes a metrology system150having at least one tracking device152for locating the components in the work area of the manufacturing facility102. The controller136is communicatively coupled to the tracking device152and receives position data from the tracking device152. In various examples, the tracking device152is a laser tracking device configured to determine positions of the components using one or more laser beams. The components may include reflectors, such as retro reflectors for positioning by the tracking device152. In other various examples, the tracking device152may be an image tracking device, such as a camera configured to detect positions of the components based on images obtained by the camera. Other types of tracking devices152may be used in alternative examples. In an example, the controller136controls relative positioning of the component support tools142in the work area of the manufacturing facility102based on the position data obtained by the tracking device152.

FIG. 2is a process flow chart for producing an aircraft10in accordance with an example.FIG. 2illustrates processes performed, such as by the producibility analysis system110. Various processes may be performed by the producibility analysis system110sequentially and the processes may be iterated numerous times, such as with one or more changes to input parameters, to verify an operable build sequence and/or prioritize placement of key features of the parts and/or analyze design and build constraints to verify that the parts can be efficiently assembled or disassembled. The producibility analysis system110performs the process steps to determine if one or more of the parts contributes to undesirable geometric variations that may result in negative margins (for example, interference of parts), require design revisions, require tool revisions, or require revisions to the build indexing specification for joining the parts.

During a design process for the aircraft10, the producibility analysis system110is used to perform a producibility analysis to prove out or determine the feasibility of one or more build sequences. The producibility analysis system110uses variation analysis to predict the effects of variation in the assembly process to verify that the build sequence(s) can be used for production of the aircraft10. At a first stage200, a structural concept is created defining the structural features of the components and the inter-relation between the components. At a second stage202, a producibility analysis is performed to verify that the engineering design and the build sequence are feasible. At a third stage204, the structural concept is refined and/or the producibility analysis is reiterated to provide continuous improvement of the engineering design and the build sequence to provide one or more recommendations.

At the first stage200, a product concept is developed at step210and models of the initial concept, such as CAD models, are created at step212. In an example, developing the product concept includes defining sizes of the mating parts of the components, defining shapes of the mating parts of the components, defining locations of structural features of the mating parts of the components, defining the relative locations of the mating parts of the components, and the like. After the product concept is developed and modeled, the producibility analysis system110is used to verify that the mating parts are capable of being joined and manufactured.

At the second stage202, structural dimensional requirements are developed at step220, a datum specification is developed at step222, an index specification is developed at step224, a variation analysis is performed at step226, and producibility recommendations are determined at step228.

In an example, developing the structural dimensional requirements (step220) includes establishing working assumptions to be used in the variation analysis, such as the parts being rigid bodies, no deflection in the parts, no deflection in the component support tools, no temperature variation, materials of the parts, and the like. Developing the structural dimensional requirements (step220) includes defining structural features of the mating parts, such as dimensions, shapes of surfaces, locations of structural features (for example, surfaces edges, holes, brackets, and the like), and the like. Developing the structural dimensional requirements (step220) includes defining tolerances, such as manufacturing tolerances for the parts, assembly tolerances between the parts, and the like. Developing the structural dimensional requirements (step220) includes defining conditions of failure and consequences due to failure.

In an example, developing the datum specification (step222) includes identifying datum features for the mating parts. A datum feature is a physical feature of the mating part. The datum features may be surfaces, edges, openings, protrusions, or other datum features associated with the mating parts. Each mating part includes at least one datum feature. The datum feature(s) is used to define a datum plane of the datum specification through or along the mating part. The mating parts have corresponding datum features that are aligned and positioned relative to each other during joining of the mating parts. The datum specification may be developed by defining primary datum features of a first mating part of the first aircraft component and defining secondary datum features of a first mating part of the second aircraft component. The datum specification may be developed by defining a datum reference frame for each mating part. The datum reference frame is defined by three mutually perpendicular planes that establish a coordinate system of the mating part. Tolerances of the mating part locations may be defined relative to the datum reference frame. The datum specification may include three mutually perpendicular first aircraft component datum planes for the mating parts of the first aircraft component and include three mutually perpendicular second aircraft component datum planes for the mating parts of the second aircraft component.

