• 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 bring the primary structure of an aircraft engine mounting pylon closer to a wing box, the invention provides: an aircraft wing (2) comprising a wing box (14); ) partly made using a front spar (16) and an intermediate spar; an attachment pylon comprising a box-like primary structure (28) having transverse reinforcing ribs (36, 36a, 36b); and means for fixing the primary structure (28) of the attachment pylon on the wing box (14). According to the invention, these fixing means comprise a line of bolts (44) along which each bolt passes through one of the transverse reinforcement ribs (36, 36a, 36b), and on the other hand a fitting (50) attached to one of the front and intermediate longitudinal members parallel to the line of bolts (44).
    公开号:FR3065441A1
    申请号:FR1753403
    申请日:2017-04-19
    公开日:2018-10-26
    发明作者:Olivier Pautis；Laurent Lafont；Rohan Nanda
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    DESCRIPTION
    TECHNICAL AREA
    The present invention relates to the field of aircraft, and in particular to assemblies comprising an aircraft wing as well as an engine attachment pylon fixed under this wing. The invention preferably relates to such assemblies intended to support motors of large diameters, with double flow. An example of this type of assembly is for example disclosed in document FR 2 887 522.
    The invention applies in particular to commercial aircraft.
    STATE OF THE PRIOR ART
    On existing aircraft, engines such as turbojets are suspended below the airfoil by complex attachment devices, also called "EMS" (or "Engine Mounting Structure"), or even attachment mast. The suspension poles usually used have a primary structure, also known as a rigid structure, often produced in the form of a box, that is to say produced by the assembly of lower and upper beams connected together by a plurality of transverse reinforcement ribs located inside the box and at its ends. The side members are arranged on the lower and upper sides, while side panels close the box on the side faces. In addition, the attachment pylon is arranged in the upper part of the engine, between the latter and the wing box. This time position is called "at 12 noon".
    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 the weight, the thrust, or even the various dynamic forces, in particular those related to cases of failures such as loss of blades (FBO, from the English "Fan Blade Out"), erasing the nose gear, dynamic landing, etc.
    In the attachment masts known from the prior art such as in document FR 2 887 522, the transmission of forces between its primary structure and the wing box is conventionally ensured by a set of fasteners comprising a front fastener, a rear attachment, as well as an intermediate attachment, the latter being in particular intended to take up the thrust forces generated by the engine. These fasteners are conventionally interposed vertically between the wing box and the primary structure of the suspension pylon.
    On recent engines, the diameter is increasing. For double-flow engines such as turbojets, the large dilution ratio sought leads to obtaining a particularly large bulk, since an increase in the dilution rate inevitably generates an increase in the diameter of the engine, and more particularly an increase in diameter from its fan casing.
    Consequently, with a ground clearance which is determined so as to remain acceptable from a safety point of view, the space remaining between the airfoil and the engine turns out to be more and more limited. As a result, it becomes difficult to install the attachment mast as well as the different wing attachments in this remaining vertical space, usually dedicated to this installation. This difficulty is all the greater as the forces which pass through are also of high intensities, and require appropriate sizing for the wing box and the primary structure. Indeed, the latter must have sufficient dimensions to provide mechanical strength capable of withstanding the passage of forces from the engine towards the wing element, with a slight deformation under stress in order to not degrade the aerodynamic performance of the propulsion system. .
    In the prior art, multiple solutions have been proposed for bringing the engine as close as possible to the wing element to which it is suspended, and this in order to maintain the required ground clearance.
    However, these solutions must be continuously improved to adapt to the ever larger fan casing diameters, chosen to meet the dilution rate requirements.
    STATEMENT OF THE INVENTION
    To meet this need for improvement, the subject of the invention is an assembly for aircraft comprising:
    - An aircraft wing comprising a wing box partly made using a front spar and an intermediate spar;
    - an engine attachment mast arranged under the wing, the mast comprising a primary structure in the form of a box having an upper spar extending at least partially under the wing box, and also having a lower spar, panels lateral as well as transverse reinforcing ribs; and
    - Means for fixing the primary structure of the suspension pylon on the wing box.
