• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    In order to reduce the overall mass of an assembly (1) for aircraft comprising a motor attachment pylon (4) and an engine attachment (7a), the mast (4) according to the invention has a primary structure (6) forming a box equipped with transverse stiffening inner ribs (30), one of which is made in one piece with at least a portion of the body (100) of the engine attachment (7a).
    公开号:FR3014841A1
    申请号:FR1362781
    申请日:2013-12-17
    公开日:2015-06-19
    发明作者:David Ewens；Jonathan Blanc
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The invention relates to the field of aircraft assemblies comprising a mast. attachment of an aircraft engine, and an engine attachment, preferably a rear engine attachment, mounted on the attachment pylon and intended to ensure the junction between the engine and the mast. The invention also relates to an aircraft equipped with such an assembly. It applies preferentially to commercial aircraft. STATE OF THE PRIOR ART On existing aircraft, engines such as turbojet engines are suspended below the wing by complex attachment devices, also called "EMS" (of the English "Engine Mounting Structure"), or mast attachment. The attachment devices usually employed have a rigid structure, called primary structure. This primary structure forms a box, that is to say it is constituted by the assembly of lower and upper spars interconnected by a plurality of transverse stiffening ribs, located inside the box. The spars are arranged in lower and upper faces, while side panels close the box side faces. In known manner, the primary structure of these masts is designed to allow the transmission to the wing of the static and dynamic forces generated by the engines, such as weight, thrust, or the different dynamic forces. In the known solutions of the prior art, the transmission of forces between the engine and the primary structure is provided conventionally by attachment means consisting of a front engine attachment, a rear engine attachment and a device resumption of pushing efforts. A conventional exemplary embodiment of the rear engine attachment is shown in Figure 1. This rear engine attachment 7a connects the exhaust casing of the engine to the primary structure 6 of the box-shaped attachment pylon. To do this, the fastener 7a comprises a body 100 and a plurality of shackles 102 articulated on the engine attachment body and on the exhaust casing. More precisely, the body 100 comprises two stages of beams stacked in the vertical direction. This is one or more upper beams 104 fixed by bolts on the outer face of the lower spar closing the box 6, and one or more lower beams 106 fixed by bolts to the upper beams 104. It is this lower beam. which carries, in an articulated manner, the shackles 102. More commonly, the upper beams are called "intermediate fittings", while it is generally implemented a single lower beam, more commonly referred to as "motor beam". It is noted that during the dismantling of the engine, for example for carrying out maintenance operations, the separation is effected at the interface referenced 108, located between the upper beams which remain attached to the caisson 6, and the beam lower that remains attached to the engine via the shackles 102. Although it is satisfactory in many ways, this solution is perfectible. In particular, there is a need to reduce its overall mass. DISCLOSURE OF THE INVENTION The object of the invention is therefore to propose an aircraft assembly at least partially remedying the problems mentioned above, encountered in the solutions of the prior art.
    [0002] To do this, the subject of the invention is an assembly for an aircraft comprising an attachment pylon of an aircraft engine, as well as an engine attachment mounted on the pylon and intended to ensure the junction between the engine. and this mast, the latter comprising a primary structure forming a box equipped with transverse ribs stiffening stiffening, said engine attachment having a body located outside the box, and shackles articulated on said body and also intended to be articulated on the engine. According to the invention, at least a part of the body of the engine attachment is made in one piece with one of the transverse transverse stiffening ribs of the box. The invention has the advantage of functionalizing one of the inner ribs of the box so that it forms a part of the body of the engine attachment, arranged outside the same box. The introduction of the forces in the box is more direct, and the overall weight of the body of the engine attachment is advantageously reduced by the absence of mechanical connection bolted between the rib, and its extension forming an integral part of the engine attachment body . The invention provides at least one of the following optional features, taken alone or in combination. According to a first preferred embodiment, said part of the body of the engine attachment, made in one piece with one of the transverse transverse stiffening ribs, is a central beam located outside the box. The body further comprises, at each of the ends of this central beam in a transverse direction of the assembly, a fitting made in one piece and having a first connecting portion on which one of said shackles is intended to be hinged. , and a second junction portion attached to the box and penetrating the latter. Said second portion of junction is arranged between a side panel of the box, and a transverse internal stiffening rib of the box. Said first junction portion forms a yoke, and in that said second junction portion is substantially flat. The two fittings are fixed on the central beam, on which a shackle is preferably intended to be hinged. According to a second preferred embodiment of the invention, said part of the body of the engine attachment, made in one piece with one of the transverse ribs stiffening stiffening, takes the form of two extensions of the rib foot located outside the box, the two extensions being spaced from each other in a transverse direction of the assembly, and the body of the engine attachment further comprises a main beam fixed to the two extensions, said shackles being hinged to said main beam of the engine attachment.
    [0003] Whatever the embodiment envisaged, it is preferably provided that the assembly also comprises a thrust force recovery device comprising: a support element attached to the box, externally to the latter, two lateral rods of recovery pushing efforts; and a spreader articulated on the support element, the two lateral connecting rods being articulated on the two opposite ends of the spreader, respectively. For the first mode, said spreader is also mounted with play, at its two ends, on connecting members forming an integral part of the central beam, said supporting member of the thrust force taking up device being preferably arranged in a recess. practiced on said central beam. Alternatively, the connection of the thrust force recovery device could be performed elsewhere on the rigid structure forming box, and not in the environment of the aforementioned engine attachment.
