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  • 专利说明
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    • 专利摘要:
    A nacelle mounted above a wing of an airplane. A support structure on the nacelle above the pylon resists forces in different directions and includes door supports allowing the door to be opened upwards. A restraint structure on the pylon below the platform resists forces in different positions, and includes a fixed support rail and several strikes. Each keeper includes a first end that slides within the channel, and a second end that engages a latch on the closed door. A pylon below the basket supports the basket and a motor in the basket above the wing, increases aerodynamic efficiency, and may include a side spar to support the engine from the side. A fire-proof seal assembly includes a seal surface and a flame retardant seal, and the seal is not in contact with the first until the door is nearly closed, so that the compression is substantially direct and the friction is reduced.
    公开号:FR3070374A1
    申请号:FR1857758
    申请日:2018-08-29
    公开日:2019-03-01
    发明作者:Randall Ray West
    申请人:Spirit AeroSystems Inc；
    IPC主号:
    专利说明:

    RAISED AIRCRAFT
    The present invention relates to nacelles and nacelle pylons, such as those which are used on the airplane to house and support the engines, and more particularly, the embodiments relate to a raised nacelle having a support structure for supporting doors. hood and / or thrust reverser, a retaining structure for securing the doors, a lower mount or side mount pylon, and / or a fire retardant seal assembly and a fluid management system.
    Aircraft engine nacelles can be positioned below, in or above the wings, and each position can provide certain design and / or performance advantages and disadvantages. Recently, there has been a growing industrial interest in raised nacelles positioned above the wings or wing bodies connected to the fuselage or hybrids (hereinafter generically referred to as wings). In particular, the increasing diameters of the motor fans lead to a search for alternative motor positions in order to avoid a need for too large landing gear and to avoid a trail of interference (interaction) between the nacelle and the 'wing.
    Currently, three of the five "X-Plane" proposals from the National Aeronautics and Space Administration have elevated nacelles positioned above or above and behind the airframe / wing. The fuselage-connected wing body (BWB) designs of the Boeing and the hybrid wing body of Lockheed Martin use an ultra high dilution (UHB) turbojet engine raised on a pylon that is attached to and door-to-door. -false from a rear spar of the cell and the BWB of DZYNE Technologies uses a very high dilution rate (VHB) turbojet engine on a pylon which is fixed on and cantilevered from a rear spar of the cubicle. In fact, the elevated engine nacelles may be the competitive or replacement design for the next generation of aircraft. However, positioning the pod over the wing creates different challenges that need to be overcome.
    This context discussion is intended to provide information regarding the present invention which is not necessarily the prior art.
    The embodiments of the present invention address the problems and limitations described above as well as others in the prior art by providing a raised nacelle having a support structure for supporting hood and / or inverter doors thrust, a retaining structure for fixing the doors, a lower or side mounting pylon, and / or a set of flame retardant seals and a fluid management system. These features are generally independent of each other, and different embodiments of the nacelle can incorporate any of the features, any combination of features, or all of the features.
    An embodiment of a support structure for a nacelle housing an engine, with the nacelle which is mounted on a pylon above an aircraft surface and comprising a door, may include a lower component and a component upper, and can be positioned on the nacelle above the pylon. The lower component may include a front support coupled to the motor and configured to withstand longitudinal force and vertical force. The upper component may include a fan housing attachment, a rear support, and one or more door supports. The fan housing attachment can be coupled with an engine fan housing and withstand longitudinal and lateral force. The front support can be coupled to the motor and withstand vertical and lateral force. The door supports can be coupled with the door and facilitate the movement of the door between an open position and a closed position.
    An embodiment of a retaining structure for a nacelle, with the nacelle which is mounted on a pylon above an aircraft surface and comprising a door, may include a fixed support rail and one or more keepers that can perform a translational movement. The fixed support rail may include an elongated channel. Each strike plate that can perform a translational movement may include an end that can perform a translational movement configured to be received and repositionable by sliding within the elongated channel, and an engaging end configured to engage, removably , a latch mechanism on the door and thereby selectively hold the door in a closed position. When the engaging end is engaged with the latch mechanism, the keeper can remain repositionable by sliding inside the elongated channel to accept movement of the door in a longitudinal direction while resisting vertical force and lateral force.
    An embodiment of a pylon for a nacelle, with the nacelle which is mounted on the pylon above an aircraft surface and housing an engine, can comprise a torsion box, a pylon fairing on the surface, a pylon fairing on a nacelle, a rear fairing, and a front engine support and a rear engine support. The torsion box structural assembly may include an upper spar component and a lower spar component. The surface pylon fairing can be positioned at a front end of the pylon, and configured to aerodynamically connect the pylon with the plane surface. The pylon on nacelle fairing can be positioned at a front end of the pylon, and configured to aerodynamically connect the pylon with the nacelle. The rear fascia can be positioned at a rear end of the pylon, and configured to provide aerodynamic closure. The front engine mount can be configured to couple with a front portion of an engine, and the rear engine mount can be configured to couple with a rear portion of the engine.
    An embodiment of a side mount pylon for a nacelle, the nacelle being mounted on the pylon above an aircraft surface and housing an engine, may include a structural torsion box, a pylon fairing on surface, a pylon fairing on a nacelle, a rear fairing and a side spar assembly comprising a first engine support. The structural torsion box assembly may include an upper spar component and a lower spar component. The surface pylon fairing can be positioned at a front end of the pylon and configured to aerodynamically connect the pylon with the surface of the aircraft. The pylon on nacelle fairing can be positioned at a front end of the pylon, and configured to aerodynamically connect the pylon with the nacelle. The rear fascia can be positioned at a rear end of the pylon, and configured to provide aerodynamic closure. The side member assembly may extend outward and upward from an intermediate portion of the structural torsion box assembly, and include the first engine mount configured to couple with one side of the engine.
    An embodiment of a flame retardant seal assembly, which can be mounted on a pylon and includes a door and housing a motor, may include a press surface and a flame retardant seal attached to a seal support surface. The press surface can be associated with the pylon. The first seal can be attached to a seal support surface on the door. The door can be movable on an arc between an open position and a closed position in which the flame retardant seal is in contact with the seal surface and is compressed by the seal surface and the seal support surface can be positioned so that the two surfaces are perpendicular to the arc of the door, so that the seal surface does not come into contact with the flame retardant seal until the door is almost in the closed position, and so the press-joint surface exerts a substantially direct compressive force on the flame-retardant seal.