In an example, developing the index specification (step224) includes establishing build sequence for positioning the mating parts relative to each other. The build sequence is a step-by-step process to move the mating parts into position relative to each other. Optionally, one mating part may be in a fixed position and the other mating part may be moved into position relative to the fixed mating part. In other examples, both mating parts may be moved, either sequentially or simultaneously. The build sequence includes movements in three-dimensional space, such as with six degrees of freedom. For example, the movable mating part(s) may be movable by translating along any of the mutually perpendicular X, Y and Z axes, as well as movable by changing orientation between those axes through rotation at a roll angle, a pitch angle, and a yaw angle; where movement along the X axis defines front and rear movement; movement along the Y axis defines left and right movement; movement along the Z axis defines up and down movement; roll movement defines rotation about the X axis; pitch movement defines rotation about the Y axis; and yaw movement defines rotation about the Z axis. The index specification may be developed by developing an assembly sequence to position the primary datum features (for example, the datum reference frame of the first mating part) and the secondary datum features (for example, the datum reference frame of the second mating part) relative to each other for joining.

In an example, the variation analysis (step226) is based on the datum specification and the index specification. The variation analysis is performed using a control system, such as a 3-D control system. The variation analysis virtually simulates assembly of the mating components according to the build sequence to determine assembly analysis results between the mating parts. The variation analysis determines if the build sequence is feasible (for example, within a manufacturing capability). The variation analysis determines if one or more of the mating parts contributes to undesirable geometric variations that may result in negative margins (for example, from interference of the mating parts). The variation analysis determines if all of the datum features are capable of being located at proper locations within the assembly tolerances defined by the structural dimensional requirements.

In an example, the producibility recommendations (step228) include providing a report of the findings relating to the feasibility of manufacturing the components according to the particular build sequence(s). If the build sequence is approved, the producibility recommendations (step228) may include providing an approval recommendation approving the build sequence as being feasible. If the build sequence is denied, the producibility recommendations (step228) may include providing a report indicating areas of concern or failure. The producibility recommendations (step228) may include providing a results report indicating assembly tolerances for each of the datum features for the components as recommendations. The producibility recommendations (step228) may include providing remedies as recommendations. The producibility recommendations may be used by the design team to evaluate the build sequence. For example, the design team may approve of the build sequence and send the build sequence to the assembly system100to build the aircraft according to the approved build sequence. The design team may modify the structural dimensional requirements of one or more of the mating parts.

At the third stage204, a feedback loop is provided to be utilized throughout the life cycle of the design of the aircraft10and/or throughout the life cycle of the manufacturing of the aircraft10. The design may be changed or updated to continually improve the design of the aircraft10. At the third stage204, the producibility analysis system110receives producibility data at step230. The producibility analysis system110iterates the product design at step232, such as to revise or change the shape of the mating component, the location of one or more structural features, and the like. The producibility analysis system110re-evaluates the structural dimensional requirements at step234, such as to correspond to the revisions in the product design. The producibility analysis system110updates the datum specification at step236, if needed to correspond to the revisions in the product design. The producibility analysis system110updates the index specification at step238, if needed to correspond to the revisions in the product design. The producibility analysis system110iterates the variation analysis at step240based on the revised datum specifications and the revised index specifications. The producibility analysis system110determines revised producibility recommendations at step242. The recommendations are sent to the design team for additional feedback for continuous improvement of the engineering design and the build sequence.