    According to the invention, said fixing means comprise a line of bolts along which each bolt crosses on the one hand one of said transverse reinforcement ribs, and on the other hand a fitting fixed on one of said front side members and intermediate parallel to the bolt line.
    Thanks to the proposed arrangement, the primary structure of the mast can be approached as close as possible to the wing. Indeed, the use of a line of bolts contrasts with the solutions of the prior art in which the fasteners usually have non-negligible bulk elements arranged in the vertical direction, between the mast and the wing. This advantageously results in a gain in space in this same direction, since the mast can be coupled as close as possible to the wing. In addition, fixing by bolt line allows a more direct transfer of forces between the wing box and the primary structure of the mast. This leads to a reduction in secondary moments resulting from the offsets created by conventional fasteners, which generally use yokes and shackles or rods. Thanks to this reduction in secondary moments, certain structural reinforcements initially provided within the airfoil and the mast to cope with these moments, can be reduced or eliminated. This advantageously results in an additional gain in size and mass in the vertical direction, which is conducive to the installation of a motor of larger diameter, and / or to a higher installation of the motor to increase the ground clearance.
    The invention preferably provides at least one of the following optional characteristics, taken individually or in combination.
    Each fitting fixed to one of said front and intermediate rails of the wing box is arranged outside this box.
    Each fitting fixed to one of said front and intermediate beams is located in the longitudinal continuity of an internal rib for reinforcing the wing box, the internal reinforcement rib being fixed to each of said front and intermediate beams of this wing box.
    Each fitting fixed to one of said front and intermediate rails has at least:
    - a first mounting plate on the front spar or the intermediate spar;
    - A second fixing plate cooperating with at least one of said bolts of the bolt line, said first and second fixing plates being substantially orthogonal to each other; and
    - Preferably lateral flanks integral with said first and second fixing plates.
    Certain bolts of the bolt line pass through one of said transverse reinforcement ribs of the primary structure of the mast, and other bolts of this line pass through another transverse reinforcement rib of the primary structure of the mast.
    The bolts of the bolt line are divided into a first group of bolts and a second group of bolts, the bolts of the first group of bolts passing through a first transverse reinforcement rib of the primary structure of the mast and the bolts of the second group of bolts passing through a second transverse reinforcement rib of the primary structure of the mast, the first and second transverse reinforcement ribs being preferably directly consecutive within the primary structure of the attachment mast.
    The bolts of the first group of bolts are arranged on one side of a vertical and longitudinal median plane of the assembly, and the bolts of the second group of bolts are arranged on the other side of this vertical and longitudinal median plane.
    The assembly comprises a doubler fixed under a lower skin of the lower surface of the wing box and arranged between this skin and the primary structure of the mast, each bolt of the line of bolts passing through the doubler.
    Each bolt in the bolt line includes a barrel nut housed in an opening in the corresponding reinforcing transverse rib.
    At least one bolt of the bolt line is fitted adjusted tightly so as to allow the recovery of the forces exerted in a longitudinal direction and in a transverse direction of the assembly.
    According to a preferred embodiment, said fitting is fixed to the front spar of the wing box.
    The line of bolts constitutes a front wing attachment, or said front wing attachment further comprises a shear pin for taking up forces exerted in a longitudinal direction and in a transverse direction of the assembly, with the shear pin intercepting the row of bolts.
    The assembly also includes a rear wing attachment arranged at a transverse reinforcing rib closing the rear of the primary structure in the form of a box, and the primary structure is fixed under the wing box using exclusively the 'front wing attachment and rear wing attachment.
    The rear wing attachment comprises a shear pin projecting rearwards from the transverse reinforcing rib closing the rear of the primary structure, the shear pin being arranged substantially in a longitudinal direction of the assembly.
    The rear canopy attachment also includes at least one shackle through which the shear pin passes.
    Finally, the invention also relates to an aircraft comprising at least one such assembly.
    Other advantages and characteristics of the invention will appear in the detailed non-limiting description below.