    This summary is not intended to identify essential features of the present invention, and is not intended to be used to limit the scope of the claims. These and other aspects of the present invention are described below in more detail.
    The embodiments of the present invention are described in detail below with reference to the accompanying drawings, in which:
    - Figure 1 is a fragmented isometric view of a nacelle;
    - Figure 2 is an isometric view of the nacelle of Figure 1, with a door removed and comprising a support structure, a retaining structure, a pylon and a set of fireproof joints;
    - Figure 3 is an isometric view of a first embodiment of the nacelle of Figure 1 with all the doors removed and comprising a support structure;
    - Figure 4 is a perspective view of the support structure;
    - Figure 5 is a fragmentary cross-sectional elevation view of a rear fan housing fixing part of the support structure;
    - Figure 6 is a transverse side elevational view of the support structure showing the fasteners relative to an engine inside the nacelle;
    - Figure 7 is a fragmentary cross-sectional elevation view of a first implementation of a door support part of the support structure;
    - Figure 8 is a fragmentary cross-sectional elevation view of a second implementation of the door support part of the support structure;
    - Figure 9 is a transverse side elevation view of a second embodiment of the nacelle of Figure 1 comprising the retaining structure;
    - Figure 10 is an isometric view of the retaining structure;
    - Figure 11 is an isometric view of the retaining structure engaging a plurality of latch mechanisms;
    - Figure 12 is a fragmented isometric view of the retaining structure engaging one of the latch mechanisms;
    - Figure 13 is a fragmented isometric view of the retaining structure engaging a cross pin;
    - Figure 14 is a transverse side elevation view of a third embodiment of the nacelle of Figure 1 comprising the pylon;
    - Figure 15 is an isometric view of the pylon;
    - Figure 16A is a fragmentary cross-sectional elevation view of a flammable fluid containment system of the pylon;
    - Figure 16B is a fragmentary cross-sectional elevation view of a pylon lock beam component;
    - Figure 17 is an isometric view of a cell seal portion of the pylon;
    - Figure 18A is a side elevational view of a side support implementation of the pylon;
    - Figure 18B is a transverse side elevational view of the implementation of lateral support of the pylon;
    - Figure 19A is an external isometric view of the implementation of lateral support of the pylon;
    - Figure 19B is an interior isometric view of the side support implementation of the pylon;
    - Figure 20 is a transverse side elevation view of an alternative implementation of a part of the structural torsion box assembly of the pylon for a wing installation forward and above;
    - Figure 21 is a fragmentary transverse side elevation view of a fourth embodiment of the nacelle of Figure 1 comprising a first implementation of the fire retardant seal assembly;
    - Figure 22 is a fragmentary transverse side elevation view of a second implementation of the flame retardant seal assembly;
    - Figure 23 is a fragmentary transverse side elevation view of a third implementation of the flame retardant seal assembly;
    - Figure 24 is a fragmentary cross-sectional side elevation view of a fourth implementation of the flame retardant seal assembly;
    - Figure 25 is a fragmentary transverse side elevation view of a fifth implementation of the fire retardant seal assembly;
    - Figure 26 is a fragmented cross-sectional elevation view of a sixth implementation of the flame retardant seal assembly;
    - Figure 27 is a fragmentary transverse side elevation view of a seventh implementation of the flame retardant seal assembly;
    - Figure 28 is a fragmentary transverse side elevation view of an eighth implementation of the flame retardant seal assembly; and
    - Figure 29 is a fragmentary cross-sectional side elevation view of a ninth implementation of the flame retardant seal assembly.
    The figures are not intended to limit the present invention to the specific embodiments which they describe. Drawings are not necessarily to scale.
    The following detailed description of the embodiments of the invention refers to the accompanying drawings. The embodiments are intended to describe the aspects of the invention in sufficient detail to allow those skilled in the art to carry out the invention. Other embodiments can be used and changes can be made without departing from the scope of the claims. The following description is therefore not limiting. The scope of the present invention is defined only by the appended claims, together with the full scope of the equivalents to which such claims can be made.
    In the present description, the references to "an embodiment >>," an embodiment >> or "embodiments" mean that the characteristic or characteristics in reference are included in at least one embodiment of the invention. Separate references to "an embodiment", "an embodiment" or "embodiments" in the present description do not necessarily refer to the same embodiment and are not mutually exclusive unless otherwise stated . Specifically, a characteristic, a structure, an action, etc. described in one embodiment may also be included in other embodiments, but is not necessarily understood. Thus, the particular implementations of the present invention may include a variety of combinations and / or integrations of the embodiments described here.
    Generally characterized, the embodiments of the present invention provide a raised nacelle having a support structure for supporting hood doors, thrust reverser, or other doors, a retaining structure for fixing the doors, a lower mount or side mount pylon and / or a fire retardant seal assembly and a fluid management system. Referring to Figure 1, the elevated nacelle 100 is shown with hood doors 102 exemplary, thrust reverser doors 104 exemplary associated with a thrust reverser, and housing an engine 106 exemplary. The nacelle 100 may have a longitudinal or X axis (that is to say a central longitudinal axis of the nacelle 100 and / or a motor 106), a corresponding lateral or Y axis, and a corresponding vertical or Z axis. Also with reference to FIG. 2, there is shown the raised nacelle 100 comprising the support structure 202 for supporting the hood and / or thrust reverser doors 102, 104, the retaining structure 302 for fixing the doors 102, 104 , the bottom mount or side mount pylon 402, 502, and the flame retardant seal assembly 602. These features are generally independent of each other, and different embodiments of the nacelle 100 may include any of the features , any combination of features, or all of the features.
    In particular, a first embodiment of the raised nacelle 200 is shown in Figures 3 to 8, comprising the support structure 202; a second embodiment of the nacelle 300 is shown in Figures 9 to 13 comprising the retaining structure 302; a third embodiment of the nacelle 400 is shown in Figures 14 to 20 comprising the lower mounting pylon 402 or the side mounting pylon 502; and a fourth embodiment of the nacelle 600 is represented in FIGS. 21 to 29 comprising the fire-retardant seal assembly 602. While they are represented and described generally in the context of the housing of an engine, the any of these nacelle embodiments and / or their other aspects can be adapted to be used to house ammunition, equipment, sensors, instrumentation capsules or flight resupply devices and / or others supplies or equipment. In addition, while it is described and represented in general by being positioned above a wing of an aircraft, it should be understood that the nacelle can be positioned above other surfaces, such as surfaces of empennage, of the plane.