FIG. 3is a process flow chart for producing an aircraft10in accordance with an example.FIG. 3illustrates processes performed, such as by the producibility analysis system110. Various processes may be performed by the producibility analysis system110sequentially and the processes may be iterated numerous times, such as with one or more changes to input parameters, to verify an operable build sequence and/or prioritize placement of key features of the parts and/or analyze design and build constraints to verify that the parts can be efficiently assembled or disassembled. The producibility analysis system110performs the process steps to determine if one or more of the parts contributes to undesirable geometric variations that may result in negative margins (for example, interference of parts), require design revisions, require tool revisions, or require revisions to the build indexing specification for joining the parts.

In an example, at step300, structural dimensional requirements for mating parts of a first aircraft component are determined. At step302, structural dimensional requirements for mating parts of a second aircraft component are determined. At step304structural dimensional requirements for assembly tolerances between the mating parts of the first aircraft component and the corresponding mating parts of the second aircraft component are determined. In an example, the structural dimensional requirements may be determined by the producibility analysis system110. The structural dimensional requirements may define working assumptions to be used in the variation analysis, such as the parts being rigid bodies, no deflection in the parts, no deflection in the component support tools, no temperature variation, materials of the parts, and the like. The structural dimensional requirements may relate to structural features of the mating parts, such as dimensions, shapes of surfaces, locations of structural features (for example, surfaces edges, holes, brackets, and the like), and the like. The structural dimensional requirements may relate to tolerances associated with the mating parts, such as manufacturing tolerances for the parts, assembly tolerances between the parts, and the like. The structural dimensional requirements may define conditions of failure of the mating parts and consequences due to failure of the mating parts.

In an example, at step306, datum specifications for the mating parts of the first aircraft component and the mating parts of the second aircraft component are developed. The datum specifications may be based on the structural dimensional requirements. The datum specifications may be developed by identifying datum features for the mating parts. The datum features may be surfaces, edges, openings, protrusions, or other datum features associated with the mating parts. Each mating part includes at least one datum feature. The datum feature may be a datum point or a datum plane through or along the mating part. The mating parts of the first and second aircraft components have corresponding datum features that are aligned and positioned relative to each other during joining of the mating parts.

In an example, at step308, index specifications for mating the mating parts of the first aircraft component with the mating parts of the second aircraft component are developed. The index specifications establish a build sequence for positioning the mating parts relative to each other. The build sequence is a step-by-step process to move the mating parts into position relative to each other. The build sequence includes movements in three-dimensional space, such as with six degrees of freedom.

In an example, at step310, a variation analysis is performed based on the datum specification and the index specification to determine assembly analysis results for the mating parts. The variation analysis is performed using a control system, such as a 3D control system. The variation analysis virtually simulates assembly of the mating parts according to the build sequence. The variation analysis determines if the build sequence is feasible.

In an example, at step312, the assembly analysis results for the mating parts are compared with the corresponding assembly tolerances defined in the structural dimensional requirements for the mating parts. The assembly analysis results are compared with the assembly tolerances to verify that the datum specification and the index specification meet the assembly tolerances between the mating parts of the first aircraft component and the corresponding mating parts of the second aircraft component. The assembly analysis results are compared with the assembly tolerances to verify that the assembly analysis results are within a manufacturing capability of the manufacturing facility for producing the aircraft. The assembly analysis results are compared with the assembly tolerances to determine if one or more of the mating parts contributes to undesirable geometric variations that may result in negative margins (for example, from interference of the mating parts). The assembly analysis results are compared with the assembly tolerances to determine if all of the datum features are capable of being located at proper locations within the assembly tolerances defined by the structural dimensional requirements.

If the assembly analysis results are favorable (for example, within the assembly tolerances), the build sequence is approved at step314and the mating parts may be assembled according to the build sequence at step316. If the assembly analysis results are unfavorable (for example, one or more of the mating surfaces are outside of the assembly tolerances or the index specification is unable to proceed due to failing to meet assembly requirements, such as due to interference of the mating parts), the build sequence is denied at step318and the analysis or the design is revised.