    [0004] For the second mode, said spreader is also mounted with play, at its two ends, on connecting members forming an integral part of the main beam, said supporting element of the thrust force taking up device being preferably arranged between said two rib foot extensions. In both cases, this configuration ensures the continuity of the recovery of the thrust forces, in case of failure of one of the two lateral rods. Said engine attachment is a rear engine attachment, and the assembly further comprises a front engine attachment. Said rear engine attachment, said forward engine attachment and the device for taking up the thrust forces together constitute motor attachment means, forming an isostatic system for taking up forces.
    [0005] Said engine attachment defines two lateral half-fasteners, the first half-fastener is designed to ensure only the recovery of the thrust forces oriented in a vertical direction of the assembly, and the second half-fastener is designed to ensure only recovery thrust forces oriented in the vertical direction and in a transverse direction of the assembly. Alternatively, the recovery of forces in the transverse direction can also be performed in the center of said engine attachment. In this case, the second half-fastener could ensure such recovery only in case of failure of the central portion of the engine attachment, so as to confer a function called "Fail Safe". The invention also relates to an aircraft part comprising an assembly as described above, a wing element on which the mast is suspended, and a motor attached to said engine attachment. The invention also relates to an aircraft comprising at least one such assembly. Finally, the subject of the invention is a method of disassembling an engine fixed by the engine attachment of an assembly as described above, this method comprising the dismantling of each of said shackles at the level of at least one one of their two ends. Other advantages and features of the invention will become apparent in the detailed non-limiting description below. BRIEF DESCRIPTION OF THE DRAWINGS This description will be made with reference to the appended drawings among which; - Figure 1, already described, shows an assembly for aircraft according to the prior art, comprising an attachment pylon and a rear engine attachment; FIG. 2 represents an aircraft equipped with an assembly according to the invention; FIG. 3 represents a schematic side view of the assembly shown in the preceding figure, according to a first preferred embodiment of the present invention; - Figure 4 shows a schematic perspective view showing the recovery of forces by the motor hooking means on the mast; FIG. 5 represents a more detailed perspective view of a portion of the aircraft assembly shown in FIG. 3; - Figure 6 is a perspective view similar to that of Figure 5, according to another angle of view, and on which some elements have been removed for reasons of clarity; a view from above of part of the means - Figure 7 shows the attachment of the engine on the mast; - Figure 8 is a perspective view of a transverse internal stiffening rib of the mast box; - Figure 9 is a rear view of the rear engine attachment connecting the engine to the mast; FIG. 10 is a perspective view similar to that of FIG. 5, with the aircraft assembly being in the form of a second embodiment; and FIG. 11 is a perspective view of a transverse internal rib for stiffening the mast box, implemented in the second preferred embodiment. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS With reference to FIG. 2, there is shown an aircraft 200 comprising a fuselage 3 on which a part 5 according to the invention is fixed. This part 5 comprises a wing element 2 corresponding to a wing of the aircraft, a double-flow engine 10 such as a turbojet engine, and an attachment pylon 4 of the engine 10. Preferably, two parts 5 are respectively arranged on either side of the fuselage 3. With reference to FIG. 3, one of the parts 5 is shown in greater detail. It represents the wing element 2, the turbojet engine 10 and the engine mast. attachment 4. In addition, there are provided hooking means 8 of the mast 4 on the wing element 2, and attachment means 7a, 7b, 7c of the turbojet engine 10 on the mast. These attachment means 7a-7c and the mast 4 form an assembly 1 according to a preferred embodiment of the invention.
    [0006] It is noted that the attachment means 8, located at the interface between the mast 4 the wing element 2, are made in a conventional manner. They will not be described further. As regards the attachment means 7a-7c, they consist of a rear engine attachment 7a, a thrust load recovery device 7b, and a front engine attachment 7c. In this regard, it is noted that the front end of the rigid structure 6 of the mast, also called the primary structure, is fixed via the engine attachment before 7c to an outer shell 13 of an intermediate casing 15 of the turbojet engine 10. This ferrule 13 extends in the axial extension of a fan casing 17, rearward, substantially with the same diameter. Alternatively, the front engine attachment 7c could be attached to the fan casing 17. Throughout the following description, by convention, the direction X corresponds to the longitudinal direction of the mast 4, which is also comparable to the longitudinal direction of the turbojet engine 10 and assembly 1. This direction X is parallel to a longitudinal axis 5 of the turbojet engine 10. On the other hand, the direction Y corresponds to the direction transversely oriented relative to the mast 4 and also comparable to the transverse direction of the turbojet engine 10 and the assembly 1, while the direction Z corresponds to the vertical direction or the height. These three directions X, Y and Z are orthogonal to each other and form a direct trihedron. On the other hand, the terms "front" and "rear" are to be considered in relation to a direction of advancement of the aircraft encountered following the thrust exerted by the turbojets 10, this direction being represented schematically by the arrow 19.
    [0007] Still with reference to Figure 3, it is stated that only the primary structure 6 of the attachment pylon 4 has been shown. The other non-represented constituent elements of this mast 4, of the secondary structure type ensuring the segregation and maintenance of the systems while supporting aerodynamic fairings, are conventional elements identical or similar to those encountered in the prior art. Therefore, no detailed description will be given.