    Referring again to FIG. 1, access to the engine 106 and to the other components positioned inside the nacelle 100 is facilitated by the hood doors 102 which can be mounted in rotation on hinges. Similarly, the operation of the thrust reverser involves opening and closing the thrust reverser doors 104 which can also be rotatably mounted on hinges. In a low-profile design, these doors can be hinged at the top, at pylon-mounted installations and locked at the bottom between them. However, since the pylon is positioned under the engine in a raised design, using the pylon as a support structure, this does not allow the same access and operation as the lowered design. In particular, hinged doors on the same side as that on which the engine is supported, hinder or prevent access to engine components, when open. In addition, positioning scaffolding from below is difficult, and technicians must stand on the doors to gain access to engine components.
    The embodiments provide the support structure 202 configured to support the doors from the top of the pylon to provide the same or similar access and the same or similar operation as the lowered design. In addition, the support structure 202 treats various forces acting on the nacelle 100. In addition, the support structure 202 facilitates the pre-integration of the nacelle components on the final assembly line, and facilitates the change of the motor 106 to allowing the support structure 202 with some or all of the nacelle components attached, to be lifted as a unit from the nacelle 100 to expose the engine 106.
    With reference to FIG. 3, the first embodiment of the raised nacelle 200 can comprise the support structure 202 configured to support the nacelle components (for example the hood doors 102 and the thrust reverser doors 104), independent of the other structures (that is to say of the pylon or of the cell) used to support the motor 106. The support structure 202 can be positioned above or opposite the pylon in order to facilitate access and an operation similar to that proposed by a low-profile design. An exemplary implementation of the support structure 202 can be configured to be used with a high-dilution double-flow turbojet with a separate flow nacelle (i.e. a fan air flow and engine exhaust through physically separated conduits and nozzles). This implementation of the support structure 202 may be compatible with the characteristics for integrating a thrust reverser with a translation sleeve grid or a fan duct (non-reverser).
    Also with reference to FIG. 4, the support structure 202 can generally comprise a lower component 212; an upper component 214; two flame retardant joint presses 216; a fairing 218; a front support 220; a rear fan housing fixing 222; a rear support 224; a front fan housing attachment 226; a plurality of hood door supports 228; and a plurality of thrust reverser door supports 230. The support structure 202 may be temporarily attached to, but otherwise independent of, partially integrated into or permanently attached to and completely integrated into the structure of the engine 106. The support structure 102 can be configured to increase flexural rigidity along a central axis of the engine.
    The lower component 212 can be made from heat-resistant alloys, and the upper component 214 can be made from aluminum, steel and composite materials, and each or both of the lower and upper components 212, 214 can be built-in or integrated into the construction. The lower and upper components 212, 214 can be part of a monolithic structure or they can be part of several structures which can be articulated with respect to each other. Although shown as being positioned directly above the motor 106, it should be noted that the lower and upper components 212, 214 and the support structure 202 in general can be positioned in substantially any radial position relative to the axis longitudinal of the nacelle 200 or of the engine 106. The lower and upper components 212, 214 can be configured to allow the routing of several systems of the airplane and of the engine 106. The support structure 202 can accommodate and / or support stationary replaceable elements (LRU) such as sensors, pumps, and electrical boxes.
    The flame retardant seals 216 can be positioned along a lower edge of the upper component 214 and can cooperate with flame retardant seals mounted on the thrust reverser doors 104 to provide a fire barrier or a fire wall fire, when the thrust reverser doors 104 are closed. The 216 flame retardant seals can be made from a flame retardant material. Thermal insulation can be provided on the lower surface of the upper component 214 to allow the use of lower temperature materials in the upper component 214. The shroud 218 can be positioned on an upper surface of the upper component 214 and can improve the aerodynamics of the support structure 202.
    Parts or all of the shroud 218 can be removed. The shroud 218 can be made from metallic, composite or hybrid materials. The front support 220 can be positioned close to the heart of the motor on the intermediate motor casing, and can be configured to resist longitudinal forces and vertical forces.
    Also with reference to Figures 5 and 6, the rear fan housing attachment 222 can be positioned adjacent to the external structure of the fan housing guide vanes and can be configured to withstand longitudinal and lateral forces. The rear fan housing attachment 222 may include adjustable links 232 to further resist vertical forces. In the illustrated implementation, a "lug" connection is used having an installation containing a lug pin 234 fixed on the support structure 202 which engages a spherical bearing 236 mounted on a lug installation 238 on the housing. rear fan 240. The spherical bearing 236 allows resistance to longitudinal and lateral forces but allows bending (for example the roll from one side to the other of the motor 106 and / or the support structure 202 with respect to the other). The lug connection in combination with the rear support assembly 224 resists twisting around a vertical axis. The installation containing the lug pin 234 which connects to the support structure 202 can be permanently fixed to the structure 202 or can be fixed to the lug installation 238 via connections and remains with the motor 106 when the support structure 202 is unbolted from the lug support installation.
    The rear support 224 can be used to connect the support structure 202 to the crankcase, and can be configured to withstand vertical and lateral forces. In combination with the main front support 220, torsion around a lateral axis is controlled. The rear support 224 can also accept thermal expansion of the motor housing and the support structure 202. The front fan housing fixing 226 can include support links and rod assemblies, and the links can be configured to withstand vertical and lateral loads. The hood door supports 228 can be positioned along one or both sides of a front portion of the upper component 214, and can be configured to couple with and support the hood doors 102. When the hood doors 102 are closed, they can be locked along their lower edges on the cooperative features positioned on the pylon.
    Referring also to Figure 7, the thrust reverser door supports 230 may be positioned along one or both sides of a rear portion of the upper component 214 and may be configured to couple with and support the thrust reverser doors 104. When the doors 104 are closed, they can lock along their lower edges on the cooperative features positioned on the pylon. Also with reference to FIG. 8, for the thrust reversers which use sliding doors rather than hinged doors, the thrust reverser supports can take the form of sliding assemblies 231 which cooperate with the thrust reverser doors to facilitate sliding movement between the open and closed positions.
    The upper component 214 and the hood door supports 228 can be "through-support" structures which provide a side-by-side load path for the hood doors 102. The upper component 214 and the thrust reverser supports 230 may also be "through support" structures which provide a load path from side to side of the support structure 202 from one of the thrust reverser doors 104 to the other. These through support structures may be floating (i.e. not rigidly attached) relative to the support structure 202 or attached to the support structure 202 and directing the load into and / or through the support structure 202. Seals can be provided to improve aerodynamics at or near the interfaces of the hood doors 102 and at or near the interfaces of the thrust reverser doors 104. If the fan housing compartment engine is a fire area, these gaskets can be made with flame retardant materials.
