• 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 mass and bulk of a front engine attachment (7c) of an aircraft engine assembly, the invention provides: - an engine coupling pylon comprising a primary structure (8) forming a closed box by a front closure rib (42a); - A front engine attachment (7c) comprising at least two link rods (56) disposed laterally on either side of the box, and each comprising a first end mounted on a first fitting (58) of said housing. According to the invention, the rib (42a) forms part of the front attachment (7c) comprising at least one transverse fitting (50) made in one piece so as to close a front end of the box (8) and providing lugs (52) projecting laterally from each side of the housing, each lug being provided with a first port (54) for mounting a second end of one of the links (56).
    公开号:FR3065442A1
    申请号:FR1753606
    申请日:2017-04-25
    公开日:2018-10-26
    发明作者:Guillaume Gallant；Olivier GLEIZE
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    DESCRIPTION
    TECHNICAL AREA
    The present invention relates to the field of engine assemblies for aircraft comprising an engine, as well as a device for hooking the engine under a wing of this aircraft. Such an attachment device is for example known from document FR 3 014 840.
    It applies preferentially to commercial aircraft.
    STATE OF THE PRIOR ART
    On existing aircraft, engines such as turbofan and twin-body engines are usually hung below the wing by complex hooking devices, also called "EMS" (from the English "Engine Mounting Structure") , or even a hanging mast. The usually used hanging masts have a primary structure, also called rigid structure. This primary structure generally forms a box, that is to say it is constituted by the assembly of lower and upper beams connected together by a plurality of transverse stiffening ribs, located inside the box. The side members are arranged on the lower and upper sides, while side panels close the box on the side faces. Angles can provide the mechanical connection between these constituent elements of the primary structure of the mast.
    In known manner, the primary structure of a fastening device is designed to allow the transmission to the wing of the static and dynamic forces generated by the motors, such as the weight, the thrust, or even the various dynamic forces.
    In the solutions known from the prior art, the transmission of forces between the engine and the primary structure is conventionally ensured by attachment means consisting of a front engine attachment, a rear engine attachment and a device for resumption of pushing efforts. These elements generally form an isostatic fastening system.
    The front engine attachment generally comprises a main body on which are articulated connecting rods, the other end of which is mounted on a fitting of the fan casing. The main body is pressed under the front end of the box, and fixed to the latter via bolts which pass through the sole of a front closing rib of the box. This arrangement includes a plurality of parts which make it expensive in terms of mass and size, in particular in the vertical direction.
    There is therefore a need to optimize the design of the front engine mount, in order to reduce its mass and size.
    STATEMENT OF THE INVENTION
    To meet this need, the subject of the invention is an engine assembly for an aircraft comprising:
    - an engine comprising a fan casing extended rearwards by an intermediate casing;
    - An engine attachment pylon under an aircraft wing, the pylon comprising a primary structure forming a box closed by a front closing rib;
    - engine attachment means on the primary structure of the attachment pylon, the attachment means comprising a front engine attachment connecting the primary structure to a housing among the fan casing and the intermediate housing, the front engine attachment comprising at least two connecting rods arranged laterally on either side of the box, and each comprising a first end mounted on a first fitting of said casing.
    According to the invention, the front closing rib forms a part of the front engine attachment comprising at least one transverse fitting made in one piece so as to close a front end of the box and to present ears projecting laterally from each side of said box, each ear projecting laterally being provided with a first mounting hole for a second end of one of the connecting rods.
    The invention is thus remarkable in that it simplifies the design of the front engine attachment, producing a gain in terms of mass and size. In particular, the front engine attachment has a reduced dimensioning in the vertical direction, thanks to the integration in a single piece of at least part of the front closing rib of the box, and of the part which formed the main body. of attachment in the prior art.
    The invention provides at least one of the following optional characteristics, taken individually or in combination.
    Said transverse fitting made in one piece also comprises a lug protruding downwards relative to the box, said lug protruding downwards being provided with a second orifice for mounting a second fitting of said casing.
    Each first mounting hole and / or the second mounting hole are oriented in a longitudinal direction X of the motor assembly.
    According to a first preferred embodiment of the invention, the front closing rib also comprises, made in one piece with said transverse fitting, at least one of the following elements:
    - A first member for fixing the rib on an upper spar of the box, said first fixing member projecting rearwards from a high end of the transverse fitting;
    - A second member for fixing the rib on a lower spar of the box, said second fixing member projecting towards the rear from a lower part of the transverse fitting;
    - At least a third member for fixing the rib on one / more side panels of the box, each third fixing member projecting rearwards from a lateral end of the transverse fitting; and
    - one or more secondary structure support members projecting forward from the transverse fitting.
