• 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:
    The invention relates to an actuator assembly comprising a mast (102) having a front face (204) and a lower face, a motor (104) fixed to the mast (102) and comprising a structural housing (260), an engine attachment front (200) which attaches between the mast (102) and the structural housing (260), a rear engine attachment which attaches between the mast (102) and the structural housing (260). The forward engine attachment (200) includes a beam (202) which attaches to the front face (204), a first side link (206) secured by a connection point (220) to the beam (202) and a connecting point (222) to the structural housing (260), and a second side link (208) secured by two connection points (224a-b) to the beam (202) and a connection point (226) to the structural housing (260). The rear engine attachment comprises a fitting which attaches to the lower face, a downstream connecting rod and an upstream link, each being fixed by a connection point to the fitting and by two points of connection to the structural housing (260). Such an assembly of motorization makes it possible to reduce the space requirement, in particular at the level of the rear engine attachment, which goes in the direction of improving the overall performance of the engine assembly.
    公开号:FR3068008A1
    申请号:FR1755661
    申请日:2017-06-21
    公开日:2018-12-28
    发明作者:Stephane Combes；Olivier Pautis；Adeline Soulie
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    MOTORIZATION ASSEMBLY FOR AN AIRCRAFT
    TECHNICAL AREA
    The present invention relates to an engine assembly for an aircraft, said assembly comprising a mast, an engine such as a turboshaft engine, a front engine attachment and a rear engine attachment between the engine and the mast. The present invention also relates to an aircraft comprising at least one such engine assembly.
    STATE OF THE PRIOR ART
    An aircraft conventionally comprises a wing under which is fixed a mast to which is fixed an engine. The engine is fixed to the mast via a system of fasteners, which is made up, among other things, at the front by a front engine mount and at the rear by a rear engine mount. The assembly consisting of the mast and its fastening system is located radially above the engine, in an hourly sector that can be defined between 10 a.m. and 2 p.m. and crosses the secondary vein of the engine. In order to reduce the aerodynamic disturbances induced by this crossing, the mast and its fastening system are streamlined by an aerodynamic rollover called bifurcation. This bifurcation consists of panels with complex shapes that promote the flow of air in the nacelle and are fixed to the side walls of the mast.
    The front engine mount and the rear engine mount are conventionally fixed under the mast and the rear engine mount is designed to take up, among other things, the Mx moment. These various constraints impose particular structures for the engine attachments, which makes them relatively imposing by taking up a large place in the bifurcation crossing the secondary stream of the turbomachine. It is therefore necessary to find new forms for the engine attachments in order to limit the size in this bifurcation and thus improve the performance of the turbomachine by reducing the aerodynamic obturation of its secondary vein.
    STATEMENT OF THE INVENTION
    An object of the present invention is to provide a motorization assembly having a particular engine attachment system which has a reduced bulk compared to the engine attachment systems of the prior art.
    To this end, a motorization assembly is proposed for an aircraft, said motorization assembly comprising:
    - a mast intended to be fixed under a wing of the aircraft and having a front face and a lower face,
    - an engine comprising a structural casing,
    - at the front, a front engine attachment which is fixed between the mast and the structural casing,
    - at the rear, a rear engine attachment which is fixed between the mast and the structural casing, said front engine attachment comprising:
    - a beam which is fixed to the front face of the mast,
    a first lateral link fixed by a point of connection to the beam and by a point of connection to the structural casing, and
    - a second lateral link fixed by two connection points to the beam and by a connection point to the structural casing, said rear engine attachment comprising:
    - a fitting that attaches to the underside of the mast,
    - a downstream link fixed by a point of connection to the fitting and by two points of connection to the structural casing, and
    - an upstream link fixed by a point of connection to the fitting and by two points of connection to the structural casing.
    Such a motorization assembly has a reduced bulk compared to the motorization assemblies of the state of the art.
    Advantageously, for each lateral link, each connection point to the beam and to the structural casing is constituted by a yoke produced, respectively in the beam and the structural casing, by a bore passing through the lateral rod and by a simple shear axis which crosses the yoke and is fitted into the bore of the rod through a ball joint.
    Advantageously, the front engine attachment includes an additional connection point between the beam and the structural casing, and the additional connection point takes the form of a pending safety attachment point.
    Advantageously, the fixing of the beam to the mast is carried out by two fixing assemblies distributed on either side of a longitudinal plane of symmetry of the mast, each fixing assembly comprises two traction screws and a pin, and a screw tension rod is arranged in the upper part of the beam, a traction screw is arranged in the lower part of the beam and the pin is disposed between the traction screws.