    Fasteners and brackets are examples, and any one or more can be omitted or modified to provide similar functionality to resist the forces applied and achieve the required fixation at the fixing locations. For example, in different alternative implementations, lugs can be incorporated at the rear fan housing and at the main support fixing location; the hood supports and the rear fan housing bracket for the thrust reverser support and connections can be fixed separately; the components can be incorporated in the engine structure rather than in the support structure; the hood support structure can be supported and / or fixed separately, with the rear part of the structure which is integral with the engine structure; and the support structure can be supported at the fan housing and rear support assembly.
    Referring again to Figure 1, access to the engine 106 and other components positioned within the nacelle 100 is facilitated by the hood doors 102 which are mounted on hinges. As discussed, in a lowered design, the doors 102, 104 are typically locked along their bottoms on their counterparts on the opposite side of the nacelle to retain the doors in their closed positions. However, in an elevated position, the pylon is positioned under the engine and intervenes between the opposite doors and does not allow the same interaction as in the lowered design.
    The embodiments provide the retaining structure 302 configured to receive and retain the doors 102, 104 in their closed positions. The retaining structure 302 and the corresponding door locks can be positioned on the sides of the pylon which facilitates access and visual control for closing and locking. Locking doors 102, 104 with retaining structure 202, rather than between them, can also help overcome the significant closing forces encountered with large diameter and high dilution fans. With respect to the hood doors 102, locking the doors 102 with the retaining structure 202, rather than between them, limits the effect of a lock failure relative to the door on one side of the nacelle 100 rather than releasing the two doors 102 on the opposite sides of the nacelle 100. In addition, the hood doors 102 tend to collapse under their own weight, which can complicate their locking at the main beam. Repositioning the latch interface shortens and reduces the weight of the cover, thereby at least partially reducing this tendency to sag. With respect to the thrust reverser doors 104, the positioning of the center of gravity of each door 104 relative to the point of articulation can help bias half of the door closed for this repositioned latch position.
    Referring to Figure 9, the second embodiment of the elevated nacelle 300 may include the retaining structure 302 configured to selectively engage and retain, in a closed position, certain nacelle components (e.g. hood doors 102 , the thrust reverser doors 104) while accepting relative movements between the components. In more detail, the retaining structure 302 can allow the retaining of the hood doors 102 and the thrust reverser doors 104 independent of each other, while facilitating access to the engine 106 and the operation of the reverser. thrust. In addition, the retaining structure 302 can allow "sliding" between the fixed retaining side of the fastener and the interconnected movable side locked or fixed on the nacelle component. A sliding mechanism can accept deflections due to thermal expansion and bending during the maneuvers of the aircraft without introducing any adverse load into the support structure 202 at the attachment points.
    The retaining structure 302 can be positioned opposite the support structure 202 to facilitate access and similar operation such as those provided by a low profile design. An implementation of the retaining structure 302 can be configured to be used with a high-dilution double flow reactor with a separate flow nacelle (i.e. a flow of ventilation air and engine exhaust through physically separate conduits / nozzles). This implementation of the support structure 202 may be compatible with characteristics for integrating a thrust reverser with a translation sleeve grid or a fan duct (not reverser).
    With reference also to FIGS. 10 to 13, the retaining structure 302 may overall comprise a fixed support rail 304 and a plurality of keepers 306 capable of carrying out a translational movement configured to positively engage lock mechanisms 308 on components of nacelle. The fixed support rail 304 can be mounted on the pylon, and can comprise an elongated channel 310 configured to receive a translational end 312 of each of the keepers 306 capable of effecting a translational movement. The fixed support rail 304 can be permanently or non-permanently fixed on or partially or entirely integrated in the engine pylon or another support or engine 106.
    The strike plates 306 capable of translational movement may each include the translational end 312 and an engaging end 314. The translational end 312 can slidably engage the fixed support rail 304 so that it can be slidably repositioned along at least a portion of the elongated channel 310. The engaging end 314 can be configured to selectively engage and retain the latch mechanism 308 which can be coupled with the doors. hood 102 and / or the thrust reverser doors 104. Thus, while the engagement end 314 retains, in a fixed manner, the latch mechanism 38, the translation end 312 allows the relative longitudinal movement between the retaining structure 302 and the doors 102, 104 while resisting lateral and vertical forces. The translational end 312 may further include a pin hole 316 and the doors 102, 104 or other nacelle components may include a "cross" pin 318 configured to enter the pin hole 316 when the doors 102, 104 are closed and the latch mechanism 308 is engaged with the engaging end 314 of the keeper 306 capable of translational movement.
    Depending on the nature and characteristics of the nacelle component, the nacelle component may have one or more latch mechanisms 308 which engage one or more keepers 306 capable of translational movement. For example, in one implementation, the thrust reverser doors 104 may include multiple latch mechanisms 308 engaging a single strike 306 capable of translational movement which is supported by a single fixed support rail 304.
    Fixed support rail 304, strike plates 306 capable of translational movement, and latch mechanisms 308 are examples, and any one or more may be omitted or modified to provide similar functionality to resist applied forces and obtain functionality required. In particular, the type of nacelle, thrust reverser and / or engine; the number of pod components and how they are supported; and integration constraints can influence the number, sizes, locations, shapes, and other design aspects of the components of restraint 302.
    Referring to Figure 14, the third embodiment of the raised nacelle 400 may include the bottom mount pylon 402 and the side mount pylon 502 configured to support the engine 106 and other components of the nacelle. In addition, the pylon 402 may include one or more fairings to increase aerodynamic efficiency. An implementation of the pylon 402 can be configured to be used with a turbofan engine with double flow at high exemplary dilution rate with a separate flow nacelle (i.e. a flow of air from fan and engine exhaust through physically separated conduits / nozzles). This implementation of the pylon 402 may be compatible with characteristics for integrating a thrust reverser with a translation sleeve grid or a fan duct (not reverser).
    With reference also to FIG. 15, the lower-mounting pylon 402 can generally comprise a set of structural torsion boxes 412; a rear engine mounting base 414; pylon fairings on wing 416, 18; a fairing before pylon on nacelle 420; a thrust reverser skirt fairing 422; a rear cover fairing 424; first and second rear fairings 426, 428; front and rear fire walls 430, 432; and front and rear engine mounting locations 434, 436. The structural torsion box assembly 412 can be a drilled and fixed metal structure. The structural torsion box assembly 412 can include upper and lower spar components made with mechanical parts in stainless steel, internal frames and partitions made from mechanical parts in aluminum alloy, and side coverings made with mechanical parts in aluminum alloy. There may be access holes in the side panels to facilitate access to the interior of the torsion box. The rear engine mounting base 414 can be positioned on the upper spar component of the structural torsion box assembly 412, and can provide an interface to support and secure the rear engine support.