    BRIEF DESCRIPTION OF THE DRAWINGS
    This description will be made with reference to the accompanying drawings, among which;
    - Figure 1 shows a side view of an aircraft comprising an assembly according to the invention;
    - Figure 2 is an enlarged side view of that of Figure 1, showing the assembly according to the invention with its associated motor;
    - Figure 3 is a partially exploded perspective view of a preferred embodiment of the assembly shown in the previous figure;
    - Figure 4 is a schematic top view of the assembly shown in Figure 3;
    - Figure 5 is a sectional view taken along the line V-V of Figure 4;
    - Figure 6 is a partially exploded perspective view of part of the assembly shown in Figures 3 to 5;
    - Figure 7 is another perspective view of part of the assembly shown in Figures 3 to 6, showing more precisely the rear wing attachment;
    - Figure 8 is a rear view of that shown in the previous figure;
    - Figure 9 is a perspective view similar to that of Figure 6, schematically showing the recovery of forces achieved by the front and rear wing attachments;
    - Figure 10 shows a perspective view of part of an assembly having according to another preferred embodiment of the invention;
    - Figure 10a is a perspective view showing part of the assembly shown in the previous figure, from another angle of view;
    - Figure 11 is a perspective view of an element of the assembly shown in Figures 10 and 10a; and
    - Figure 12 is a sectional view taken along line XII-XII of Figure
    10.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
    Referring to Figure 1, there is shown an aircraft 100 comprising a fuselage 3 on which are fixed two wings 2 (only one visible in Figure 1), each wing forming an integral part of an assembly 1 according to the invention. The assembly 1 supports a double-flow, double-body motor 10, such as a turbojet. Indeed, this assembly 1 comprises not only the wing 2, but also a mast 4 for attaching the motor 10 interposed between the wing 2 and this motor.
    Throughout the description which follows, by convention, the direction X corresponds to the longitudinal direction of the assembly 1 which is also comparable to the longitudinal direction of the engine 10, this direction X being parallel to a longitudinal axis of this engine. On the other hand, the direction Y corresponds to the direction oriented transversely relative to the assembly 1, also comparable to the transverse direction of the engine. Finally, the direction Z corresponds to the vertical or height direction, these three directions X, Y and Z being orthogonal to each other. Consequently, the motor 10 is suspended under the assembly 1, in the direction Z.
    On the other hand, the terms “front” and “rear” are to be considered with respect to a direction of advance of the aircraft encountered following the thrust exerted by the engines 10, this direction being represented schematically by the arrow 7. On the other hand, the terms “upstream” and “downstream” are to be considered in a main direction of flow of the gases through the engine, a direction which is opposite to direction 7.
    Referring now to Figure 2, there is shown the assembly 1 under which is suspended the motor 10, of longitudinal axis 12. The wing 2 of this assembly 1 has a conventional design in that it comprises a wing box 14 extending in a wingspan direction of the wing. The wing box 14 is formed by a front spar 16, a rear spar 17, an intermediate spar 18, an upper upper surface 20 as well as a lower lower surface 22. The three spars 16, 17, 18 are preferably substantially parallel, extending in the direction of span and spaced from each other in a direction of the chord of the wing. Internal substantially reinforcing ribs 24 are housed inside the wing box 14, being fixed to each of the four box elements 16, 18, 20, 22, by rivets, bolts or the like. The ribs 24 could also pass through the intermediate spar 18 to extend rearward to the rear spar 17, or else other ribs 24 could be arranged between the intermediate spar 18 and the rear spar 17. In addition, at the front of the wing box 14, the wing 2 comprises a cowling 26 forming the leading edge of the wing.
    The other element of the assembly 1, the attachment pylon 4, comprises a primary structure 28 in the form of a box. The other unrepresented constituent elements of this mast 4, of the secondary structure type ensuring segregation and the maintenance of the systems while supporting aerodynamic fairings, are conventional elements similar to those encountered in the prior art. Therefore, no detailed description will be made of it.
    The primary structure 28, or rigid structure, allows the transmission to the wing box 14 of the static and dynamic forces generated by the engine 10. The box which it forms extends over the entire length of this primary structure, in the direction X It has a conventional design, namely that it is delimited upwards by an upper spar 30, downwards by a lower spar 32, and laterally by side panels 34. As can be seen in FIG. 2, the upper spar 30 is located at least partially under the wing box 14. In this regard, it is noted that each of the aforementioned elements 30, 32, 34 can be made in one piece, or by the assembly of several pieces separate. In addition, the same part can constitute all or part of several of these elements 30, 32, 34.