In an example, at step320, the structural dimensional requirements for the mating parts of the first aircraft component are revised. At step322, the structural dimensional requirements for the mating parts of the second aircraft component are revised. At step324, the structural dimensional requirements for the assembly tolerances between the mating parts are revised. In an example, the structural dimensional requirements for the mating parts of the first aircraft component, the structural dimensional requirements for the mating parts of the second aircraft component, and the structural dimensional requirements for the assembly tolerances are all revised. In another example, only one or two of the revisions to the structural dimensional requirements are made without making the other revisions to the structural dimensional requirements.

In an example, at step326, the datum specification for the mating parts is revised based on the revised structural dimensional requirements for the mating parts of the first aircraft component and/or for the mating parts of the second aircraft component. At step328, the index specification for the mating parts is revised based on the revised structural dimensional requirements and/or the revised datum specification.

In an example, at step330, a variation analysis is performed based on the revised datum specification and/or the revised index specification to determine revised assembly analysis results for the mating parts. At step332, the revised assembly analysis results for the mating parts are compared with the corresponding revised assembly tolerances defined in the revised structural dimensional requirements for the mating parts. The revised assembly analysis results are compared with the revised assembly tolerances to verify that the revised datum specification and the revised index specification meet the revised assembly tolerances between the mating parts of the first aircraft component and the corresponding mating parts of the second aircraft component. If the revised assembly analysis results are favorable (for example, within the revised assembly tolerances), the revised build sequence is approved at step334and the mating parts may be assembled according to the revised build sequence at step316. If the revised assembly analysis results are unfavorable (for example, one or more of the revised mating features are outside of the revised assembly tolerances or the revised index specification is unable to proceed due to interference of the mating parts), the revised build sequence is denied at step336and the analysis is again revised.

FIG. 4is a process flow chart for producing an aircraft10by a wing-to-body-join assembly process in accordance with an example.FIG. 4illustrates processes performed, such as by the producibility analysis system110. The producibility analysis system110performs the process steps to determine if one or more of the mating parts or the wing assembly30or the body32of the fuselage18contributes to undesirable geometric variations that may result in negative margins (for example, interference of parts), require design revisions, require tool revisions, or require revisions to the build indexing specification for joining the parts.

In an example, at step400, structural dimensional requirements for mating parts of the wing assembly30are determined. At step402, structural dimensional requirements for mating parts of the fuselage18are determined. At step404structural dimensional requirements for assembly tolerances between the mating parts of the wing assembly30and the corresponding mating parts of the fuselage18are determined. In an example, the structural dimensional requirements of the wing assembly30relate to a lower rear spar split epsilon fitting, a lower front spar split epsilon fitting, over wing chords, a wing assembly keel beam, or other mating parts of the wing assembly30. The structural dimensional requirements of the fuselage18relate to an upper rear spar split epsilon fitting, an upper front spar split epsilon fitting, a fuselage longeron, a fuselage keel beam, or other mating parts of the fuselage18.

In an example, at step406, datum specifications for the mating parts of the wing assembly30and the mating parts of the fuselage18are developed. The datum specifications may be based on the structural dimensional requirements. The datum specifications may be developed by identifying datum features for the mating parts. The datum features may be surfaces, edges, openings, protrusions, or other datum features associated with the mating parts.

In an example, at step408, index specifications for mating the mating parts of the wing assembly30with the mating parts of the fuselage18are developed. The index specification establishes a build sequence for positioning the mating parts relative to the datum reference frame of each assembly. The build sequence includes movements in three-dimensional space, such as with six degrees of freedom. In an example, the body32of the fuselage18is fixed during the build sequence and the wing assembly30is moved relative to the body32of the fuselage18according to the build sequence.

In an example, at step410, a variation analysis is performed based on the datum specification and the index specification to determine assembly analysis results for the mating parts. The variation analysis is performed using a control system, such as a 3D control system. The variation analysis virtually simulates assembly of the mating parts according to the build sequence. The variation analysis determines if the build sequence is feasible.