    [0008] The primary structure 6 consists essentially of a "box", that is to say formed by the assembly of upper and lower spars 20 and 22 and two side panels 24 (only one being visible because of the view of side), these elements 20, 22, 24 being connected to each other via transverse stiffening internal ribs (not shown in Figure 3), which are usually oriented in parallel planes YZ. These ribs are preferably uniformly distributed in the casing 6, along the direction X. Returning to the attachment means 7a-7c, it is noted that the device for taking up the thrust forces 7b is also produced in a conventional manner, by means of two lateral rods 9 of recovery efforts in the direction X. These rods 9 are arranged symmetrically with respect to a median plane XZ of the part 5. They are articulated at their front end on an inner ring of the intermediate housing 15, and hinged at their rear end on a spreader at the rear engine attachment 7a, as will be described below. On the other hand, this rear engine attachment 7a is specific to the invention, and will be detailed later. The attachment means 7a-7c form an isostatic system of recovery efforts. Indeed, as shown schematically in Figure 4, the front engine attachment 7c only ensures the recovery of the forces along the directions Y and Z, while the device 7b only ensures the recovery efforts in the direction X. As for the rear engine attachment 7a, it defines two lateral half-fasteners arranged on either side of the median vertical plane XZ. The first half-fastener 7a is designed to ensure only the recovery of the thrust forces oriented in the Z direction, and the second half-fastener 7a "is designed to ensure only the recovery of the thrust forces oriented along the Y and Z directions Depending on the configuration, the recovery of forces in the Y direction can also be carried out in the center of the engine beam, and would then be taken up by the second half-attachment only in case of failure. in the direction X is carried out using the device 7b, the recovery of the forces exerted in the direction Y is effected using the front engine attachment 7c and the half-fastener 7a ", while that the recovery efforts in the direction Z is carried out jointly with the help of the engine attachment before 7c and the two half-rear fasteners 7a ', 7a "On the other hand, the recovery of the moment s 'exercising in the X direction is done vertically with the help of a rear half-fasteners 7a ', 7a ", the recovery of the moment being exerted in the direction Y is carried out vertically with the aid of these two half-fasteners together with the front engine attachment 7c, and the recovery of the moment in the direction Z is carried transversely using the half-fastener 7a "together with the front engine attachment 7c. Referring now in particular to Figures 5 to 9, there will be described the rear engine attachment 7a carried by the mast 4. The latter comprises a body 100 which is segmented transversely into three distinct parts, secured to each other by bolts preferentially oriented in the same direction Y. More specifically, the body 100 comprises, at each of its two ends, a fitting 26, and a central beam 28 interposed between the two fittings 26 and fixed thereto by bolts transverse. Each fitting 26 is made in one piece and comprises a first clevis-shaped junction portion 26a and a second substantially flat junction portion 26b attached to and penetrating the housing 6. These two portions 26a, 26b are located one above the other, one in the box and the other in the same box. The clevis-shaped junction portion 26a allows the articulation of a shackle 102, the other end of which is articulated on the exhaust casing of the turbojet engine 10. In addition, the junction portion 26b is sandwiched between the side panel 24 and a side edge of one of the transverse transverse reinforcement ribs 30, shown in FIGS. 6 and 8. Transverse bolts pass through and thus clamp the lateral panel 24, the junction portion 26b and the lateral edge of the rib 30 Optionally, connecting angles 32 may be interposed between the lateral edge of the rib 30 and the connecting portion 26b of the fitting 26. The two side fittings 26 constitute respectively the heart of the two rear engine half-latches 7a 'and 7a They therefore play a major role in optimizing the loading of the box 6, by making the side panels 24 and the internal rib 30 work directly. has the advantage of allowing an introduction of forces in another zone of the box that that of its lower spar 22. The latter is thus less loaded than in the solutions of the prior art, and efforts better distributed in the box 6 In addition, by providing a fitting 26 in one piece, the forces can pass more directly between the turbojet engine 10 and the box, this advantage being further accompanied by a gain in mass resulting from the removal of bolts to interfaces. The lower spar of the box 6 is also biased by the central beam 28 arranged outside the box, and which also carries in a hinged manner a shackle 102, as can be seen in Figure 9. In this same figure, it is also shown two shackles 102 associated with the half-fasteners 7a 'and 7a ".For the half-fastener 7a' on the left of the figure, the shackle 102 takes the form of a rod slightly inclined with respect to the vertical, while for the half -taching 7a "to the right of the figure, the shackle 102 is substantially triangular in shape to allow the recovery of forces in the direction Y. This triangular shackle 102 may also be articulated at a point at the clevis 26a of the fitting 26, and articulated at a second point on the beam 28 which can be "waiting" according to the configuration, so as to perform a function "Fail Safe". The articulation of the third point is then performed on the exhaust casing of the turbojet engine. The segmentation of the body 100 along the Y direction also makes it possible to propose several stress paths, which is particularly advantageous in the event of failure of one of the parts of this body. In addition, each of these parts 26, 28 extends in one piece under the lower spar of the box, that is to say they are not segmented in the Z direction, which ensures a transfer more The segmentation of the body 100 in the vertical direction observed in the prior art has thus been eliminated in this first preferred embodiment. Here, to further improve the transfer of forces in the box, it is made so that the central beam 28 of the body 100 is made in one piece with the rib 30. The part forming the inner rib 30 and the central beam 28 thus passes through the lower spar of the caisson 6. In order to disassemble the turbojet engine 10, it is not necessary to disassemble the body 100, but to disassemble the shackles 102 at their upper end and / or their lower end, using appropriate tools to disassemble articulated links. During such disassembly of the turbojet, the rear engine attachment 7a is then partially disassembled, for example in the manner shown in Figure 5, by removing his shackles. In other words, disassembly takes place here by disassembling the interface between the shackles 102 and the attachment body 100, and / or by disassembling the interface between these shackles and the turbojet engine. This has the advantage of limiting the shocks encountered repeatedly with the solutions of the prior art, which required the dismantling and reassembly of many traction bolts between the stepped beams of the body of the engine attachment. In the prior art, these maintenance operations had the effect of causing repeated shocks due to the use of wrenches, which can lead to significant damage. Here, the disassembly of shackles 102 can however be carried out using other types of tools, in a less dense environment than that of stepped beams and therefore less subject to repeated shocks.