    The pylon on wing fairings 416, 418 can be positioned at a front end of the pylon 402, and can be configured to aerodynamically match the shape of the pylon 402 to the shape of the trailing edge of the wing. The pylon-on-wing fairings 416, 418 are removable for access to the pylon-on-wing mounting joint as well as any of the systems that can be routed along the upper spar component of the structural torsion box assembly 412. The front pylon fairing on nacelle 420 can be configured to aerodynamically match the shape of nacelle 400 to the shape of pylon 402. The front pylon fairing on nacelle 420 can be removable to have access to any of the systems that can be routed along the upper spar component of the structural torsion box assembly 412.
    The thrust reverser skirt fairing 422 can aerodynamically match the shape of the pylon 308 to the shape of the nacelle 400 in the area of the thrust reverser or the fan duct. The rear cover fairing 424 can be configured to aerodynamically match the shape of the pylon 402 to the shape of the nacelle 400 in the area of the rear cover. Fairings 422, 424 can be positioned adjacent to the fire area of the nacelle, and can be made from composite materials with a sufficient number of layers to provide a fire barrier and / or can be protected by materials fire resistant / flame retardant. The first and second rear fairings 426, 428 can be configured to provide aerodynamic closure. The second rear fairing 428 can be configured to act as a heat shield, and can be made from thermally resistant alloy components.
    The front and rear firewalls 430, 432 as well as the upper spar component of the structural torsion box assembly 412 can be made from flame retardant materials which delimit the fire area of the nacelle and protect the structure from pylon from below. The insulation can be used to provide a thermal barrier between the engine core temperature and the structural torsion box assembly 412. Additionally, with reference to Figure 16A, the pylon may include a fluid management system 450 which may include pylon 452 flame retardant seals positioned along an upper edge of a fluid containment system 454 and which may cooperate with flame seals mounted on the thrust reverser 456 to provide a barrier fire when the thrust reverser is closed. More specifically, potential leaks from flammable fluid lines (e.g. jet fuel, hydraulic oil) must be contained and safely transported overboard. Since these potential leaks come from above the support pylon structure in the raised design, it may be desirable to manage these fluids. The compressible flame retardant seal 456 located along the bottom edge on each side of the thrust reverser can provide a vapor and fluid resistant barrier when the thrust reverser is closed. In order to manage the potential grouping of fluids on the flame retardant seal 456, which can lead to infiltration beyond the flame retardant seal 456, a shield 458 can be positioned above the flame retardant seal 456 to direct the fluid away from the flame retardant seal interface. Shield 458 can also prevent direct exposure of flame retardant seal 456 to flames in the event that the vapor or fluid ignites. Fluid can be managed below the flame retardant seal interface by a fluid containment enclosure 460 supported by the pylon and extending approximately from the upper beam to a point above the flame retardant seal 452. Enclosure 460 may be delimited at its front and rear limits by the front and rear firewall, respectively. It can also be delimited near the fixed support rails for retaining the basket on each side. Once the fluid is brought to a low point or the lowest point inside the demarcated volume of enclosure 460, it can be collected and routed overboard via drain lines.
    The front and rear engine support locations 434, 436 are shown to be suitable for housing an exemplary high-dilution turbojet, and can be positioned at the front location near the fan housing and at a nearby rear location of the engine rear turbine housing.
    Other locations can be used for different engines. Thrust links can be connected between the rear support and the motor core near the fan and can transmit engine thrust loads to the pylon structure.
    The hood doors 102 and the thrust reverser doors 104 can be hinged close to the upper part of the nacelle 400 (as by the support structure 202 described above). Also with reference to FIG. 16B, when closed, the hood doors 102 can be fixed with a lock 440 at the level of the pylon 402 on a lock beam 438 (which can be a version of the retaining structure 302 described above). The lock beam 438 may be a “through support” structure providing a side-by-side load path for the hood doors 102. The aerodynamic seals or the fairings 420 may be provided at the interfaces of the hood doors 102 and the pylon 402. If the engine fan housing is a fire area, these aerodynamic seals or fairings 420 may be made from fire-resistant materials. The containment and management of the flammable fluid can use an installation similar to that previously described. When closed, the thrust reverser doors 104 can also be locked with the latch 440 at the pylon 402 on the latch beam 438. The latch beam 438 can also support the lower inverter compression rods thrust 444 when the thrust reverser door 104 is open. Latch beam 438 can be floating relative to the pylon structure, or can be fixed relative to the pylon structure and direct the load into the pylon 402. Shear pins can be used near the latches 440 to align the bottom edge of the nacelle component with the lock beam 438 and provide a shear load path at the joint. The use of this type of joint and the correctly reinforced structure can allow the pylon 402 to "share the loads" with the nacelle 400 to support part of the nacelle 400 and of the motor 106. While they are illustrated with an engine / nacelle installation positioned completely above the pylon structure, different engine / nacelle support methods can place the lock beam 438 adjacent to the sides of the pylon with the load path traversing through the structure pylon. Similarly, installing the engine / nacelle may require positioning the load path below the 402 pylon.
    Referring to Figure 17, the pylon 402 can be attached to the cell using any one of a variety of different attachment solutions 446. In one implementation, a production break can be used between the pylon 402 and the airframe, and the two structures can be assembled during the final assembly of the aircraft. A mounting solution can use four 448 single pin seals in which the upper pair attaches directly to the fixtures on the wing while the lower pair attaches to the wing via links. The link load lines can be oriented so that they intersect the wing structure at the intersection of the wing rib and the rear spar. Another fastening solution can be a tension joint, in which the two structures abut each other at a designed interface location and are fixed together with tension fasteners (e.g. bolts). These discreet fasteners facilitate the handling and shipping of damaged / repaired pylons or in spare parts. In yet another fixing solution, pylon 308 can be an integral part of the cell structure.
    Systems can be routed relative to Pylon 402 using any of a variety of different routing solutions. In such a solution, at least some systems can be routed above the upper spar component of the structural torsion box assembly 312 and under one or both of the pylon fairings 420, 422. In another solution, at least some systems can be routed within the structural torsion box assembly 412, which can be facilitated by cutouts in the side coverings and / or the upper spar component.