    Advantageously, for each link, the point of connection to the fitting is constituted by a yoke produced in the fitting, by a bore passing through each link and by a double shear axis which crosses the yoke and is fitted in the bores of the links with through a ball joint, and for each link, each point of connection to the structural casing is constituted by a yoke produced in the structural casing, by a bore passing through each rod and by a simple shear axis which crosses the yoke and is fitted in the bores through a ball joint.
    Advantageously, the rear engine attachment includes an additional connection point between the rods and the structural casing, and the additional connection point takes the form of a pending safety attachment point.
    The invention also provides an aircraft comprising at least one set of 15 engines according to one of the preceding variants.
    BRIEF DESCRIPTION OF THE DRAWINGS
    The characteristics of the invention mentioned above, as well as others, will appear more clearly on reading the following description of an exemplary embodiment, said description being made in relation to the accompanying drawings, among which:
    Fig. 1 is a side view of an aircraft having at least one engine assembly according to the invention, FIG. 2 is a perspective view of a front engine attachment of the motor assembly according to the invention, and FIG. 3 is an exploded and perspective view of a rear engine attachment of the motor assembly according to the invention.
    DETAILED DESCRIPTION OF EMBODIMENTS
    In the following description, the terms relating to a position are taken with reference to an aircraft in the normal advancing position, that is to say as shown in FIG. E
    Fig. 1 shows an aircraft 10 which comprises a fuselage 12 having a wing 14 on each side.
    Throughout the description which follows, by convention, the direction X corresponds to the longitudinal direction of the turbomachine, this direction being parallel to the longitudinal axis X of this turbomachine. On the other hand, the direction Y corresponds to the direction oriented transversely with respect to the turbomachine, and the direction Z corresponds to the vertical direction or height, these three directions X, Y, Z being orthogonal to each other.
    Under each wing 14 is fixed at least one motor assembly 100 which comprises a mast 102 fixed under the wing 14 and a motor 104 fixed to the mast 102. The motor 104 is for example a turboshaft engine and it comprises inter alia a structural casing ( "Structural casing" in English terminology) which is fixed to the mast 102 and a nacelle 106 which constitutes the aerodynamic fairing of the engine 104 and which is fixed both to the structural casing and to the mast 102 which takes the form of a box .
    The fixing of the structural casing to the mast 102 is ensured, among other things, at the front, by a front engine attachment and, at the rear, by a rear engine attachment. Fig. 2 shows a front engine attachment 200 which is fixed between the mast 102 and the structural casing 260 of the engine 104 and FIG. 3 shows a rear engine attachment 300 which is fixed between the mast 102 and the structural casing 260. The mast 102 has a front face 204 which is generally perpendicular to the longitudinal axis X and oriented towards the front of the aircraft 10. The fastening system includes the front engine attachment 200 and the rear engine attachment 300.
    The front engine mount 200 includes:
    - a beam 202 which is fixed to the front face 204 of the mast 104,
    a first lateral link 206 fixed by a connection point 220 to the beam 202 and by a connection point 222 to the structural casing 260, and
    a second lateral link 208 fixed by two connection points 224a-b to the beam 202 and by a connection point 226 to the structural casing 260.
    In Fig. 2, the part of the structural casing 260 which is upstream of the front engine attachment 200 is shown in transparency and in dashed lines and for reasons of readability, each link 206, 208 is shown in solid lines although certain parts are hidden .
    For each lateral link 206, 208, each connection point to the beam 202 and to the structural casing 260 is constituted by a yoke produced, respectively in the beam 202 and the structural casing 260, by a bore passing through the lateral link 206,
    208 and by a single shear axis which crosses the yoke and is fitted into the bore of the rod through a ball joint.
    The frontal position of the beam 202 on the mast 102 makes it possible to integrate the beam 202 into the primary structural casing of the motorization assembly 100. The beam 202 then constitutes a front rib of the mast 102 and promotes more compact integration, as well as '' a more direct transmission path of forces compared to a conventional installation.
    The front engine attachment 200 and its particular installation between the mast 102 and the structural casing 260 allow a resumption of the forces in the directions Y and Z and of the moment Mx through the two rods 206 and 208 swiveled. In addition, the front engine attachment 200 allows movement in the X direction of the engine 104 relative to the mast 102 thanks to the ball joints installed at the connecting points of the rods 206 and 208.