    [0009] For a complete disassembly of the turbojet, it is also carried out interventions at the engine attachment before and at the thrust load recovery device, which cooperates closely with the rear engine attachment 7a. Indeed, the central beam 28 has a recess 34 in which is housed a support member 36, fixed by vertical bolts to the lower edge of the rib 30, and / or the lower spar of the box. This element 36 allows the articulation of a spreader 38 shown in Figure 7, at the ends of which are articulated the lateral rods for taking up the thrust forces 9. The spreader 38, articulated at its center on the support member 36, thus sees its lateral ends articulated respectively on the rear end of the two connecting rods 9. These lateral ends are also hinged, with play, on connecting members 40 forming an integral part of the central beam 28.
    [0010] These connecting members 40 preferably take the form of screeds. The game retained at these joints makes them inactive in normal flight conditions, that is to say that the forces do not pass through these joints and by the yokes 40. In contrast, in case of failure of the one of the two rods, the spreader 38 remains articulated in its center on the support member 36, and the end of the other rod 9 and on the yoke 40 associated with the failed rod. This design makes it possible to fulfill a security function, called "Fail Safe". Such a "Fail Safe" function can also be associated with the central shackle 102, articulated with play in the dedicated orifices 44 of the central beam 28.
    [0011] Figures 10 and 11 show an assembly 1 according to a second preferred embodiment of the invention. It is of a design close to that of the first mode, so that elements bearing the same reference numerals correspond to identical or similar elements. In this second preferred embodiment, the rib 30 no longer integrates the central beam of the attachment body 100 as in the previous mode, but incorporates two extensions 110 of the rib foot located outside the box, and spaced one the other in a direction Y. These two extensions 110, which thus project from the lower spar 22 to the outside of the box, are arranged at the lateral ends of the body 100. As for the previous mode, this configuration allows a further introduction. direct efforts in the box, as well as a gain in mass through the removal of mechanical means bolt type connection. Between the two extensions 110, under the lower spar 22, there is provided the recess 34 intended to receive the support element (not shown) of the lifter of the thrust force recovery device. Under the two rib foot extensions 110, the body 100 of the engine attachment 7a further comprises a main beam 106 comparable to the "driving beam" of the assembly of Figure 1. The main beam 106 is fixed by vertical bolts to the two extensions 110, and it extends in one piece all along the body 100, in the Y direction. Also, because of the staged design of this second mode, it could be compared to the assembly of Figure 1, the upper beams 104 being here replaced by the two extensions 110 made in one piece with the rib 30. It is the beam 106 which has the orifices 44 for the articulation of all the shackles 102 (not shown) of the rear engine attachment 7a, these shackles being arranged in an identical manner or similar to that described in the context of the first preferred embodiment. In this second embodiment, the disassembly of the turbojet is performed in a more conventional manner, by dismantling the interface between the rib extensions 110 and the main beam 106 carrying the shackles.
    [0012] Finally, it is noted that the yokes 40, intended to cooperate with the rudder of the thrust force recovery device, are here made in one piece with the main beam 106. Of course, various modifications can be made by the skilled in the art to the invention which has just been described, solely by way of nonlimiting examples.
    权利要求:
    Claims (15)
    [0001]
    REVENDICATIONS1. Aircraft assembly (1) comprising an attachment mast (4) of an aircraft engine (10), and an engine attachment (7a) mounted on the attachment pylon and intended to provide a connection between the engine (10) and the mast (6), the latter having a primary structure (6) forming a box equipped with transverse stiffening inner ribs (30), said engine attachment (7a) having a body (100) located outside the box , as well as shackles (102) articulated on said body (100) and also intended to be articulated on the engine (10), characterized in that at least a portion of the body (100) of the engine attachment is made of one piece with one of the transverse internal ribs (30) for stiffening the box.
    [0002]
    2. An assembly according to the preceding claim, characterized in that said portion of the body (100) of the engine attachment, made in one piece with one of the transverse transverse stiffening ribs (30), is a central beam ( 28) located outside the box (6), the body (100) further comprising, at each end of this central beam (28) in a transverse direction (Y) of the assembly, a fitting (26) made of one piece and having a first joining portion (26a) on which one of said shackles (102) is intended to be articulated, and a second connecting portion (26b) fixed to the box and penetrating the latter.
    [0003]
    3. An assembly according to claim 2, characterized in that said second joining portion (26b) is arranged between a side panel (24) of the box, and a transverse inner rib (30) for stiffening the box.
    [0004]
    4. An assembly according to claim 2 or claim 3, characterized in that said first junction portion (26a) forms a yoke, and in that said second junction portion (26b) is substantially flat.