    In addition, the mast box 28 is equipped with transverse reinforcing ribs, preferably arranged substantially in planes YZ and distributed in the direction X. These are internal transverse ribs 36, a transverse reinforcing rib 36a closing the rear of the mast box 28, called the rear closing rib, as well as a transverse reinforcing rib 36b closing the front of the box, called the front closing rib.
    The mast casing 28 has a cross section YZ in the general shape of a square or rectangle, of scalable dimension along the direction X. Preferably, this cross section narrows from a middle portion, going towards the forward and backward.
    The engine 10 is fixed to the mast box 28 in a conventional manner, which will not be detailed in the context of this patent application. It is carried out by conventional engine attachments, known to those skilled in the art. However, one of the features of the invention resides in the design of the means for fixing the mast box 28 to the wing box 14, these means being here constituted by two wing attachments 40, 42 which will now be described. with reference to Figures 3 to 8
    Firstly with reference to Figures 3 to 6, there is shown the front canopy attachment 40 which here consists of a line of bolts. The bolts 44 are oriented substantially in the direction Z, and spaced from one another along a fictitious line 46 which is parallel to the front spar 16 of the wing box 14.
    Each bolt 44 passes first through a fitting 50 fixed to the front spar 16 of the wing box 14. More specifically, the fitting 50 is fixed outside the box 14 and at the front of the latter, in the longitudinal continuity of one of the internal reinforcement ribs 24 of the wing box.
    This fitting 50 can take different forms, such as that of an angle iron. Preferably, it comprises a first fixing plate 52 which is parallel to the front spar 16 and fixed to the latter using bolts (not shown). It also includes a second fixing plate 54 cooperating with at least one of the bolts 44, and preferably only one. This second plate 54 is substantially parallel to the upper spar 30 of the mast box 28, therefore substantially orthogonal to the first plate 52 as can be seen in FIG. 5. In addition, the fitting 50 has two lateral flanks 56 integral with the first and second fixing plates 52, 54. Finally, the fitting 50 may comprise an upper plate 58 substantially parallel to the second plate 54 and fixed by bolts to a longitudinal extension 60 of the front spar 16. The plates 52, 54, 58 and the two sides lateral 56 are preferably made in one piece, for example by machining a block of material.
    These are several fittings 50 which follow one another along the front spar 16, each of them being associated with a single bolt passing through its second plate 54.
    In a preferred embodiment, a doubler 22 'is fixed under the lower skin 22, in line with the front canopy attachment 40 while being crossed by each bolt 44 (the doubler 22' is not shown in FIG. 3) . This fixing is carried out by bolts, rivets or similar elements. The doubler 22 'extends forwardly beyond the front spar 16, under the fitting 50, preferably without being directly attached thereto. It takes the form of a skin pressed against the lower skin 22 of the wing box. The function of this doubler 22 'is to drain / distribute the shear forces contained in the XY plane in a large part of the lower skin 22.
    Each bolt 44 finally passes through the upper part of one of the internal transverse reinforcing ribs 36 of the mast box 28. To do this, the upper part of the ribs concerned 36 is preferably reinforced, by presenting parts projecting outwardly relative to the box, in the Y and / or Z directions. These reinforcements are made in one piece with the rib, or else are fixedly attached to the latter. Among the envisaged reinforcements, some located outside the mast box 28 allow to easily accommodate a barrel nut 62 (from the English "barrel nut"} forming an integral part of a bolt 44. Indeed, as is best seen in figure 6, the barrel nut 62 can easily be inserted into an orifice 64 of a rib reinforcement 66 located outside the casing. As a reminder, a barrel nut is generally a nut which has a cylindrical outer surface whose axis is perpendicular to the axis of the threaded hole 68 which passes through it. A barrel nut can be produced, as the case may be, in one or two pieces. This type of nut is also called barrel nut, or sleeve nut, it is preferably used for each of the bolts 44. Other types of nuts can nevertheless be used, such as conventional nuts of hexagonal shape, without departing from the scope of the invention. not.