    According to a second preferred embodiment, the front closure rib also comprises, made in one piece, an additional transverse fitting superimposed on the transverse fitting in a longitudinal direction X of the motor assembly, the two fittings being substantially the same. shape and fixed to each other, preferably by bolts.
    In this second embodiment, the front closing rib preferably comprises, made in one piece, a rear fixing fitting comprising at least one of the following elements:
    - a transverse platform superimposed on the transverse fittings in the longitudinal direction X;
    - A first member for fixing the rib on an upper spar of the box, said first fixing member projecting rearwards from a high end of the transverse platform;
    - A second member for fixing the rib on a lower spar of the box, said second fixing member projecting rearwards from a lower end of the transverse platform;
    - At least a third member for fixing the rib on one / more side panels of the box, each third fixing member projecting rearwards from a lateral end of the transverse platform.
    Preferably, the front closing rib also comprises, made in one piece, a front support fitting comprising one or more support members of secondary structure projecting forward from a platform of this front fitting. support.
    Whatever the embodiment envisaged, said front engine attachment is configured to take up at least forces exerted in a transverse direction Y and in a vertical direction Z of the engine assembly.
    Preferably, the attachment means also comprise a rear engine attachment as well as lateral connecting rods for resumption of thrust forces.
    The invention also relates to an aircraft comprising at least one such engine 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 engine assemblies according to the invention;
    - Figure 2 is a schematic view in longitudinal section of an engine assembly according to the invention;
    - Figure 2a is a sectional view of the primary structure of the mast fitted to the assembly shown in Figure 2, the section being taken along line lla-lla of Figure 2;
    - Figure 3 is a schematic perspective view of the engine of the assembly shown in the previous figures, schematically showing the recovery of forces by the attachment means;
    - Figure 4 is a sectional view taken along the line IV-IV of Figure 7, showing the front engine mount according to a first preferred embodiment of the invention;
    - Figure 5 is a sectional view taken along the line V-V in Figure 4;
    - Figure 6 is a sectional view taken along line VI-VI of Figure 4;
    - Figure 7 is a sectional view taken along line VII-VII of Figure 4;
    - Figure 8 shows a sectional view similar to that of Figure 4, with the front engine mount being according to a second preferred embodiment of the invention, this figure 8 corresponding to a sectional view taken along the line VIIIVIII of Figure 9; and
    - Figure 9 is a sectional view taken along the line IX-IX in Figure 8.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
    Referring to Figure 1, there is shown an aircraft 200 comprising a fuselage 3 on which two wings 2 are fixed (only one visible in Figure 1), each wing carrying one or more engine assemblies 5 according to the invention. The engine assembly 5, also known as the propulsion assembly, comprises a dual-flow, dual-body engine 10, such as a turbojet engine, a device 4 for hooking the engine 10, also known as a mounting mast, as well as a nacelle 11 surrounding the engine. Conventionally, the motor assembly 5 is suspended under its wing 2.
    Throughout the description which follows, by convention, the direction X corresponds to the longitudinal direction of the device 4 which is also comparable to the longitudinal direction of the turbojet engine 10 and that of the engine assembly 5, this direction X being parallel to a longitudinal axis 9 of this turbojet engine 10. On the other hand, the direction Y corresponds to the direction oriented transversely relative to the device 4 and also comparable to the transverse direction of the turbojet engine and that of the engine assembly 5, and the direction Z corresponds to the vertical or height direction, these three directions X, Y and Z being orthogonal to each other.
    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 turbojets 10, this direction being represented schematically by the arrow 13 on FIG. 2. With reference to this figure, the turbojet engine 10 comprises an external structural envelope formed by different casings. It is, from front to rear, a fan casing 20, an intermediate casing 22, a central casing 24 and a gas ejection casing 26. The intermediate casing 22 includes an outer ring 28 which is located in the rear extension of the fan casing, with substantially the same diameter. This ferrule 28 internally carries structural radial arms (not shown, also called structural OGVs) which are connected, at their internal end, to a hub 32 of the intermediate casing 22.