    [0005]
    5. An assembly according to any one of claims 2 to 4, characterized in that the two brackets (26, 26) are fixed on the central beam (28), on which a shackle (102) is preferably intended to be articulated .
    [0006]
    6. The assembly of claim 2, characterized in that said portion of the body (100) of the engine attachment, made in one piece with one of the transverse transverse stiffening ribs (30), takes the form of two extensions (110) of the rib foot located outside the box (6), the two extensions (110) being spaced from each other in a transverse direction (Y) of the assembly, and in that the body (100) of the engine attachment further comprises a main beam (106) attached to both extensions, said shackles (102) being hinged to said main beam (106) of the engine attachment (7a).
    [0007]
    7. Assembly according to any one of the preceding claims, characterized in that it also comprises a thrust force recovery device (7b) comprising: - a support member (36) fixed on the box (6), externally to the latter; - Two lateral rods (9) of recovery of the thrust forces; and - a crossbar (38) articulated on the support element (36), the two lateral connecting rods (9, 9) being articulated on the two opposite ends of the crossbar (38), respectively.
    [0008]
    8. An assembly according to the preceding claim combined with claim 2, characterized in that said crossbar (38) is also mounted with play, at its two ends, on connecting members (40) integral with the central beam (28). ), said support member (36) of the thrust load taking device (7b) being preferably arranged in a recess (34) formed on said central beam (28).
    [0009]
    9. An assembly according to claim 7 combined with claim 6, characterized in that said crossbar (38) is also mounted with play, at both ends, on connecting members (40) integral with the main beam (106). ), said support member (36) of the thrust load taking device (7b) being preferably arranged between said two extensions (110) of the rib foot.
    [0010]
    10. An assembly according to any one of the preceding claims, characterized in that said engine attachment (7a) is a rear engine attachment, and in that the assembly (1) further comprises a front engine attachment (7c).
    [0011]
    11. An assembly according to claim 10, characterized in that said rear engine attachment (7a), said forward engine attachment (7c) and the thrust force recovery device (7b) together constitute motor attachment means forming a isostatic system of recovery of efforts.
    [0012]
    12. An assembly according to any one of the preceding claims, characterized in that said engine attachment (7a) defines two lateral half-fasteners whose first half-fastener (7a ') is designed to ensure only the recovery of the thrust forces oriented in a vertical direction (Z) of the assembly, and the second half-fastener (7a ") is designed to ensure only the recovery of the thrust forces oriented in the vertical direction (Z) and in a transverse direction (Y) from the whole.
    [0013]
    13. Part (5) of aircraft comprising an assembly (1) according to any one of the preceding claims, a wing member (2) on which the mast (4) is suspended, and a motor (10) fixed to said engine attachment (7a).
    [0014]
    14. Aircraft (200) comprising at least one assembly (1) according to any one of claims 1 to 12.
    [0015]
    15. A method of disassembling an engine (10) fixed by the engine attachment (7a) of an assembly (1) according to any one of claims 1 to 12, characterized in that it comprises the disassembly of each said shackles (102) at at least one of their two ends. 10
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3014841A1|2015-06-19|AIRCRAFT ASSEMBLY COMPRISING A PART ATTACHED ENGINE BODY MADE OF A SINGLE PIECE WITH AN INNER RIB OF A RIGIDIFICATION OF A HOUSING MAT SUBSTATION
    FR3014840A1|2015-06-19|AIRCRAFT ASSEMBLY COMPRISING A MOTOR ATTACHING BODY EQUIPPED WITH AT LEAST ONE MANILITY SUPPORT BRACKET PENETRATING IN THE HOUSING OF THE ATTACHING MAT
    CA2613194C|2013-09-24|Engine mount for an aircraft, to be placed between an engine and an engine mounting structure
    EP2038174B8|2010-02-03|Aircraft engine attachment device comprising two thrust-reacting link rods that fit together transversely
    EP2142430B1|2011-03-02|Aircraft engine mounting device and aircraft including at least one such device