    For better security, the front engine attachment 200 includes an additional connection point 210 between the beam 202 and the structural casing 260. This additional connection point 210 takes the form of a standby safety attachment point (known as " fail-safe ”in Anglo-Saxon language) which will compensate for a failure of at least one of the links 206 and 208.
    This additional connection point 210 consists for example of a yoke produced in the structural casing 260 and of an axis fitted into said yoke and which passes through a bore of the beam 202 whose diameter is greater than the diameter of the axis. Thus, in normal operation, there is no contact between the axis and the beam 202, and in the event of rupture of one of the rods 206 or 208, the structural casing 260 will move and the axis then comes in contact with the beam 202.
    The fixing of the beam 202 to the mast 102 is preferably carried out by two fixing assemblies distributed on either side of a longitudinal plane of symmetry of the mast 102 and each comprising two traction screws 252 and a pin 254 where a screw tension 252 is arranged in the upper part of the beam 202, a traction screw 252 is arranged in the lower part of the beam 202 and the pin 254 is disposed between the traction screws 252.
    The mast 102 has a lower face which is generally horizontal and oriented towards the ground.
    The rear engine mount 300 includes:
    - a fitting 302 which is fixed to the underside of the mast 102,
    a downstream link 306 fixed by a connection point 320 to the fitting 302 and by two connection points 322a-b to the structural casing 260, and
    - an upstream link 308 fixed by a connection point 320 to the fitting 302 and by two connection points 322a-b to the structural casing 260.
    Each link 306, 308 thus has three connection points.
    For each link 306, 308, the connection point 320 to the fitting 302 is constituted by a yoke produced in the fitting 302, by a bore passing through each link 306, 308 and by a double shear axis which crosses the yoke and s' fits into the bores of the rods 306 and 308 through a ball joint. The double axis consists of the two axes fitted one into the other.
    For each link 306, 308, each connection point 322a-b to the structural casing 260 is constituted by a yoke produced in the structural casing 260, by a bore passing through each link 306, 308 and by a single shear axis which crosses the yoke and fits into the bores through a ball joint.
    Each link 306, 308 thus has a bore per connection point, that is to say here three bores. The two links 306 and 308 are applied one against the other where each bore of the downstream link 306 is aligned with a bore of the upstream link 308.
    The rear engine mount 300 allows a recovery of forces in the Y and Z directions through the two rods 306 and 308 swiveled. In addition, the rear engine attachment 300 allows movement in the X direction of the engine 104 relative to the mast 102 thanks to the ball joints installed at the connecting points of the links 306 and 308. The elimination of the recovery of the moment Mx makes it possible to reduce the size, in particular along direction Y, of the rear engine attachment 300 compared to that of the prior art and therefore of limiting the width of the aerodynamic shapes around this attachment thus making it possible to improve the aerodynamic performance of the aircraft 10.
    For better security, the rear engine attachment 300 includes an additional connection point 310 between the links 306 and 308 and the structural casing 260. This additional connection point 310 takes the form of a standby safety attachment point ( says “fail-safe” in English) which will compensate for a failure of an element of the rear engine mount 300.
    This additional connection point 310 consists for example of a yoke produced in the structural casing 260 and an axis fitted in said yoke and which passes through a bore common to the two rods 306 and 308 whose diameter is greater than the diameter of Tax . Thus, in normal operation, there is no contact between the axis and the links 306 and 308, and in the event of a problem, the structural casing 260 will move and the axis then comes into contact with the links 306 and
    308.
    The attachment of the fitting 302 to the mast 102 is preferably carried out by four traction screws through bores 324 provided for this purpose in the fitting 302.
    The swiveling of the rods on the axes is carried out for example by the establishment of a sphere on the axis and by the fact that the rod can slide around this sphere.
    In order to take up the thrust forces in direction X, the motor assembly 100 preferably comprises two connecting rods fixed between the mast 102 and the structural casing 360, the connecting rods being arranged on either side of the plane of symmetry of the mast 102.