    The motor assembly 5 also comprises the attachment pylon of which the primary structure 8 is shown, but not the secondary structures intended to be attached to this primary structure 8. These secondary structures are conventional and will not be detailed below. They ensure segregation and maintenance of the systems while supporting aerodynamic fairing elements.
    The primary structure 8 forms a box, that is to say that it is formed by upper 36 and lower 38 beams, and two side panels 40 (only one visible in FIG. 2). These box elements are connected to each other by means of transverse internal stiffening ribs 42, which are usually oriented along parallel planes YZ. These ribs are distributed in the box, along the direction X. The rib 42a located at the front end is called the front closing rib of the box. It is specific to the present invention, and will be detailed below. Referring to Figure 2a, it is noted that angles 43 can also be arranged between the elements 36, 38, 40, so as to allow their attachment to each other. Alternatively, it is also possible to provide a more “integrated” design of the box, in which the same part can form all or part of several of these elements 36, 38, 40.
    The box 8 is fixed to the wing 2 by conventional means 18, not described. In addition, the motor 10 is hooked under the wing to the box 8 by hooking means 7 preferably consisting of a front engine attachment 7c, a rear engine attachment 7a and a device for taking up thrust forces. formed by two lateral connecting rods 7b for taking up thrust forces. The rear engine attachment 7a connects the ejection casing 26 to the lower beam 38 of the box. The front engine attachment 7c is specific to the present invention, and connects the front end of the box to the fan casing 20, or to the intermediate casing 22 located in its rear extension. In the latter solution, the front engine attachment 7c is more preferably connected to the outer shell 28 of this intermediate casing 22.
    Preferably, the hooking means 7 form an isostatic system for taking up forces. Indeed, as has been shown diagrammatically in FIG. 3, provision is made for the front engine attachment 7c to only take up the forces in the directions Y and Z, while the connecting rods 7b only to take over the forces in the direction X. As for the rear engine attachment 7a, this defines two half-attachments 7a ', 7a ”arranged on either side of the vertical vertical plane XZ. The first half-fastener 7a 'is designed to ensure only the resumption of the thrust forces oriented in the direction Z, and the second half-fastener 7a' is designed to ensure only the resumption of the thrust forces oriented in the directions Y and Z In this configuration, the resumption of the forces exerted in the direction X is therefore effected using the connecting rods 7b, the resumption of the forces exerted in the direction Y is effected using the fastener front motor 7c and the second rear half attachment 7a ”, while the recovery of forces exerted in the direction Z is carried out jointly using the front motor attachment 7c and the two rear half attachments 7a ', 7a ”.
    On the other hand, the resumption of the moment acting in the direction X takes place vertically using the two rear half-fasteners 7a ', 7a ”, the resumption of the moment exercising in the direction Y takes place vertically using these two half-fasteners together with the front engine fastener 7c, and the momentum acting in the direction Z takes place transversely using the second rear half-fastener 7a ”together with the 'front engine mount 7c.
    A first preferred embodiment of the front engine attachment 7c will now be described with reference to FIGS. 4 to 7. The attachment 7c has the particularity of being partially integrated into the primary structure 8 of the mast, since the rib 42a front closure of the box is a component part of this fastener 7c. More specifically, in this first preferred embodiment, the front closure rib 42a is made in one piece, for example by stamping. It comprises several elements manufactured in one piece, including a transverse fitting 50 substantially oriented in a plane YZ. This transverse fitting 50 is such that not only does it close the front end of the box 8, but it also incorporates ears for fixing other components of the fastener 7c.
    It is first of all two ears 52 projecting laterally on each side of the box, in the direction Y. These two ears 52 are preferably arranged symmetrically with respect to the median vertical plane XZ of the engine assembly, represented by the section line IV-IV in FIG. 7. They therefore project laterally from the two side panels 40, extending outwards and downwards.
    These ears each take the form of a simple fitting, or a yoke, being traversed by a first mounting orifice 54 intended for the articulation of a connecting rod 56 shown in FIG. 7. Each rod 56 is located laterally with respect to the box 8, on either side of the latter. They are inclined so as to extend downward, going laterally outward. Each of them has a first end mounted on a first fitting 58 secured to the fan casing 20, or to the outer shell 28 of the intermediate casing. The first two fittings 58 are therefore ears projecting upwards from the casing concerned. They are each crossed by a first shear axis 60 oriented in the direction X.