In an example, at step412, the assembly analysis results for the mating parts are compared with the corresponding assembly tolerances defined in the structural dimensional requirements for the mating parts. The assembly analysis results are compared with the assembly tolerances to verify that the datum specification and the index specification meet the assembly tolerances between the mating parts of the first aircraft component and the corresponding mating parts of the second aircraft component. The assembly analysis results are compared with the assembly tolerances to verify that the assembly analysis results are within a manufacturing capability of the manufacturing facility for producing the aircraft.

If the assembly analysis results are unfavorable (for example, one or more of the datum specifications are outside of the assembly tolerances or the index specification is unable to proceed due to interference of the mating parts), the build sequence is revised, such as by revising one or more of the structural dimensional requirements and/or the datum specification. If the assembly analysis results are favorable (for example, within the assembly tolerances), the build sequence is approved and the mating parts may be assembled according to the build sequence at step414. In an example, at step414, the wing assembly30is assembled with the fuselage18according to a wing-to-body-join assembly sequence based on the index specification and the datum specification.

FIG. 5is a cross-sectional view of a portion of the aircraft10illustrating the wing assembly30positioned within the fuselage18. The wing assembly30is coupled to the fuselage18in accordance with the build sequence validated by the producibility analysis system110.FIG. 5illustrates the center wing section34and the left wing section38of the wing assembly30positioned within the fuselage18. Portions of the fuselage18are removed to illustrate the wing assembly30positioned within the fuselage18.

FIG. 6is a top view of a portion of the aircraft10illustrating the wing assembly30poised for assembly with the fuselage18. The wing assembly30is coupled to the fuselage18in accordance with the build sequence validated by the producibility analysis system110. During manufacture, many mating parts of the wing assembly30and the fuselage18need to be aligned and positioned relative to each other for the wing-to-body-join process. In an example, the mating parts include split epsilon fittings, over wing chords, longerons, stub frame tension straps, trap panel top surfaces, pressure deck edges, keel extensions, and other various surfaces and edges of various mating parts.

FIGS. 7-19illustrate various examples of 3-D solid models of the aircraft components and mating parts of the aircraft components. The producibility analysis system110uses the 3-D solid models when performing the variation analysis to virtually simulate assembly of the first aircraft component and the second aircraft component to determine assembly analysis results between the corresponding mating parts. The producibility analysis system110establishes datum features and datum planes as part of the datum specification. The datum specification is used in performing the variation analysis.

FIG. 7is a cross-sectional view of a 3-D solid model of the wing assembly30illustrating a datum reference frame of the datum specification for the mating parts of the wing assembly30.FIG. 7illustrates a primary datum plane500, a secondary datum plane502, and a tertiary datum plane504. The datum planes500,502,504are mutually perpendicular wing assembly datum planes. The primary datum plane500is a horizontal datum plane extending front to rear and side-to-side. The secondary datum plane502is a vertical datum plane extending top to bottom and side to side. The tertiary datum plane504is a vertical datum plane extending top to bottom and front to rear. The datum planes500,502,504are defined by datum features on corresponding mating parts of the wing assembly30.

FIG. 8is a rear view of a 3-D solid model of the wing assembly30illustrating a datum specification for the mating parts of the wing assembly30.FIG. 9is a front view of the 3-D solid model of the wing assembly30illustrating a datum specification for the mating parts of the wing assembly30.FIGS. 8 and 9illustrate the primary datum plane500and datum features510,512,514used to define the primary datum plane500. The primary datum plane500extends front to rear and side-to-side within the wing assembly30. In an example, the datum features510,512,514may be defined by the front spar550and the rear spar552. The datum features510,512,514may be defined by surfaces, edges, holes or other features of the front and rear spars550,552. The datum features510,512may be defined by holes554in the front spar550. The datum feature514may be defined by the center hole556in the rear spar552. Other datum features may be used to define the primary datum plane500in other examples.