    For motors with an accessory gearbox (AGB) positioned on the motor core, a core service disconnect (CSD) 442 can be supported from the upper spar component of the torsion box assembly structural 312 and extend towards the central axis of the engine 106. Disconnection panels can be provided on each side of the CSD 442 to allow clean separation of the connections between the system routing support on the pylon side from from the system routing support on the engine 106. For engines with an AGB positioned on the engine fan housing, a pylon mounted fan service disconnect (FSD) can provide this function.
    It should be noted that the first implementation of the pylon 402 and / or its aspects can be adapted to be used as a "boom" to support ammunition, equipment, sensors, instrumentation modules or resupply devices air rather than engines.
    Also with reference to Figures 18A and 18B, the side mount pylon 502 provides a second alternative implementation configured to support an engine mounted "on the side of the body" (SOBM) which is common on small commercial or commercial aircraft. case. This implementation may imply certain differences in the integration of the engine support and the nacelle. In particular, the engine mounting / support structure can connect the pylon structure to the mounting points on the engine side.
    Also with reference to FIGS. 19A and 19B, the side-mounting pylon 502 can generally comprise a set of structural torsion boxes 512; a side spar assembly 514; pylon fairings on nacelle 516, 518; pylon fairings on wing (not shown); a trailing edge fairing 520; a leading edge fairing (not shown); a platform apron 524; firewalls 526, 528, 530; and front and rear engine mount locations 532, 534. The structural torsion box assembly 512 can be a drilled and fixed metal structure. The 512 structural torsion box assembly may include upper and lower spar components made from mechanical parts made of stainless steel, internal frames and bulkheads made from mechanical parts made from aluminum alloy, and side coverings made from mechanical parts made of aluminum alloy. Access holes can be provided in the side panels to facilitate access to the interior of the torsion box. The 512 structural torsion box assembly can use planar beams and coverings to facilitate fabrication and assembly.
    The side member assembly 514 can be fabricated from mechanical parts of aluminum and stainless steel, and can be attached to the structural torsion box assembly 512 and configured to provide engine support and to react loads engine thrust in the structural torsion box assembly 512. In order to reduce drag, a front engine support assembly can be integrated into the side beam assembly 514. The side beam assembly 514 can be protected by fireproof thermal insulation.
    Pylon fairings on nacelle 516, 518 can be positioned on the inside of pylon 502 and configured to aerodynamically match the shape of nacelle 500 to the shape of pylon 502. The front pylon on nacelle fairing 518 can be removable to gain access to any of the systems that can be routed along the upper spar component of the structural torsion box assembly 512. The front fairing 518, which may be adjacent to the nacelle fire area, can be made from of composite materials with a sufficient number of layers to provide a fire barrier. The tower pylon fairings (not shown) can be positioned on the front end of the pylon 502 and can be configured to aerodynamically match the shape of the pylon 502 to the trailing edge of the wing. The pylon fairings on the nacelle can be removable to gain access to the pylon on the wing fixing joint as well as to any system that can be routed along the upper spar component of the 512 structural torsion box assembly. The trailing edge fairing 520 can be fabricated with thermally resistant alloy components, and can be configured to provide aerodynamic closure while allowing deployment of the thrust reverser. The leading edge fairing can be made with thermally resistant materials and the leading edge can be used to direct the exhaust from the thermal deicing system (TAI) to the outside of the pylon. The platform apron 524 can be partially supported by the pylon structure and can be configured to interface with adjacent 516 pylon aerodynamic fairings.
    The front and rear firewalls 528, 530 as well as the top spar component of the structural torsion box assembly 512 can be fabricated with flame retardant materials which delimit the fire area of the nacelle and protect the pylon structure below. The insulation can be used to provide a thermal barrier between the core temperature of the engine and the structural torsion box assembly 512. The firewalls 526, 528, 530 can be made from flame retardant materials and can be configured to delimit the nacelle fire zone and protect the pylon structure below.
    The front and rear engine support locations 532, 534 are shown to be suitable for housing an exemplary high-dilution turbojet engine, and can be positioned at the front location near the fan housing and at a location rear near the rear edge of the engine bypass flow duct. Other locations can be used for different engines. Engine thrust loads can be transmitted through a shear pin interface between the engine case and the front engine support spar 514 to the structural torsion box assembly 512. The engine mounts and systems Motor (EBU) installed can be "side specific" (ie one configuration on the left side of the cubicle and another configuration on the right side), and these configurations cannot be interchangeable.
    The bottom surface of the nacelle entrance can interface with an aerodynamic seal along the upper edge of the leading fairings 518. The pylon 502 can be fixed to the cell using any one of variety of different fixing solutions. One solution can use the 536 four-point tension joint.
    Systems can be routed relative to Pylon 502 using any of a variety of different routing solutions. In one of these solutions, at least some systems can be routed above the upper spar component of the structural torsion box assembly 512 and under the pylon on wing fairing (not shown). In another of these solutions, at least some systems can be routed inside the structural torsion box assembly 512, which can be facilitated by cutouts in the side coverings and / or the upper spar component.
    Alternatively, the side mount pylon 502 may be substantially similar or identical to the bottom mount pylon 402. For example, the pylon 502 may include the lock beam 438 or a version thereof.
    Note that the second implementation or the pylon 502 and / or its aspects can be adapted to be used as an "arrow" to support ammunition, equipment, sensors, instrumentation modules or devices re-supply aircraft rather than engines.
    It should be noted that the location of the engine / nacelle installation, the type of engine and the cell mounting location can influence the shape of the pylon 402, 502, so that the shapes of the pylons 402, 502 or of its components cannot be limited. For example, FIG. 20 illustrates an alternative implementation of the structural torsion box assembly 413, 513 of the pylon 402, 502 for a front wing installation and above.