    The other end of each of the two connecting rods 56 is mounted articulated on the first mounting orifice 54 of the associated ear 52. A second shear axis 62, oriented in the direction X like the first orifice 54, passes through this same orifice 54 as well as the second end of the link 56.
    On the other hand, the transverse fitting 50 is such that it also incorporates an ear 64 projecting downward relative to the box. This ear 64, in the form of a simple fitting or yoke, is intended to be articulated on a second fitting 66 secured to the associated casing 20, 28. To do this, a third shearing axis 68 passes through a second orifice 70 of the ear 66 as well as the second fitting 66. This third shear axis 68, like the second orifice 70, are oriented in the direction X.
    By making a single piece of the transverse fitting 50 and the ears 52, 64, the front fastener has a reduced mass due to the elimination on the one hand of the bolts usually used, and on the other hand of the thicknesses usually adopted to integrate these bolts. The size is also reduced, which allows the engine to be brought closer to the mast in the Z direction, and thus increase the ground clearance. In addition, manufacturing is made easier because of the reduced number of component parts of the front fastener 7c. Finally, the mechanical strength of the fastener is also reinforced, which allows the integration of more powerful motors.
    In this first preferred embodiment, the front closing rib 42a integrates other elements produced integrally with the transverse fitting 50.
    First of all, these are fastening members all extending backwards from the transverse fitting 50, and which together form a structure of substantially square or rectangular section, as shown in FIG. 5. These elements are located inside the primary structure 8, plated and fixed to the constituent elements of this primary structure. The fixing is carried out in a conventional manner by rivets or by bolts, of diameters for example between 10 and 15 mm. These bolts / rivets (not shown) therefore pass through the fixing members detailed below, the side members 36, 38, the side panels 40 and the angles 43.
    Among them, there is provided a first member 74 for fixing the rib 42a on the upper spar 36. This first fixing member 74 projects rearwardly from a high end of the transverse fitting 50. Also, it a second member 76 for fixing the rib 42a is provided on the lower spar 38, this second fixing member projecting rearwards from a lower part of the transverse fitting 50. Finally, two third fixing members 80 rib 42a on the two side panels 40 are also provided, to cooperate in pairs. Each third fastening member 80 projects rearwards from a lateral end of the transverse fitting 50.
    The front closing rib 42a finally integrates, in one piece with the transverse fitting 50 and the fixing members, one or more secondary structure support members. Here, a support member 84 of U-shaped section shown in FIG. 6 is provided, which projects forward from the transverse fitting 50. This member 84 supports, for example, an aerodynamic fairing 86 and / or systems, such as cables.
    For security reasons, say “Fail Safe”, the closing rib 42a before could be split into two distinct parts, located on either side of the cutting plane shown diagrammatically by the line VII-VII in FIG. 4. Thus, the transverse rib would be split into two superimposed parts so that in the event of failure of one, the other could ensure the resumption of the forces for a determined period.
    In this regard, Figures 8 and 9 show a second preferred embodiment in which the front closure rib 42a has a shape substantially identical or similar to that of the first mode, while being produced by several separate parts fixed to each other , each made in one piece. Due to the similarities between the two embodiments, in the figures, the elements which bear the same reference numbers correspond to identical or similar elements.
    The front closing rib 42a firstly comprises the transverse fitting 50, fitted with its ears 52, 64. It is doubled by an additional transverse fitting 50 'which is superimposed on it in the direction X of the engine assembly. The two fittings 50, 50 ′ are substantially of the same shape and fixed to one another, preferably by bolts or rivets, for example with diameters between 10 and 15 mm. The additional fitting 50 ′, symmetrical with the transverse fitting 50 along a transverse plane XZ, fulfills a safety role called “Fail Safe” allowing the passage and transmission of the forces coming from the motor, even in the event of failure of the fitting 50. Conversely , this “Fail Safe” function is also fulfilled by the transverse fitting 50, in the event of a failure occurring on the additional transverse fitting 50 '.
    The rib 42a also comprises, plated and fixed to the transverse fittings 50, 50 ′, a rear fixing fitting 88 produced in one piece. This fitting 88 firstly comprises a transverse platform 90 which is inscribed in a plane YZ and pressed against the additional transverse fitting 50 '. The platform 90 has a dimension corresponding locally to the interior cross section of the box. Respectively from the upper, lower and lateral ends of this platform 90, the first, second and third fastening members 74, 76, 80 extend in one piece towards the rear, being fixed to the elements of the box 8 in an identical or similar manner to that described in the context of the first embodiment.