FIG. 10is a rear perspective view of a 3-D solid model of the wing assembly30illustrating a datum specification for the mating parts of the wing assembly30.FIG. 11is a rear view of the 3-D solid model of the wing assembly30illustrating a datum specification for the mating parts of the wing assembly30.FIGS. 10 and 11illustrate the secondary datum plane502and datum features520,522,524used to define the datum plane502. The secondary datum plane502extends top to bottom and side-to-side within the wing assembly30. In an example, the datum features520,522,524may be defined by the rear spar552. The datum features520,522,524may be defined by the center hole558in the rear spar552, or other features of the rear spar552.FIG. 11illustrates the datum features520,522,524on the rear surface of the rear spar552. Other datum features may be used to define the secondary datum plane502in other examples.

FIG. 12is a rear perspective view of a 3-D solid model of the wing assembly30illustrating a datum specification for the mating parts of the wing assembly30.FIG. 12illustrates the tertiary datum plane504and datum feature530used to define the tertiary datum plane504. The tertiary datum plane504extends top to bottom and front to rear within the wing assembly30. In an example, the datum feature530may be defined by a hole in the rear spar552. The datum feature530may be defined by surfaces, edges, holes or other features of the rear spar552.FIG. 12illustrates the datum feature530at the center hole558of the rear spar552and the tertiary datum plane504is mutually perpendicular to the primary and secondary datum planes500,502located at the datum feature530. Other datum features may be used to define the tertiary datum plane504in other examples.

FIG. 13is a cross-sectional view of a 3-D solid model of the fuselage18illustrating the datum reference frame of the datum specification for the mating parts of the fuselage18.FIG. 13illustrates a primary datum plane600, a secondary datum plane602, and a tertiary datum plane604. The datum planes600,602,604are mutually perpendicular fuselage datum planes. The primary datum plane600is a horizontal datum plane extending front to rear and side-to-side. The secondary datum plane602is a vertical datum plane extending top to bottom and side to side. The tertiary datum plane604is a vertical datum plane extending top to bottom and front to rear. The datum planes600,602,604are defined by datum features on corresponding mating parts of the fuselage18.

FIG. 14is a cross-sectional view of a 3-D solid model of the fuselage18illustrating a datum plane for the mating parts of the fuselage18.FIG. 15is a top view of the 3-D solid model of the fuselage18illustrating a datum specification for the mating parts of the fuselage18.FIGS. 14 and 15illustrate the primary datum plane600and datum features610,612,614,616used to define the primary datum plane600. The primary datum plane600extends front to rear and side-to-side within the fuselage18. In an example, the datum features610,612,614,616may be defined by corresponding upper split epsilon fittings650. The datum features610,612,614,616may be surfaces, edges, holes, or other features of the upper split epsilon fittings650. The datum features610,612may be defined by upper front spar split epsilon fittings650and the datum features614,616may be defined by upper rear spar split epsilon fittings650. Other datum features may be used to define the primary datum plane600in other examples.

FIG. 16is a cross-sectional view of a 3-D solid model of the fuselage18illustrating a datum plane for the mating parts of the fuselage18.FIG. 17is a front view of the 3-D solid model of the fuselage18datum features for the mating parts of the fuselage18.FIGS. 16 and 17illustrate the secondary datum plane602and datum features620,622,624used to define the secondary datum plane602. The secondary datum plane602extends top to bottom and side-to-side within the fuselage18. In an example, the datum features620,622,624may be defined by corresponding upper split epsilon fittings650, such as upper rear spar split epsilon fittings. The datum features620,622,624may be defined by surfaces, edges, holes, or other features of the upper rear spar split epsilon fittings.FIG. 17illustrates the datum features620,622,624on the forward surfaces652of both the upper rear spar split epsilon fittings. Other datum features may be used to define the secondary datum plane602in other examples.