    权利要求:
    Claims (7)
    [1" id="c-fr-0001]
    1) Motorization assembly (100) for an aircraft (10), said motorization assembly (100) comprising:
    - a mast (102) intended to be fixed under a wing (14) of the aircraft (10) and having a front face (204) and a lower face,
    - an engine (104) comprising a structural casing (260),
    - at the front, a front engine attachment (200) which is fixed between the mast (102) and the structural casing (260),
    - at the rear, a rear engine attachment (300) which is fixed between the mast (102) and the structural casing (260), said front engine attachment (200) comprising:
    - a beam (202) which is fixed to the front face (204) of the mast (102),
    a first lateral link (206) fixed by a connection point (220) to the beam (202) and by a connection point (222) to the structural casing (260), and
    a second lateral link (208) fixed by two connection points (224a-b) to the beam (202) and by a connection point (226) to the structural casing (260), said rear engine attachment (300) comprising:
    - a fitting (302) which is fixed to the underside of the mast (102),
    - a downstream link (306) fixed by a connection point (320) to the fitting (302) and by two connection points (322a-b) to the structural casing (260), and
    - an upstream link (308) fixed by a connection point (320) to the fitting (302) and by two connection points (322a-b) to the structural casing (260).
    [2" id="c-fr-0002]
    2) motor assembly (100) according to claim 1, characterized in that for each lateral link (206, 208), each connection point to the beam (202) and to the structural casing (260) is constituted by a yoke made , respectively in the beam (202) and the structural casing (260), by a bore passing through the lateral link (206, 208) and by a single shear axis which crosses the yoke and is inserted into the bore through a ball joint connection.
    [3" id="c-fr-0003]
    3) motor assembly (100) according to one of the preceding claims, characterized in that the front engine attachment (200) has an additional connection point (210) between the beam (202) and the structural casing (260) , and in that the additional connection point (210) takes the form of a pending safety attachment point.
    [4" id="c-fr-0004]
    4) motor assembly (100) according to one of the preceding claims, characterized in that the fixing of the beam (202) to the mast (102) is effected by two
    [0005]
    5 fixing assemblies distributed on either side of a longitudinal plane of symmetry of the mast (102), in that each fixing assembly comprises two traction screws (252) and a pin (254), and in that '' a traction screw (252) is placed in the upper part of the beam (202), a traction screw (252) is arranged in the lower part of the beam (202) and the pin (254) is placed between the screws traction (252).
    10 5) motor assembly (100) according to one of the preceding claims, characterized in that for each link (306, 308), the connection point (320) to the fitting (302) is constituted by a yoke made in the fitting (302), by a bore passing through each link (306, 308) and by a double shear axis which crosses the yoke and is inserted into the bores of the links (306, 308) through a
    15 ball joint connection, and in that for each link (306, 308), each connection point (322a-b) to the structural casing (260) is constituted by a yoke produced in the structural casing (260), by a through bore each link (306, 308) and by a single shear axis which crosses the yoke and is fitted into the bores through a ball joint.
    20
    [0006]
    6) motor assembly (100) according to one of the preceding claims, characterized in that the rear engine attachment (300) has an additional connection point (310) between the rods (306,308) and the structural casing (260) , and in that the additional connection point (310) takes the form of a pending safety attachment point.
    25
    [0007]
    7) Aircraft (10) comprising at least one engine assembly (100) according to one of the preceding claims.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3483069A1|2019-05-15|Aircraft engine attachment system
    FR3068008B1|2019-11-08|ENGINE ASSEMBLY FOR AN AIRCRAFT
    EP3015368B1|2017-07-26|Device for attaching an aircraft engine, and corresponding aircraft
    EP2139768B1|2011-11-30|Aircraft engine attachment pylon that has an engine rear attachment fitted with a barrel nut