    This nut 62 cooperates with an element 70 threaded at its end, so as to together form the bolt 44. The element 70 threaded at its end also includes a smooth barrel 70a in its extension as well as a head 71 which is integral with it, or reported.
    The part of the smooth barrel 70a is adjusted tightly in the parts through which it passes, so that each bolt 44 can ensure not only the resumption of the forces exerted in the direction Z, but also the forces exerted according to the directions X and Y. The parts crossed are, successively in direction Z, the second plate 54 of the fitting 50 housed in the wing, the doubler 22 'fixed on the lower skin 22 of the wing, the upper spar 30 of the box mast 28 and the inner rib 36. However, the rib 36 may have a reinforcement which is located outside or in the plane of the upper spar 30 as shown in Figure 6, so that the threaded element 70 passes through this reinforced rib 36 directly after its exit from the doubler 22 ′ fixed on the lower skin 22 of the wing, without passing through the upper spar 30.
    To ensure that the shear forces in the X and Y directions pass essentially through the lower skin 22, the smooth barrel 70a of each bolt 44 can pass through only the doubler 22 ', and not the second plate 54.
    It is noted that along the line of bolts, the vertical spacing between the wing box 14 and the upper spar 30 of the mast box 28 can be progressive. To cope with this difference in vertical spacing, the fittings 50 may have different heights depending on their position along the line of bolts, as has been shown diagrammatically in FIG. 3. Alternatively, the ribs 36 could have a variable projecting height to respond to this problem, or the doubler 22 could be replaced by a shim of progressive thickness, as will be presented below. Obviously, it would also be possible to combine some or all of these solutions aimed at making up vertical play between the two boxes 14, 28.
    In the preferred embodiment which is described, there are provided four fittings 50 each associated with one of the bolts 44. The latter are then divided into two groups, namely a first group 44a of two bolts located on one side d 'a vertical and longitudinal median plane PI of the assembly 1, and a second group 44b of two bolts located on the other side of this median plane PI. The bolts 44 of the first group 44a both pass through the same first transverse rib 36, while the bolts 44 of the second group 44b both pass through the same second transverse rib 36, preferably directly consecutive to the first rib in the direction X .
    Preferably, a rib 24 is associated with each of the two aforementioned groups. Consequently, each of these two ribs 24, provided inside the wing box 14 between the intermediate spar 18 and the front spar 16, cooperates with two fittings 50.
    It should also be noted, with more specific reference to FIG. 4, that the two bolts 44 of each group are arranged substantially symmetrically with respect to the side panel 34 associated with this group. In this regard, it is noted that each side panel 34 is located substantially in the same plane as the web of the wing box rib 24 associated with the group of bolts. Referring now to Figures 6 to 8, there will be described the rear canopy attachment 42. It is arranged at the rear closure rib 36a. It comprises a so-called “spigot” attachment formed by means of a shear pin arranged substantially in the direction X. This shear pin 80 projects rearward from the closing rib 36a, being carried by a reinforcement 82 integral with this fitting 36a. It passes through a shackle 84 of triangular shape, which is also crossed by two other longitudinal axes 86 which also pass through a yoke 88 secured to the skin 22 of the wing box.
    Referring now to Figure 9, it is shown how the two wing fasteners 40, 42 ensure the recovery of forces. As indicated above, each bolt 44 of the front wing attachment 40 takes up forces in the three directions X, Y, Z, while the rear wing attachment 42 takes up forces in the directions Y and Z. This configuration has all the 'First the advantage of generating a low level of hyperstaticity for these fixing means 40, 42, which facilitates the assembly of the assembly. In addition, the line of bolts 44 behaves in the manner of a single line of rotation and thus allows the forces linked to the moment in the direction Y to be taken up together with the rear attachment 42. The large spacing between these two attachments 40, 42 thus makes it possible to easily take up these forces linked to the moment in the direction Y, without introducing forces of excessively high intensity locally in the boxes 14, 28.
    In addition, in the event of a landing or crash with erasing of the landing gear, the line of bolts 44 can perfectly fulfill the desired function of fuse, so as to cause detachment of the engine via a rupture of this line of bolts.