    Nacelles, pylons and other structures cooperate to provide a fire retardant barrier against potential engine fires in designed fire areas. Prior art solutions involve mounting a compressible flame retardant seal directly on an inner wall structure of the thrust reverser door 104 or on vertically mounted brackets attached to the inner wall structure. In these installations, the orientation of the transverse central line of symmetry of the joint is perpendicular to an internal surface of the internal wall structure 104 when the door is closed. During maintenance, the thrust reverser doors 104 open around the hinges having center lines which are typically positioned above the flame retardant seal. The orientation and mounting of the gasket as well as the orientation of the flame retardant gasket attached to its support structure in combination with the arc traversed by the gasket during closing results in the fact that the gasket is in contact with the seal surface before complete closure and is dragged or "rubbed" against the seal surface in an upward motion until the door reaches the closed and fixed position, causing the seal to roll around axis lengthwise as it is dragged upward along the surface. This deformation can cause wrinkles to develop in the joint, which can create gaps between the joint and the joint press, thereby compromising the function of the flame retardant joint. In addition, deflections in flight from the closed door result in the top-to-bottom friction of the seal against the seal press leading to wear and premature failure. Motors with more fans have an increased deflection in flight compared to the flame retardant joint press surface, which increases the effects of friction wear on the joint and thus shortens the life of the joint or requires increasing the number of "wear" layers incorporated into the joint. Prior art solutions to reduce such joint deformation include the use of joint lubricants or Teflon paint on the joint press surface to allow the joint to slide over the surface with less frictional deformation and extend thus the lifetime of the seal.
    With reference to FIG. 21, the fourth embodiment of the raised nacelle 600 comprises different implementations of a set of flame retardant seal configured to supply or at least participate in a fire-resistant barrier, in which the seal is not not in contact with the seal surface until the door is nearly closed or immediately before it is closed, creating substantially direct compression of the seal and minimizing the amount of friction, vortex, deformation, wrinkling and wear of the joint. In addition, deflections in flight from the closed door result in substantially compressive deformations along the axis of symmetry of the joint (i.e. normal to the base of the joint), thereby reducing the wear.
    As used here, the phrases "almost closed" or "immediately closed" and their variants may, to some extent, depend on the design and positions of the appropriate surfaces and the joint. For the illustrated design, and generally for a smaller joint, these terms are defined when the door 104 is at or within the limit of 5 degrees, or at or within the limit of 2 degrees, of displacement along its arc of displacement when it is in the fully closed position, and the residual displacement can compress the joint by or within the limit of 30%. For a larger joint, these terms are defined when the door 104 is at or within the limit of 6 degrees, or at or within the limit of 3 degrees and the compression at or within the limit of 30%. As used herein, the phrase "substantially direct compression" and its variants, is relatively defined as being a compression force which is applied under the parameters defined above which result in compression substantially along the transverse center line of symmetry of the joint. It should be noted that these sentences are relative in that they describe a design which minimizes the tangential application of the compressive force to the joint, which minimizes the friction experienced in designs of the prior art.
    With reference to FIG. 21, a first implementation of a fire-retardant seal assembly 602 may overall comprise a structure 604, a seal-press surface 606 and a first flame arrester 608 associated with the structure surface 604, a surface seal support 610, a seal 612 and a second flame arrester 614 fixed on the seal support 610, and thermal insulation 616. It should be noted that while the flame arresters 608, 614 are shown, certain applications may not need it.
    The seal press surface 606 and the seal support surface 610 are positioned and oriented so that the two surfaces are perpendicular to an opening / closing arc 618 of the thrust reverser door 104, so that the seal 612 is not in contact with the press surface 606 until the door 104 is almost closed or immediately before the door 104 is closed, each time the surfaces 606, 610 can be almost parallel or at less as close as parallel as they can be, given the thickness and shape of the first seal 612, thus creating a substantially direct compression of the seal 612 and minimizing the amount of friction, rolling, deformation, of wrinkling and wear of the seal 606.
    The flame retardant joint paths can be routed at different heights and different lateral positions along their lengths relative to the structure supporting the joint press. Figures 22 to 29 show additional implementations of the flame retardant seal assembly having different seal and support positions and seal press and mounting configurations, but which would otherwise function substantially similar to the first installation. work at least with regard to the compression of the joint. In FIG. 22, the interface between the seal 712 and the seal press surface 706 is shown by being positioned above the direct exposure zone of the fire zone. In Figure 23, the interface between seal 812 and seal press surface 806 is shown positioned adjacent to the direct exposure area of the fire area. In this implementation, thermal insulation can be used on the rear side of the joint press to protect the joint from the high heat of normal operation and the extreme heat of a fire. FIG. 24 shows another possible implementation as a variant of the seal press surface 906 and of the fireproof seal 912. FIG. 25 shows another possible implementation as a variant of the seal press surface 1006 and of the fireproof seal 1012. FIG. 26 represents another possible implementation as a variant of the joint press surface 1106 and of the flame retardant joint 1112. In FIGS. 27 and 28, the alternative embodiments of the joint press surface 1206, 1306 and of the joint support surface 1210, 1310 are shown. Fire resistant materials can be used and the surface 1210, 1310 can be manufactured by forming by bulging metal (steel, Inconel), by super plastic forming (titanium) or by composite bonds (high temperature polymer resins or matrices inorganic ceramic). In FIG. 29, a “shallow” implementation is shown in which the distance between the point of rotation of the hinge and the joint-press surface 1406 is relatively small. The seal surface can be integral with the support surface and can use an applied protective surface. Similarly, the joint support surface can be integrally formed. If necessary, the seal and seal supports can be reversed so that the seal is the moving component in contact with a fixed seal.
    Although the invention has been described with reference to one or more embodiments illustrated in the figures, it should be understood that equivalents can be used and substitutions made without departing from the scope of the invention according to the claims.
    Having thus described one or more embodiments of the invention, what is claimed to be new and which one wishes to protect by the patent includes the following:
    权利要求:
    Claims (16)
    [1" id="c-fr-0001]
    1. Support structure (202) for a nacelle (100, 200, 300, 400, 500, 600) housing a motor (106), the nacelle (100, 200, 300, 400, 500, 600) being mounted on a pylon (402, 502) above an aircraft surface and comprising a door (102, 104), the support structure (202) comprising:
    - a lower component (212) comprising:
    + a front support (220) coupled to the motor (106) and configured to resist a longitudinal force and a vertical force; and
    - an upper component (214) comprising:
    + a fan housing attachment (222, 226) configured to couple with an engine fan housing (106) and to withstand longitudinal and lateral force, + a rear support (224) configured to couple with a rear part of the motor (106) and to resist vertical and lateral force, and + one or more door supports (228) configured to couple with the door (102, 104) and facilitate the movement of the door (102, 104) between an open position and a closed position, in which the support structure (202) is positioned on the nacelle (100, 200, 300, 400, 500, 600) above the pylon (402 , 502).
    [2" id="c-fr-0002]
    2. Support structure (202) according to claim 1, in which the support structure (202) is positioned on the nacelle (100, 200, 300, 400, 500, 600) opposite the pylon (402, 502 ).