    EP2500268B1|2013-10-16|Engine pylon for an aircraft
    FR3073205A1|2019-05-10|ENGINE ATTACHMENT OF AN AIRCRAFT ENGINE
    EP0391795A1|1990-10-10|Movable cowling for an aircraft engine
    FR2935353A1|2010-03-05|MAT FOR THE SUSPENSION OF A TURBOMOTEUR UNDER AN AIRCRAFT WING
    FR2931800A1|2009-12-04|DEVICE FOR RETRIEVING THE THRUST EFFORTS FOR AN AIRCRAFT ENGINE HITCHING MATERIAL, COMPRISING SIDEWHEEL RODS WITH INTEGRATED PALIERIER STOPS
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    FR3040076A1|2017-02-17|AIRCRAFT ENGINE ASSEMBLY COMPRISING A PRIMARY STRUCTURE OF A COUPLING MAT EQUIPPED WITH A BOX EXTENSION COMPRISING TWO PARTS IN GLOBAL ARCEAU SHAPE
    EP3486174B1|2020-01-01|Rear engine attachment for an aircraft engine
    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
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    EP3848288A1|2021-07-14|Rear tie between a mounting strut and a wing of an aircraft
    EP1266826A1|2002-12-18|Aircraft engine thrust mount
    FR3058388A1|2018-05-11|REAR ATTACHMENT OF AN AIRCRAFT ENGINE
    FR3058986A1|2018-05-25|REAR ATTACHMENT OF AN AIRCRAFT ENGINE COMPRISING BREAKWATER LIGHTS
    CA2921905A1|2015-03-12|Case structure interposed between the engine and the nacelle, having a mounting plate with screws
    FR3059982A1|2018-06-15|SUPPORT ASSEMBLY FOR AN AIRCRAFT ENGINE
    FR3072078A1|2019-04-12|REAR ENGINE ATTACHMENT FOR AN AIRCRAFT ENGINE
    EP3750811A1|2020-12-16|System for front engine mount for an engine of an aircraft comprising a direct attachment between the reactor mast and the engine
    EP3728039B1|2021-09-08|Suspension device
    FR3096028A1|2020-11-20|REAR ENGINE ATTACHMENT FOR AN AIRCRAFT ENGINE
    FR3096348A1|2020-11-27|FRONT ENGINE ATTACHMENT SYSTEM FOR AN AIRCRAFT ENGINE CONTAINING TWO-CONNECTING CONNECTING ROD SYSTEMS
    同族专利:
    公开号 | 公开日
    CN110785353A|2020-02-11|
    EP3642112B1|2021-10-27|
    US20200207481A1|2020-07-02|
    WO2018233860A1|2018-12-27|
    FR3068008B1|2019-11-08|
    EP3642112A1|2020-04-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1574429A2|2004-03-08|2005-09-14|Snecma Moteurs|Engine suspension device to an aircraft structure|
    FR2887853A1|2005-06-29|2007-01-05|Airbus France Sas|ENGINE ATTACHMENT FOR AN AIRCRAFT INTENDED TO BE INTERPOSED BETWEEN A MOTOR AND A COUPLING MAT|
    FR2891243A1|2005-09-26|2007-03-30|Airbus France Sas|ENGINE ATTACHING MAT FOR AN AIRCRAFT|
    WO2010007226A2|2008-06-25|2010-01-21|Snecma|Aircraft propulsion system|
    EP2332835A2|2009-12-02|2011-06-15|United Technologies Corporation|Single plane mount system for gas turbine engine|EP3770069A1|2019-07-24|2021-01-27|Honeywell International Inc.|System and method for gas turbine engine mount with seal|FR2818614B1|2000-12-21|2003-01-31|Snecma Moteurs|SUSPENSION PART OF A TURBO-JET|
    FR2878229B1|2004-11-23|2008-04-18|Airbus France Sas|SYSTEM FOR ATTACHING A MOTOR MAT TO THE WING OF AN AIRCRAFT|
    FR2921341B1|2007-09-25|2010-05-21|Snecma|HANGING A TURBOJET ENGINE UNDER THE WING OF AN AIRCRAFT|
    US9227734B2|2012-08-31|2016-01-05|United Technologies Corporation|Secondary load path for gas turbine engine|FR3096345A1|2019-05-22|2020-11-27|Safran Aircraft Engines|Turbomachine comprising improved means for suspending a gas turbine engine|
    FR3113484A1|2020-08-24|2022-02-25|Airbus Operations |Aircraft thruster assembly comprising connecting rods of a front engine attachment connected directly to a front transverse reinforcement of a primary structure of an aircraft mast|
    法律状态:
    2018-12-28| PLSC| Publication of the preliminary search report|Effective date: 20181228 |
    2019-06-19| PLFP| Fee payment|Year of fee payment: 3 |
    2020-06-19| PLFP| Fee payment|Year of fee payment: 4 |
    2021-06-22| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1755661A|FR3068008B1|2017-06-21|2017-06-21|ENGINE ASSEMBLY FOR AN AIRCRAFT|
    FR1755661|2017-06-21|FR1755661A| FR3068008B1|2017-06-21|2017-06-21|ENGINE ASSEMBLY FOR AN AIRCRAFT|
    CN201780092403.5A| CN110785353A|2017-06-21|2017-12-12|Aircraft propulsion assembly|
    PCT/EP2017/082327| WO2018233860A1|2017-06-21|2017-12-12|Drive unit for an aircraft|
    US16/615,924| US20200207481A1|2017-06-21|2017-12-12|Aircraft propulsion assembly|
    EP17825153.4A| EP3642112B1|2017-06-21|2017-12-12|Drive unit for an aircraft|
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