    Finally, the use of a line of bolts 44 reduces the size of the fastening means in the vertical direction, the mast can then be coupled as close as possible to the wing. This also allows a more direct transfer of forces between the wing box and the mast box, and thanks to the reduction in secondary moments which results, certain structural reinforcements can be reduced or eliminated in the wing and in the mast. The installation of a larger diameter motor is thereby facilitated.
    According to another embodiment shown in FIGS. 10 to 12, a shim 92 for taking up vertical clearance is provided between the fittings 50 of the wing and the mast box 24. This shim 92, which then replaces the doubler 22 ', has a different thickness in its part 92a located under the first group of bolts and in its part 92b located under the second group of bolts, because the vertical clearance differs at these locations. This wedge 92 is thus crossed in different thicknesses by each of the bolts 44, and is placed between the fittings 50 and the upper spar 30 of the mast box 28.
    Finally, it is noted that as an alternative to the solution of the bolts 44 each taking up efforts in the three directions X, Y and Z, these bolts could not be tightened and take up efforts only in the direction Z. In this case , the front wing attachment 40 could be supplemented by a "spigot", namely a shear pin 94 shown in FIG. 10, oriented substantially in the direction Z so as to ensure the resumption of the forces in the directions X and Y. This pin 94, with an axis intercepting the line 46, preferably cooperates with the shim 92 as shown in FIG. 10, as well as with a reinforcement fitting 96 shown in FIG. 10a. This reinforcement fitting 96 connects the two ribs 36 of the mast box which cooperate with the bolts 44, so as to allow the pin 94 to be centered by integrating into the median plane PI.
    Of course, various modifications can be made by those skilled in the art to the invention which has just been described, only by way of nonlimiting examples. For example, the various preferred embodiments described above can be combined. In addition, the line of bolts could alternately cooperate with the intermediate spar of the wing box, without departing from the scope of the invention.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1. Assembly (1) for aircraft comprising:
    - an aircraft wing (2) comprising a wing box (14) partly produced using a front spar (16) and an intermediate spar (18);
    - a mast (4) for attaching an engine arranged under the wing (2), the mast comprising a primary structure in the form of a box (28) having an upper spar (30) extending at least partially under the box wing (14), and also having a lower spar (32), side panels (34) and transverse reinforcing ribs (36, 36a, 36b); and
    - fixing means (40, 42) of the primary structure (28) of the attachment pylon on the wing box (14), characterized in that said fixing means comprise a line of bolts (44) along which each bolt passes through on the one hand one of said transverse reinforcing ribs (36, 36a, 36b), and on the other hand a fitting (50) fixed to one of said parallel front and intermediate beams (16, 18) to the bolt line (44).
    [2" id="c-fr-0002]
    2. Assembly according to claim 1, characterized in that each fitting (50) fixed to one of said front and intermediate beams (16, 18) of the wing box is arranged outside this box (14).
    [3" id="c-fr-0003]
    3. An assembly according to claim 1 or claim 2, characterized in that each fitting (50) fixed to one of said front and intermediate beams (16, 18) is located in the longitudinal continuity of an inner reinforcement rib ( 24) of the wing box, the internal reinforcement rib (24) being fixed on each of said front and intermediate beams (16, 18) of this wing box.
    [4" id="c-fr-0004]
    4. Assembly according to any one of the preceding claims, characterized in that each fitting (50) fixed to one of said front and intermediate beams (16, 18) has at least:
    - a first plate (52) for fixing to the front spar or the intermediate spar (16,18);
    - a second fixing plate (54) cooperating with at least one of said bolts (44) of the bolt line, said first and second fixing plates (52, 54) being substantially orthogonal to each other; and
    - Preferably lateral sides (56) integral with said first and second fixing plates (52, 54).
    [5" id="c-fr-0005]
    5. Assembly according to any one of the preceding claims, characterized in that certain bolts (44) of the bolt line pass through one of said transverse reinforcement ribs (36) of the primary structure (28), and in that other bolts (44) of this line pass through another transverse reinforcing rib (36) of the primary structure (28).