    EP2500268B1|2013-10-16|Engine pylon for an aircraft
    FR2903383A1|2008-01-11|Aircraft`s jet engine locking device, has mechanical connection with clearance between rear end of rods and support fitting integrated to box, where connection is placed in rear end mounted on rudder bar of thrust reacting device
    FR2891247A1|2007-03-30|Aircraft assembly, has engine mounting structure with rigid structure forming shell with rear closing element, and rigid structure mounted on wing element so that wing element is supported against front longeron
    WO2009147341A2|2009-12-10|Engine mounting pylon including means for attaching spars and panels arranged outside the inner space of the box
    FR2964364A1|2012-03-09|AIRCRAFT TURBOJET ENGINEERING MACHINE COMPRISING FRONT VANE FRONT FASTENERS
    WO2008155386A1|2008-12-24|Device for coupling an aircraft engine and method for mounting an aircraft engine by means of such a device
    FR2889163A1|2007-02-02|AIRCRAFT ASSEMBLY COMPRISING A SAILING ELEMENT AND A HITCHING MAT
    EP1571082A1|2005-09-07|Aircraft engine attachment onto a wing pylon
    FR3065442A1|2018-10-26|AIRCRAFT ENGINE ASSEMBLY COMPRISING A FRONT ENGINE ATTACHMENT INTEGRATED WITH THE BOX OF THE ATTACHING MAT
    EP3505439B1|2020-04-15|Assembly for aircraft comprising a mounting strut primary structure attached to a wing box by compact fasteners in the leading edge area
    FR3020347A1|2015-10-30|METHOD FOR ASSEMBLING A REAR AIRCRAFT PART
    FR2963320A1|2012-02-03|Engine assembly i.e. turbofan assembly, for aircraft, has connection units ensuring passage of efforts along effort resumption directions defining effort resumption plane, where resumption plane and rod plane intercept along straight line
    FR3032421A1|2016-08-12|AIRCRAFT ASSEMBLY COMPRISING A PRIMARY STRUCTURE OF HITCHING MAT INTEGRATED WITH THE STRUCTURE OF THE VESSEL ELEMENT
    FR3012793A1|2015-05-08|AIRCRAFT ASSEMBLY COMPRISING A FASTENER ATTACHED TO THE EXTRADOS PART OF A SAILBOX, FOR MOUNTING A COUPLING MAT ON THIS SAIL BOX
    EP2522575A2|2012-11-14|Device for attaching an aircraft engine, comprising clamping wedges for engine attachment with corner effect
    FR3044297A1|2017-06-02|AIRCRAFT ENGINE ASSEMBLY INCLUDING REAR ENGINE FASTENERS
    FR2887522A1|2006-12-29|Aircraft shipset, has turboshaft engine fixing mast with units to fix box forming rigid structure under box forming aerofoil unit, where fixing units have fastener with insert fitting placed inside structure and box forming aerofoil unit
    EP3505448A1|2019-07-03|Assembly for aircraft comprising a mounting strut primary structure attached to a wing box by compact fasteners in the leading edge area
    EP3437999B1|2019-10-09|Light primary structure for aircraft engine mounting strut
    FR3073824A1|2019-05-24|AIRCRAFT ASSEMBLY COMPRISING A PRIMARY STRUCTURE OF A COUPLING MACHINE ATTACHED TO A SAILBOX BY PARTIALLY BENT FASTENERS IN THE PRIMARY STRUCTURE
    同族专利:
    公开号 | 公开日
    US9862497B2|2018-01-09|
    FR3014841B1|2017-12-08|
    US20150166192A1|2015-06-18|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20050274485A1|2004-06-14|2005-12-15|Huggins George L|Cast unitized primary truss structure and method|
    FR2891243A1|2005-09-26|2007-03-30|Airbus France Sas|ENGINE ATTACHING MAT FOR AN AIRCRAFT|
    FR2891252A1|2005-09-28|2007-03-30|Airbus France Sas|Box-type aircraft engine e.g. jet engine, mounting structure, has monolithic framework covered with mechanically assembled covering panels, and fixed with reinforcement fittings mechanically secured to engine and/or wings fastening points|
    US20110121132A1|2009-11-23|2011-05-26|Spirit Aerosystems, Inc.|Truss-shaped engine pylon and method of making same|
    EP2436601A1|2010-10-01|2012-04-04|Airbus Operations|Thrust link device with connecting rods for an aircraft engine mounting, including three aligned ball-and-socket joints|FR3041935A1|2015-10-05|2017-04-07|Airbus Operations Sas|AIRCRAFT ENGINE ASSEMBLY COMPRISING AT LEAST TWO REAR ENGINE FASTENERS AXIALLY SHIFTED FROM EACH OTHER|
    FR3047973A1|2016-02-23|2017-08-25|Airbus Operations Sas|AIRCRAFT ENGINE ASSEMBLY, COMPRISING A MOTOR ATTACHING DEVICE EQUIPPED WITH STRUCTURAL MOBILE HOOKS CONNECTED TO THE CENTRAL CABIN|
    US10017267B2|2015-08-13|2018-07-10|Airbus Operations Sas|Engine assembly for an aircraft comprising a primary structure of a mounting pylon equipped with a box extension comprising two parts in the overall shape of an arch|