FIG. 18is a cross-sectional view of a 3-D solid model of the fuselage18illustrating a datum plane for the mating parts of the fuselage18.FIG. 19is a top view of the 3-D solid model of the fuselage18illustrating a datum specification for the mating parts of the fuselage18.FIGS. 18 and 19illustrate the tertiary datum plane604and datum features630,632used to define the tertiary datum plane604. The tertiary datum plane604extends top to bottom and front to rear within the fuselage18. In an example, the datum features630,632may be defined by corresponding upper split epsilon fittings650, such as upper rear spar split epsilon fittings. The datum features630,632may be defined by surfaces, edges, holes, or other features of the upper rear spar split epsilon fittings.FIG. 19illustrates the datum features630,632on the inboard surfaces654of both the right hand and the left hand upper rear spar split epsilon fittings650. Other datum features may be used to define the tertiary datum plane604in other examples.

FIGS. 20-28illustrate various examples of 3-D solid models of the aircraft components and mating parts of the aircraft components. The producibility analysis system110uses the 3-D solid models when performing the variation analysis to virtually simulate an assembly sequence of the first aircraft component and the second aircraft component to determine assembly analysis results between the corresponding mating parts.FIGS. 20-28illustrate the aircraft components as the wing assembly30and the fuselage18; however, as noted above, the variation analysis may be performed on other aircraft components during the manufacture of the aircraft10. The producibility analysis system110develops an index specification for mating the mating parts of the first and second aircraft components. The index specification is defined by a plurality of index moves. In an example, the index moves are controlled by constraining the first and second aircraft components relative to each other within the six degrees of freedom (X, Y, Z, pitch, roll, yaw), such as to meet functional requirements. The index specification defines a build sequence used during manufacture and assembly of the aircraft10. The index specification is used in performing the variation analysis.

FIG. 20is a cross-sectional view of a 3-D solid model of a portion of the aircraft10illustrating the wing assembly30positioned relative to the fuselage18.FIG. 21is a front perspective view of a portion of the aircraft10illustrating the wing assembly30positioned relative to the fuselage18. A first index move of the index specification is used to initially position the wing assembly30relative to the fuselage18. In an example, the first index move of the index specification aligns forward surfaces700,702of the upper and lower rear spar split epsilon fittings704,706on the right-hand side of the aircraft10.FIG. 21illustrates the forward surfaces700,702of the upper and lower rear spar split epsilon fittings704,706being aligned relative to each other. In an example, the first index move of the index specification sets the position of the wing assembly30relative to the fuselage18at the right-hand side of the aircraft10in the X direction (for example, front to rear). In an example, the wing assembly30undergoes one or more translating moves of the corresponding mating parts in a X direction and/or one or more translating moves of the corresponding mating parts in a Y direction and/or one or more translating moves of the corresponding mating parts in a Z direction to position the wing assembly30relative to the fuselage18. For example, the wing assembly30may be moved to simulate movement from one station within the manufacturing facility to another station within the manufacturing facility by the component support tools142.

FIG. 22is a front view of a portion of the aircraft10illustrating the wing assembly30positioned relative to the fuselage18. A second index move of the index specification is used to further align the wing assembly30relative to the fuselage18. In an example, the second index move of the index specification aligns the forward surface700,702of the upper and lower rear spar split epsilon fittings704,706on the left-hand side of the aircraft10. The second index move involves a rotating move of the wing assembly30. In an example, the second index move of the index specification is used to set the yaw angle of the wing assembly30. For example, the wing assembly30may be rotated about the Z axis to align the forward surfaces700,702of the upper and lower rear spar split epsilon fittings704,706on both the left-hand and the right-hand sides.