    [6" id="c-fr-0006]
    6. An assembly according to claim 5, characterized in that the bolts (44) of the bolt line are distributed in a first group of bolts (44a) and in a second group of bolts (44b), the bolts of the first group of bolts (44a) passing through a first transverse reinforcement rib (36) of the primary structure (28) and the bolts of the second group of bolts (44b) passing through a second transverse reinforcement rib (36) of the primary structure (28), the first and second transverse reinforcement ribs (36, 36) preferably being directly consecutive within the primary structure (28) of the attachment pylon.
    [7" id="c-fr-0007]
    7. The assembly of claim 6, characterized in that the bolts of the first group of bolts (44a) are arranged on one side of a vertical and longitudinal median plane (PI) of the assembly, and in that the bolts of the second group of bolts (44b) are arranged on the other side of this vertical and longitudinal median plane (PI).
    [8" id="c-fr-0008]
    8. Assembly according to any one of the preceding claims, characterized in that it comprises a doubler (22 ') fixed under a lower skin of the lower surface (22) of the wing box (14) and arranged between this skin (22 ) and the primary structure (28) of the mast, each bolt (44) of the line of bolts passing through the doubler (22 ').
    [9" id="c-fr-0009]
    9. An assembly according to any one of the preceding claims, characterized in that at least one bolt (44) of the line of bolts is mounted adjusted tightly so as to allow the recovery of the forces exerted in a longitudinal direction (X ) and in a transverse direction (Y) of the assembly.
    [10" id="c-fr-0010]
    10. Assembly according to any one of the preceding claims, characterized in that said fitting (50) is fixed to the front spar (16) of the wing box (14).
    [11" id="c-fr-0011]
    11. The assembly of claim 10, characterized in that the line of bolts (44) constitutes a front wing attachment (40), or in that said front wing attachment (40) further comprises a shear pin (94) of resumption of the forces exerted in a longitudinal direction (X) and in a transverse direction (Y) of the assembly, with the shear pin (94) intercepting the line of bolts (44).
    [12" id="c-fr-0012]
    12. The assembly of claim 10 or claim 11, characterized in that it also comprises a rear wing attachment (42) arranged at a transverse reinforcing rib (36a) closing the rear of the primary structure (28 ) in the form of a box, and in that the primary structure (28) is fixed under the wing box (14) using exclusively the front wing attachment (40) and the rear wing attachment (42) .
    [13" id="c-fr-0013]
    13. The assembly of claim 12, characterized in that the rear wing attachment (42) comprises a shear pin (80) projecting rearward from the transverse reinforcing rib (36a) closing the rear of the primary structure (28), the shear pin (80) being arranged substantially in a longitudinal direction (X) of the assembly.
    [14" id="c-fr-0014]
    14. The assembly of claim 12 or claim 13, characterized in that the rear wing attachment (42) also comprises at least one shackle (84) through which the shear pin (80).
    [15" id="c-fr-0015]
    15. Aircraft (100) comprising at least one assembly (1) according to any one of the preceding claims.
    S 62347
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    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
    EP3489147A1|2019-05-29|Assembly for aircraft comprising a mounting strut primary structure attached to a wing box by fasteners partially embedded in the primary structure
    EP3505448B1|2021-10-13|Assembly for aircraft comprising a mounting strut primary structure attached to a wing box by compact fasteners in the leading edge area
    EP3521173B1|2020-07-29|Assembly for aircraft comprising a mounting strut primary structure attached to a wing box by means of a bolted connection
    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
    EP3437999A1|2019-02-06|Light primary structure for aircraft engine mounting strut