    Finally, the rib 42a also comprises, pressed down and fixed to the transverse fittings 50, 50 ′, a front support fitting 92, produced in one piece. This fitting 92 firstly comprises a transverse platform 94 forming part of a plane YZ and pressed against the transverse fitting 50 at the front. The platform 94 has a dimension corresponding locally to the interior cross section of the box. From this platform 94 extends a support member 84 of U-shaped section, identical or similar to that of the first embodiment. As in this first mode, the member 84 supports for example an aerodynamic fairing 86 and / or systems, such as cables.
    It is noted that the segmentation of the rib 42a into several parts makes it possible to simplify the maintenance operations, since only some of these parts can be dismantled, while the other parts of the rib can remain in place.
    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.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Engine assembly (5) for aircraft comprising:
    - an engine (10) comprising a fan casing (20) extended rearwards by an intermediate casing (20);
    - an engine attachment pylon (4) (10) under an aircraft wing (2), the pylon comprising a primary structure (8) forming a box closed by a front closing rib (42a);
    - attachment means (7) of the engine on the primary structure (8) of the attachment mast, the attachment means comprising a front engine attachment (7c) connecting the primary structure (8) to a casing among the casing fan (20) and the intermediate casing (22), the front engine attachment (7c) comprising at least two connecting rods (56) arranged laterally on either side of the box, and each comprising a first end mounted on a first fitting (58) of said casing, characterized in that the front closing rib (42a) forms a part of the front engine attachment (7c) comprising at least one transverse fitting (50) produced in one piece from so as to close a front end of the box (8) and to present ears (52) projecting laterally on each side of said box, each ear projecting laterally (52) being provided with a first orifice (54) for mounting a second end of one of the connecting rods link (56).
    [2" id="c-fr-0002]
    2. Motor assembly according to claim 1, characterized in that said transverse fitting made in one piece (50) also includes an ear (64) projecting downwardly relative to the box (8), said ear projecting towards the bottom (64) being provided with a second orifice (70) for mounting a second fitting (66) of said casing.
    [3" id="c-fr-0003]
    3. Motor assembly according to claim 2, characterized in that each first mounting orifice (54) and / or the second mounting orifice (70) are oriented in a longitudinal direction (X) of the motor assembly.
    [4" id="c-fr-0004]
    4. Motor assembly according to any one of the preceding claims, characterized in that the front closing rib (42a) also comprises, made in one piece with said transverse fitting (50), at least one of the following elements :
    - A first member (74) for fixing the rib (42a) on an upper spar (36) of the box, said first fixing member (74) projecting rearwards from a high end of the transverse fitting (50);
    - A second member (76) for fixing the rib (42a) on a lower spar (38) of the box, said second fixing member (76) projecting rearwards from a lower part of the transverse fitting (50);
    - at least a third member (80) for fixing the rib (42a) on one / more side panels (40) of the box, each third fixing member (80) projecting rearwards from a lateral end transverse fitting (50); and
    - one or more support members (84) of secondary structure projecting forward from the transverse fitting (50).
    [5" id="c-fr-0005]
    5. Motor assembly according to any one of claims 1 to 3, characterized in that the front closing rib (42a) also comprises, made in one piece, an additional transverse fitting (50 ') superimposed on the transverse fitting (50) in a longitudinal direction (X) of the engine assembly, the two fittings (50, 50 ') being substantially of the same shape and fixed to each other, preferably by bolts.
    [6" id="c-fr-0006]
    6. Motor assembly according to claim 5, characterized in that the front closing rib (42a) also comprises, made in one piece, a rear fixing fitting (88) comprising at least one of the following elements:
    - a transverse platform (90) superimposed on the transverse fittings (50, 50 ') in the longitudinal direction (X);
    - A first member (74) for fixing the rib (42a) on an upper spar (36) of the box, said first fixing member (74) projecting rearwards from a high end of the transverse platform (90);
    - a second member (76) for fixing the rib (42a) on a lower spar (38) of the box, said second fixing member (76) projecting rearwards from a lower end of the transverse platform (90);
    - at least a third member (80) for fixing the rib on one / more side panels (40) of the box, each third fixing member (76) projecting rearwards from a lateral end of the platform transverse (90).
    [7" id="c-fr-0007]
    7. Motor assembly according to claim 5 or claim 6, characterized in that the front closing rib (42a) also comprises, made in one piece, a front support fitting (92) comprising one or more members (84 ) of secondary structure support projecting forward from a platform (94) of this front support fitting (92).