    US10464683B2|2016-03-15|2019-11-05|Airbus Operations |Aircraft engine assembly, comprising flexible force transmitting devices radially arranged between the thrust reversal cowls and the engine|
    US10562639B2|2015-12-16|2020-02-18|Airbus Operations |Aircraft engine assembly, comprising an attachment device for the engine equipped with a structural cover attached on a central box|US3222017A|1964-03-30|1965-12-07|Gen Electric|Engine mounting|
    US3357657A|1966-04-27|1967-12-12|Mc Donnell Douglas Corp|Fire barrier|
    GB1291939A|1970-11-30|1972-10-04|Rolls Royce|Flame shield for a gas turbine engine|
    DE2166833C3|1971-02-25|1980-08-21|John Emery Lafayette Calif. Lindberg |Device in an aircraft for detecting and displaying a fire or partial burn-out of a fire bulkhead|
    US3818469A|1971-02-25|1974-06-18|J Lindberg|Fire-wall and burn-through protection system|
    US4044973A|1975-12-29|1977-08-30|The Boeing Company|Nacelle assembly and mounting structures for a turbofan jet propulsion engine|
    US4767656A|1984-01-09|1988-08-30|The Boeing Company|Composite material structure with integral fire protection|
    US4801496A|1986-06-24|1989-01-31|The Boeing Company|Composite member with integrated thermal protection|
    US4821980A|1987-09-29|1989-04-18|The Boeing Company|Vibration isolating engine mount|
    US5065959A|1989-11-21|1991-11-19|The Boeing Company|Vibration damping aircraft engine attachment|
    US5443229A|1993-12-13|1995-08-22|General Electric Company|Aircraft gas turbine engine sideways mount|
    US5524846A|1993-12-21|1996-06-11|The Boeing Company|Fire protection system for airplanes|
    DE29622647U1|1996-09-27|1997-05-15|Gruenzweig & Hartmann Montage|High temperature insulation system|
    US7093666B2|2003-02-20|2006-08-22|Pratt & Whitney Canada Corp.|Apparatus and method for providing fireproofing to an aircraft auxiliary power unit|
    FR2862045B1|2003-11-12|2006-05-05|Snecma Moteurs|TURBOREACTOR INTENDED TO BE FIXED ON THE FUSELAGE OF AN AIRCRAFT AND ESPECIALLY ON ITS REAR PART|
    US7040576B2|2003-12-18|2006-05-09|Pratt & Whitney Canada Corp.|Fire shield apparatus and method|
    GB0418454D0|2004-08-19|2004-09-22|Rolls Royce Plc|An engine mounting assembly|
    FR2883256B1|2005-03-18|2008-10-24|Airbus France Sas|ENGINE ATTACHMENT OF A MOUNTING SYSTEM INTERPOSED BETWEEN A COUPLING MACHINE AND AN AIRCRAFT ENGINE|
    FR2887851B1|2005-06-29|2007-08-17|Airbus France Sas|ENGINE ATTACHING MAT FOR AN AIRCRAFT|
    FR2891244B1|2005-09-26|2009-04-03|Airbus France Sas|ENGINE ATTACHING MAT FOR AN AIRCRAFT|
    GB2434836B|2006-02-04|2008-12-10|Rolls Royce Plc|Mounting system for use in mounting a gas turbine engine|
    GB0607991D0|2006-04-22|2006-05-31|Rolls Royce Plc|Aeroengine mounting|
    FR2903383B1|2006-07-10|2009-05-15|Airbus France Sas|APPARATUS FOR CONNECTING AN AIRCRAFT ENGINE COMPRISING TWO DUAL REAR MECHANICAL REINFORCING RETRACTORS|
    FR2915175B1|2007-04-20|2009-07-17|Airbus France Sa|ENGINE ATTACHING MACHINE FOR AN AIRCRAFT HAVING A REAR ENGINE ATTACHMENT BEAM DEPORTEE FROM THE HOUSING|
    FR2915176B1|2007-04-20|2009-07-10|Airbus France Sa|ENGINE ATTACHING MACHINE FOR AN AIRCRAFT HAVING A REAR ENGINE ATTACHMENT HAVING A BARREL NUT|
    FR2917712B1|2007-06-20|2009-09-25|Airbus France Sas|ENGINE ATTACHING MACHINE FOR AN AIRCRAFT HAVING A REAR ENGINE ATTACHMENT BEAM FORMING A PALONNIER.|
    ITRM20070501A1|2007-09-27|2009-03-28|Nautical Service Srl|PANEL IN COMPOSITE MATERIALS RESISTANT TO THE FLAME THROUGH AERO, NAVAL AND LAND APPLICATIONS AND ITS LOCKING SYSTEMS.|
    ES2341514B1|2007-10-03|2011-04-18|Airbus España S.L.|STRUCTURAL CONFIGURATION FOR THE ASSEMBLY OF AN ENGINE ON THE STRUCTURE OF AN AIRCRAFT.|
    US8205825B2|2008-02-27|2012-06-26|Spirit Aerosystems, Inc.|Engine pylon made from composite material|
    US8056953B2|2008-06-13|2011-11-15|Itt Manufacturing Enterprises, Inc.|Thermal barrier system|
    FR2935953B1|2008-09-18|2010-10-29|Airbus France|REAR AIRCRAFT PART COMPRISING TWO SEMI-STRUCTURES SUPPORTING ENGINES REPORTED ON ONE ANOTHER WITHIN A AIRCRAFT INTERIOR SPACE.|
    US8222165B2|2008-10-27|2012-07-17|Pratt & Whitney Canada Corp.|Composite fire shield|
    FR2939102B1|2008-12-01|2011-01-21|Airbus France|RIGID STRUCTURE OF AIRCRAFT MAT EQUIPPED WITH A RIB EXTENSION FOR THE RESUMPTION OF THE MOMENT ACCORDING TO THE LONGITUDINAL DIRECTION|