    [3" id="c-fr-0003]
    3. Support structure (202) according to claim 1 or 2, in which the fixing of the fan casing (222, 226) comprises:
    - a front fan housing attachment (226) configured to couple with a front portion of the engine fan housing portion (106); and
    - a rear fan housing fixing (222) configured to couple with a rear part of the motor fan housing part (106).
    [4" id="c-fr-0004]
    The support structure (202) of claim 3, wherein the front fan housing attachment (226) includes one or more support links configured to withstand vertical and lateral force.
    [5" id="c-fr-0005]
    5. Support structure (202) according to claim 3 or 4, wherein the rear fan housing fixing (222) comprises one or more adjustable connections to resist the vertical force.
    [6" id="c-fr-0006]
    6. Support structure (202) according to any one of claims 3 to 5, in which the rear fan housing fixing (222) comprises a lug connection having an installation comprising a lug pin (234) coupled with the support structure (202) and engaging a bearing (236) mounted on a lug installation (238) on the engine fan housing portion (106), wherein the spherical bearing (236) resists force longitudinal and lateral force and allows the support structure (202) to flex relative to the motor (106).
    [7" id="c-fr-0007]
    7. Support structure (202) according to any one of claims 1 to 6, further comprising one or more flame retardant joint press surfaces (452) on the support structure (202), with each flame retardant joint press surface ( 452) which is configured to be in contact with a flame retardant seal (456) and to compress said flame retardant seal (456) when the door (102, 104) is closed.
    [8" id="c-fr-0008]
    8. Support structure (202) according to any one of claims 1 to 7, further comprising a fairing (416, 418, 420, 422, 424, 426, 428) positioned on an upper surface of the upper component (214) and configured to increase the aerodynamic efficiency of the support structure (202).
    [9" id="c-fr-0009]
    9. Support structure (202) for a nacelle (100, 200, 300, 400, 500, 600) housing a motor (16), the nacelle (100, 200, 300, 400, 500, 600) being mounted on a pylon (402, 502) above an aircraft surface and comprising a door (102, 104), the support structure (202) comprising:
    - a lower component (212) comprising:
    + a front support (220) coupled with the motor (106) and configured to resist a longitudinal force and a vertical force;
    - an upper component (214) comprising:
    + a fan housing attachment (222, 226) configured to couple with an engine fan housing (106) and to withstand longitudinal and lateral force, + a rear support (224) configured to couple with a rear part of the motor (106) and to resist vertical force and lateral force, and + one or more door supports (228) configured to couple with the door (102, 104) and facilitate rotation of the door (102, 104) between an open position and a closed position;
    + one or more flame retardant joint surfaces (452) on the support structure (202), with each flame retardant joint surface (452) which is configured to be in contact with a flame retardant joint (456) and compress said flame retardant joint (456) when the door (102, 104) is in the closed position; and + a fairing (416, 418, 420, 422, 424, 426, 428) positioned on an upper surface of the upper component (214) and configured to increase the aerodynamic efficiency of the support structure (202);
    wherein the support structure (202) is positioned on the nacelle (100, 200, 300, 400, 500, 600) above the pylon (402, 502).
    [10" id="c-fr-0010]
    10. Nacelle (100, 200, 300, 400, 500, 600) mounted on a pylon (402, 502) above an aircraft surface and configured to house an engine (106), the nacelle (100, 200 , 300, 400, 500, 600) including:
    - a door (102, 104);
    - a support structure (202) positioned on the nacelle (100, 200, 300, 400, 500, 600) above the pylon (402, 502) and comprising:
    - a lower component (212) comprising:
    + a front support (222) coupled with the motor (16) and configured to resist a longitudinal force and a vertical force; and
    - an upper component (214) comprising:
    + a fan housing attachment (222, 226) configured to couple with a motor fan housing portion (106) and to withstand longitudinal and lateral force, + a rear support (224) configured to to couple with a rear part of the motor (106) and to resist vertical and lateral force, and + one or more door supports (228) configured to couple with the door (102, 104) and facilitate movement of the door (102, 104) between an open position and a closed position.
    [11" id="c-fr-0011]
    11. The nacelle (100, 200, 300, 400, 500, 600) according to claim 10, in which the fixing of the fan casing (222, 226) comprises:
    - a front fan housing attachment (226) configured to couple with a front portion of the engine fan housing portion (106); and
    - a rear fan housing fixing (222) configured to couple with a rear part of the motor fan housing part (106).
    [12" id="c-fr-0012]
    12. Nacelle (100, 200, 300, 400, 500, 600) according to claim 10 or 11, in which the front fan housing fixing (226) comprises one or more support links configured to resist the vertical force and to lateral force.
    [13" id="c-fr-0013]
    13. The nacelle (100, 200, 300, 400, 500, 600) according to any one of claims 10 to 12, in which the rear fan housing fixing (222) comprises one or more adjustable connections to resist the force. vertical.
    [14" id="c-fr-0014]
    14. A nacelle according to any one of claims 10 to 13, in which the rear fan housing fixing (222) comprises a lug connection having an installation containing a lug pin (234) coupled with the support structure (202 ) and engaging a bearing (236) mounted on a lug installation (238) on the engine fan housing portion (106), wherein the spherical bearing (236) resists longitudinal force and the force lateral and allows the bending of the support structure (202) relative to the motor (106).
    [15" id="c-fr-0015]
    15. Nacelle (100, 200, 300, 400, 500, 600) according to any one of claims 10 to 14, further comprising one or more flame-retardant joint press surfaces (452) on the support structure (202), with each flame retardant seal surface (452) which is configured to be in contact with a flame retardant seal (456) and to compress said flame retardant seal (456) when the door (102, 104) is closed.
    [16" id="c-fr-0016]
    16. Nacelle (100, 200, 300, 400, 500, 600) according to any one of claims 10 to 15, further comprising a fairing (416, 418, 420, 422, 424, 426, 428) positioned on a upper surface of the upper component (214) and configured to increase the aerodynamic efficiency of the support structure (202).
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    同族专利:
    公开号 | 公开日
    US10814995B2|2020-10-27|
    US20190061966A1|2019-02-28|
    FR3070374B1|2021-07-23|
    引用文献:
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    法律状态:
    2019-08-26| PLFP| Fee payment|Year of fee payment: 2 |
    2020-08-25| PLFP| Fee payment|Year of fee payment: 3 |
    2020-11-20| PLSC| Search report ready|Effective date: 20201120 |
    2021-08-25| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    US15/689,304|US10814995B2|2017-08-29|2017-08-29|High-mounted aircraft nacelle|
    US15689304|2017-08-29|
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