A third index move of the index specification is used to further align the wing assembly30relative to the fuselage18. In an example, the third index move of the index specification aligns the upper and lower rear spar split epsilon fittings. The third index move involves a rotating move of the wing assembly30. In an example, the third index move of the index specification is used to set the roll angle of the wing assembly30. For example, the wing assembly30may be rotated about the X axis to align the forward surfaces700,702of the upper and lower rear spar split epsilon fittings704,706on both the left-hand side.

FIG. 23is a front view of a portion of the aircraft10illustrating the wing assembly30positioned relative to the fuselage18.FIG. 24is a front perspective view of a portion of the aircraft10illustrating the wing assembly30positioned relative to the fuselage18. A fourth index move of the index specification is used to further align the wing assembly30relative to the fuselage18. The fourth index move involves a translating move of the wing assembly30in the Y direction. In an example, the fourth index move centers the skin of the fuselage18between over wing chords710on the left and right hand sides of the wing assembly30to equalize gaps712between the fuselage skin714and the over wing chords710on both sides. In an example, the fourth index move of the index specification sets the position of the wing assembly30relative to the fuselage18in the Y direction (for example, side to side).

FIG. 25is a cross-sectional view of a portion of the aircraft10illustrating the wing assembly30positioned relative to the fuselage18.FIG. 26is a cross-sectional view of a portion of the aircraft10illustrating the wing assembly30positioned relative to the fuselage18. A fifth index move of the index specification is used to further align the wing assembly30relative to the fuselage18. In an example, the fifth index move of the index specification mates the upper and lower rear spar split epsilon fittings704,706. The top surfaces716of the lower rear spar split epsilon fittings706are mated to the bottom surfaces718of the upper rear spar split epsilon fittings704. The fifth index move involves a translating move of the wing assembly30in the Z direction. In an example, the fifth index move of the index specification is used to set the position of the wing assembly30relative to the fuselage18in the Z direction (for example, top to bottom).

FIG. 27illustrates a portion of the aircraft10showing the wing assembly30positioned relative to the fuselage18.FIG. 28is a perspective view of a portion of the aircraft10illustrating the wing assembly30positioned relative to the fuselage18. A sixth index move of the index specification is used to further align the wing assembly30relative to the fuselage18. In an example, the sixth index move of the index specification aligns the top surfaces720of the forward ends722of the seat tracks724on the wing assembly30with the top surfaces730of the aft ends732of the seat tracks734on the fuselage18. The sixth index move involves a rotating move of the wing assembly30. In an example, the sixth index move of the index specification is used to set the pitch angle of the wing assembly30. For example, the wing assembly30may be rotated about the Y axis to align the seat tracks724,734.

In an example, the sixth index move may affect the Z positioning of the upper and lower rear spar split epsilon fittings. The fifth index move of the index specification may be reiterated after the sixth index move of the index specification to readjust the Z positioning of the upper and lower rear spar split epsilon fittings704,706. The sixth index move may be reiterated. The fifth and sixth index moves may be reiterated multiple times to achieve a best fit between setting the pitch angle and setting the Z positioning of the components. In an example, the index specification ends on a Z positioning move, such as the fifth index move, due to tighter assembly tolerances between the rear spar split epsilon fittings704,706than the assembly tolerances of the seat tracks724,734.

In other examples, the index moves may be performed in a different order. Additional index moves may be utilized when aligning different datum features of the wing assembly30and the fuselage18. Different index moves may be utilized when performing a variation analysis on different aircraft components.

The index moves define the build sequence for assembly of the aircraft components. The variation analysis is performed to virtually simulate assembly of the aircraft components to determine that the assembly analysis results comply with assembly tolerances. The variation analysis is used to verify that the build sequence is within the manufacturing capability of the manufacturing facility for producing the aircraft10. If one or more of the assembly analysis results are out of specification, the structural dimensional requirements may be revised and a different build sequence may be developed by performing a variation analysis using the revised datum specification and index specification based on the revised structural dimensional requirements.