    FR2939409B1|2008-12-08|2011-02-11|Airbus France|FIXING SYSTEM BETWEEN TWO COMPONENTS SUCH AS AN AIRCRAFT ENGINE AND ITS ATTACHING MACHINE|
    FR2941673B1|2009-02-04|2011-01-14|Aircelle Sa|SUSPENSION ASSEMBLY FOR AIRCRAFT TURBOJET ENGINE|
    FR2942165B1|2009-02-16|2016-01-29|Airbus France|METHOD FOR MANUFACTURING A RAIDI PANEL IN COMPOSITE MATERIAL|
    FR2946621B1|2009-06-15|2013-02-08|Aircelle Sa|METHOD FOR ASSEMBLING THERMAL PROTECTION ON A FIXED INTERNAL STRUCTURE OF TURBOELECTOR NACELLE|
    FR2950322B1|2009-09-22|2012-05-25|Airbus Operations Sas|AIRCRAFT ENGINE FITTING ELEMENT, AIRCRAFT ASSEMBLY COMPRISING THE AIRCRAFT ELEMENT AND ASSOCIATED AIRCRAFT|
    DE102009054568A1|2009-12-11|2011-06-16|Rolls-Royce Deutschland Ltd & Co Kg|Device for suspending a jet engine on a support structure|
    FR2961172B1|2010-06-14|2012-07-27|Snecma|SUSPENSION OF A TURBOMOTOR OR THE LIKE TO AN AIRCRAFT PYLON WITH INTEGRATED SAFETY.|
    US9027875B2|2010-10-28|2015-05-12|Spirit Aerosystems, Inc.|Pylon arrangement for open structure|
    FR2970700B1|2011-01-20|2013-10-11|Airbus Operations Sas|DEVICE FOR ATTACHING AN AIRCRAFT ENGINE TO A MAT|
    US8844643B2|2011-03-08|2014-09-30|Honeywell International Inc.|Fireproof systems with local heat shields for aircraft engines|
    FR2972709B1|2011-03-18|2013-05-03|Airbus Operations Sas|ENGINE ATTACHING MAT FOR AN AIRCRAFT|
    FR2976914B1|2011-06-23|2014-12-26|Snecma|STRUCTURE FOR ATTACHING A TURBOMACHINE|
    FR2979829B1|2011-09-09|2013-09-27|Astrium Sas|PERFECTION FLAME SHIELD|
    EP2631180B1|2012-02-27|2014-04-02|Airbus Operations |An engine attachment pylon|
    US20130232768A1|2012-03-12|2013-09-12|United Technologies Corporation|Turbine engine case mount and dismount|
    FR2994941B1|2012-09-06|2015-08-07|Airbus Operations Sas|PROPULSIVE ASSEMBLY FOR AIRCRAFT COMPRISING A STRUCTURAL CARENAGE.|
    FR2994942B1|2012-09-06|2015-08-07|Airbus Operations Sas|LATERAL PROPULSIVE ASSEMBLY FOR AIRCRAFT COMPRISING A SUPPORT ARM OF A TURBOMOTEUR.|
    FR2996823B1|2012-10-15|2014-11-21|Snecma|DETACHABLE THERMAL PROTECTION IN LINE FOR A SUSPENSION ROLL OF A TURBOMACHINE|
    JP6114042B2|2013-01-25|2017-04-12|三菱航空機株式会社|Aircraft firewalls, pylons and aircraft|
    FR3014840B1|2013-12-17|2017-10-13|Airbus Operations Sas|AIRCRAFT ASSEMBLY COMPRISING A MOTOR ATTACHING BODY EQUIPPED WITH AT LEAST ONE MANILITY SUPPORT BRACKET PENETRATING IN THE HOUSING OF THE ATTACHING MAT|
    FR3015431B1|2013-12-19|2017-12-15|Airbus Operations Sas|PRIMARY STRUCTURE OF REINFORCED ATTACHING MAT.|
    FR3015433B1|2013-12-23|2016-02-12|Airbus Operations Sas|AIRCRAFT ASSEMBLY COMPRISING AN INTEGRATED PLATFORM LOADING MACHINE AND REAR PARTLY FUSELING AGENCY|FR2991228B1|2012-05-29|2015-03-06|Airbus Operations Sas|METHOD AND DEVICE FOR MAKING A SELF-RAIDI COMPOSITE PANEL|
    FR3014840B1|2013-12-17|2017-10-13|Airbus Operations Sas|AIRCRAFT ASSEMBLY COMPRISING A MOTOR ATTACHING BODY EQUIPPED WITH AT LEAST ONE MANILITY SUPPORT BRACKET PENETRATING IN THE HOUSING OF THE ATTACHING MAT|
    FR3015431B1|2013-12-19|2017-12-15|Airbus Operations Sas|PRIMARY STRUCTURE OF REINFORCED ATTACHING MAT.|
    FR3015433B1|2013-12-23|2016-02-12|Airbus Operations Sas|AIRCRAFT ASSEMBLY COMPRISING AN INTEGRATED PLATFORM LOADING MACHINE AND REAR PARTLY FUSELING AGENCY|
    CN107108039B|2015-01-07|2019-08-30|洛德公司|Aircraft engine mounting rack|
    FR3032180B1|2015-01-30|2018-05-18|Airbus Operations|PROPELLANT ASSEMBLY COMPRISING A TURBOJET ENGINE AND A COUPLING MAT FOR A NEW DISTRIBUTION OF EFFORTS BETWEEN THE TURBOJET AND THE VIL|
    US10351224B2|2015-09-23|2019-07-16|The Boeing Company|External structure mounting system for use with an aircraft|
    FR3069848B1|2017-08-02|2019-08-30|Airbus|LOW PRIMARY STRUCTURE FOR AN AIRCRAFT ENGINE HITCHING MAT|
    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362781A|FR3014841B1|2013-12-17|2013-12-17|AIRCRAFT ASSEMBLY COMPRISING A PART ATTACHED ENGINE BODY MADE OF A SINGLE PIECE WITH AN INNER RIB OF A RIGIDIFICATION OF A HOUSING MAT SUBSTATION|FR1362781A| FR3014841B1|2013-12-17|2013-12-17|AIRCRAFT ASSEMBLY COMPRISING A PART ATTACHED ENGINE BODY MADE OF A SINGLE PIECE WITH AN INNER RIB OF A RIGIDIFICATION OF A HOUSING MAT SUBSTATION|
    US14/571,772| US9862497B2|2013-12-17|2014-12-16|Assembly for an aircraft, comprising an engine attachment body partially produced in one piece with an internal stiffening rib of an attachment pylon box section|
    [返回顶部]