    FR3020343A1|2015-10-30|AIRCRAFT ASSEMBLY COMPRISING A PRIMARY STRUCTURE OF HITCHING MATERIAL CONSISTING OF THREE INDEPENDENT ELEMENTS
    FR3044297A1|2017-06-02|AIRCRAFT ENGINE ASSEMBLY INCLUDING REAR ENGINE FASTENERS
    EP3674204B1|2021-09-08|Aircraft wing unit comprising two wings attached to one another
    FR3020338A1|2015-10-30|REAR AIRCRAFT PART PROVIDED WITH SUPPORT STRUCTURE OF OPTIMIZED SHAPE ENGINES
    FR3069527B1|2019-08-30|IMPROVED DESIGN PRIMARY STRUCTURE FOR AN AIRCRAFT ENGINE HITCHING MACHINE
    同族专利:
    公开号 | 公开日
    EP3612445B1|2021-06-09|
    FR3065441B1|2019-07-05|
    CN110573421A|2019-12-13|
    WO2018192787A1|2018-10-25|
    US20200148378A1|2020-05-14|
    EP3612445A1|2020-02-26|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1535837A1|2003-11-25|2005-06-01|Airbus France|Engine suspension attcchment device of an engine to an aircraft wing|
    FR2887522A1|2005-06-28|2006-12-29|Airbus France Sas|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|
    WO2007012667A1|2005-07-29|2007-02-01|Airbus France|Assembly for aircraft comprising a wing system element as well as an attachment mast|
    WO2011012822A2|2009-07-31|2011-02-03|Airbus Operations|Engine assembly for an aircraft of which the attachment strut comprises a structural case forming an internal radial delimitation of the secondary flow|
    US20110127371A1|2009-12-01|2011-06-02|Mitsubishi Aircraft Corporation|Engine mount of aircraft and aircraft|
    GB2577540A|2018-09-28|2020-04-01|Airbus Operations Ltd|Joint for connecting aircraft structures|
    GB2579048A|2018-11-16|2020-06-10|Airbus Operations Ltd|Fittings for connecting structures|
    GB2580980A|2019-02-04|2020-08-05|Airbus Operations Ltd|Interfaces between components|
    GB2584404A|2019-05-10|2020-12-09|Airbus Operations Ltd|Aircraft assembly|
    FR3096346B1|2019-05-23|2022-01-21|Airbus Operations Sas|Aircraft comprising two forward wing attachments each comprising at least one vertical connecting element|
    FR3096660B1|2019-05-29|2021-11-05|Airbus Operations Sas|PRIMARY STRUCTURE OF A MAST FOR A REACTOR OF AN AIRCRAFT|
    FR3097838B1|2019-06-26|2021-07-16|Airbus Operations Sas|SET FOR AN AIRCRAFT, LEDIT SET CONTAINING A MAST AND A WING|
    FR3100227B1|2019-08-28|2021-09-24|Airbus Operations Sas|SET FOR AN AIRCRAFT, LEDIT SET CONTAINING A MAST AND A WING|
    FR3102149B1|2019-10-18|2021-11-12|Airbus Operations Sas|ASSEMBLY FOR AN AIRCRAFT, LEDIT ASSEMBLY CONSISTING OF A MAST, A WING AND A FIXATION SYSTEM BETWEEN THE MAST AND THE WING|
    GB2592268A|2020-02-24|2021-08-25|Airbus Operations Ltd|Aircraft wing-pylon connection|
    法律状态:
    2018-04-20| PLFP| Fee payment|Year of fee payment: 2 |
    2018-10-26| PLSC| Search report ready|Effective date: 20181026 |
    2019-04-18| PLFP| Fee payment|Year of fee payment: 3 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 4 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1753403|2017-04-19|
    FR1753403A|FR3065441B1|2017-04-19|2017-04-19|AIRCRAFT ASSEMBLY COMPRISING A PRIMARY STRUCTURE OF A COUPLING MAT FIXED TO A SAILBOX USING A BOLT CONNECTION|FR1753403A| FR3065441B1|2017-04-19|2017-04-19|AIRCRAFT ASSEMBLY COMPRISING A PRIMARY STRUCTURE OF A COUPLING MAT FIXED TO A SAILBOX USING A BOLT CONNECTION|
    CN201880025483.7A| CN110573421A|2017-04-19|2018-04-09|Assembly for an aircraft comprising a primary structure of an attachment pylon attached to a wing box using bolted connections|
    PCT/EP2018/058960| WO2018192787A1|2017-04-19|2018-04-09|Assembly for aircraft comprising a primary structure of an attachment pylon attached to a wing box using a bolted connection|
    EP18716269.8A| EP3612445B1|2017-04-19|2018-04-09|Assembly for aircraft comprising a primary structure of an attachment pylon attached to a wing box using a bolted connection|
    US16/603,988| US20200148378A1|2017-04-19|2018-04-09|Assembly For Aircraft Comprising A Primary Structure Of An Attachment Pylon Attached To A Wing Box Using A Bolted Connection|
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