    [8" id="c-fr-0008]
    8. Motor assembly according to any one of the preceding claims, characterized in that said front engine attachment (42a) is configured to take up at least forces exerted in a transverse direction (Y) and in a vertical direction (Z) of the engine assembly.
    [9" id="c-fr-0009]
    9. Motor assembly according to any one of the preceding claims, characterized in that the attachment means (7) also comprise a rear engine attachment (7a) as well as lateral connecting rods for resumption of thrust forces (7b).
    [10" id="c-fr-0010]
    10. Aircraft (200) comprising at least one engine assembly (5) according to any one of the preceding claims.
    .62203
    1/5
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    同族专利:
    公开号 | 公开日
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    FR2916424B1|2007-05-23|2009-08-21|Airbus France Sa|AIRCRAFT ENGINE ATTACHING MACHINE COMPRISING A BIAISE SHIM FOR ATTACHING THE FRONT ENGINE ATTACHMENT|
    FR2924094B1|2007-11-23|2010-01-15|Snecma|TURBOREACTOR SUSPENDED ON AN AIRCRAFT PYLON|
    FR2966125B1|2010-10-15|2013-04-26|Aircelle Sa|HANGING ASSEMBLY FOR A SUSPENSION OF A PROPULSIVE AIRCRAFT ASSEMBLY|
    US8985509B2|2012-08-31|2015-03-24|United Technologies Corporation|Assembly for mounting a turbine engine to a pylon|
    CN103101628B|2013-02-06|2015-05-27|中国商用飞机有限责任公司|Front installation joint integrated with airplane hang|
    US9248921B2|2013-07-11|2016-02-02|Spirit Aerosystems, Inc.|Method for mounting a pylon to an aircraft|
    FR3021298B1|2014-05-26|2016-07-01|Airbus Operations Sas|ENGINE ATTACHMENT FOR AN AIRCRAFT|
    FR3031726B1|2015-01-21|2017-02-24|Aircelle Sa|SYSTEM FOR THE INSTALLATION AND REMOVAL OF A PROPULSIVE ASSEMBLY ON A MAT OF AN AIRCRAFT|
    FR3047973B1|2016-02-23|2018-03-09|Airbus Operations|AIRCRAFT ENGINE ASSEMBLY, COMPRISING A MOTOR ATTACHING DEVICE EQUIPPED WITH STRUCTURAL MOBILE HOOKS CONNECTED TO THE CENTRAL CABIN|FR3060531B1|2016-12-20|2019-05-31|Airbus Operations|REAR AIRCRAFT PART COMPRISING A FUSELAGE FRAME SUPPORTING TWO PARTIALLY BITTED ENGINES|
    FR3069848B1|2017-08-02|2019-08-30|Airbus|LOW PRIMARY STRUCTURE FOR AN AIRCRAFT ENGINE HITCHING MAT|
    FR3096353B1|2019-05-21|2022-02-11|Airbus Operations Sas|FRONT ENGINE ATTACHMENT SYSTEM FOR AN AIRCRAFT ENGINE COMPRISING A BEAM MADE IN TWO PARTS|
    FR3098794A1|2019-07-18|2021-01-22|Airbus Operations |Aircraft thruster assembly featuring an improved primary mast structure and front engine attachment|
    法律状态:
    2018-04-20| PLFP| Fee payment|Year of fee payment: 2 |
    2018-10-26| PLSC| Publication of the preliminary search report|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
    FR1753606|2017-04-25|
    FR1753606A|FR3065442B1|2017-04-25|2017-04-25|ENGINE ASSEMBLY FOR AIRCRAFT INCLUDING A FRONT ENGINE ATTACHMENT INTEGRATED IN THE HOUSING OF THE MAST|FR1753606A| FR3065442B1|2017-04-25|2017-04-25|ENGINE ASSEMBLY FOR AIRCRAFT INCLUDING A FRONT ENGINE ATTACHMENT INTEGRATED IN THE HOUSING OF THE MAST|
    US15/956,154| US20180305032A1|2017-04-25|2018-04-18|Engine assembly for an aircraft, comprising a front engine mount incorporated with the box of the mounting pylon|
    CN201810375520.9A| CN108725806A|2017-04-25|2018-04-25|Engine pack for aircraft and relevant aircraft|
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