• 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 subject of the invention is an aircraft engine assembly which has a forward engine attachment connecting an engine (52) and a primary structure (72) of a pylon comprising at least one forward connecting rod (96) which has at least three front link: - a first front link point (98) configured to connect the front link (96) and the front end (82) of the primary structure (72), - a second front link point (100) configured to connect the front link (96) and the engine core (52), - a third front link point configured to connect the front link (96) and the engine core (52) and offset with respect to the second front connection point (100) in a horizontal transverse direction (Y), - the first front connection point (98) of the front engine attachment (80) being separated from the axis of rotation (60) of the engine ( 50) by a distance greater than an outer radius (R64) of the rear casing (64) of the core (58) of the motor (52) at the level of the rear connection point (P76) of the rear engine mount (76).
    公开号:FR3071820A1
    申请号:FR1759248
    申请日:2017-10-03
    公开日:2019-04-05
    发明作者:Frederic Journade；Eric Bouchet；Olivier Barbara；Pascal Pome
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    AIRCRAFT ENGINE ASSEMBLY
    The present invention relates to an aircraft engine assembly.
    As illustrated in FIGS. 1 and 2, an aircraft 10 comprises several engine assemblies 12 which are positioned under the wing 14 of the aircraft 10 according to a configuration.
    As illustrated in FIG. 2, an engine assembly 12 comprises an engine 15, a nacelle 16 positioned around the engine 15 and a mast 18 which provides the connection between the engine 15 and the rest of the aircraft 10, in particular the wing 14.
    As illustrated in FIGS. 3A, 3B and 3C, the mast 18 includes a rigid primary structure 20, which ensures, among other things, the transmission of forces between the engine 15 and the rest of the aircraft 10, and a secondary structure 21 which envelops the primary structure 20 and which limits the drag of the mast.
    The present invention relates more particularly to aircraft engines of the turbofan type. As illustrated in FIGS. 3A, 3B and 3C, this type of motor 15 comprises a core 22, which in particular comprises a rotor pivoting relative to a stator according to an axis of rotation 24, and a fan casing 26 which has approximately a shape cylindrical and in which is positioned a blower connected to the rotor of the heart 22 of the engine.
    According to one configuration, a longitudinal direction X coincides with the axis of rotation 24 of the motor 15, a horizontal transverse direction Y is horizontal and perpendicular to the axis of rotation 24 of the motor 15 and a vertical transverse direction Z is vertical and perpendicular to the axis of rotation 24 of the motor 15. A vertical longitudinal plane is vertical and contains the axis of rotation 24 of the motor 15, a horizontal longitudinal plane is horizontal and contains the axis of rotation 24 of the motor 15, a transverse plane is perpendicular to the axis of rotation 24 of the motor 15.
    Throughout the description, the concepts front and rear refer to the direction of gas flow, the front corresponding to the admission of gases (air) into the engine and the rear corresponding to the exhaust of gases (combustion gas). In addition, an intermediate part of an element corresponds to a part arranged between a front part and a rear part. The concepts high and low refer to the connections between the mast and the rest of the aircraft, the top corresponding to the connection between the mast and the wing of the aircraft and the bottom corresponding to the connection between the mast and the engine.
    The heart 22 extends from a front casing 28 which comprises an air intake to a rear casing 30 which comprises an exhaust of the combustion gases.
    According to one design, the primary structure 20 of the mast 18 is connected to the engine 15 by a link which comprises a rear engine attachment 32, a front engine attachment 34 and a couple of thrust rods 36 which ensure the resumption of the thrust forces.
    According to a first variant illustrated by FIG. 3A and described in document FR2,963,320, the rear engine attachment 32 connects an intermediate part 38 of the primary structure 20 of the mast 18 and the rear casing 30 of the heart 22 of the engine 15, l 'engine attachment 34 directly connects the front end 40 of the primary structure 20 of the mast 18 and the front casing 28 of the heart 22 of the engine 15 and the thrust rods 36 connect the intermediate part 38 of the primary structure 20 and the casing front 28 of the engine core 22. According to this first variant, the front connection point P34 between the front engine attachment 34 and the front end 40 of the primary structure 20 is disposed below a line D o parallel to the axis of rotation 24 of the engine 15 passing through the rear connection point P32 between the rear engine attachment 32 and the intermediate part 38 of the primary structure 20. Thus, the distance between the axis of rotation 24 of the motor 15 and the front connection point P34 of the the front engine attachment 34 is less than that which separates the axis of rotation 24 of the engine 15 and the rear connection point P32 of the rear engine attachment 32.
    According to a first drawback linked to this variant, the area between the heart 22 of the engine and the primary structure 20 is reduced and does not allow the integration of additional equipment to the engine which are consequently positioned above the primary structure 20 from the mast. This implantation leads to increasing the volume of the secondary structure 21 and impacts the drag of the aircraft.
    According to another drawback, the primary structure 20 is positioned close to the motor 15 and subjected to high thermal stresses. Consequently, it is made from materials resistant to high temperatures, such as for example titanium, which tends to increase its cost price and its mass.
    Finally, the front end 40 of the primary structure 20 is spaced from the nacelle, so that it is necessary to provide additional structures to support the nacelle.
    According to a second variant illustrated in FIG. 3B, the front engine attachment 34 connects the front end 40 of the primary structure 20 of the mast 18 and the fan casing 26. According to this second variant, the front end 40 of the structure primary 20 is positioned above the fan casing 26. This second variant leads to an increase in the area between the heart 22 of the engine and the primary structure 20, which makes it possible to accommodate equipment there that is complementary to the engine. The primary structure 20 being spaced from the heart 22 of the engine, it is subjected to lower thermal stresses than in the case of the first variant. The primary structure 20 being closer to the nacelle than in the case of the first variant, the connection between the primary structure 20 and the nacelle is simplified compared to the first variant.
    However, the front end 40 of the primary structure 20 being positioned above the fan casing 26, this second variant leads to limiting the diameter of the fan casing 26. However, this diameter tends to become larger and larger made the increase in the dilution rate of new engines.
    According to another drawback, this second variant complicates the design of the fan which is subjected to significant stresses and leads to greatly increasing the stresses imposed on the rear engine attachment 32 compared to the first variant. According to a third variant illustrated by FIG. 3C and described in document FR3,040,369, the front end 40 of the primary structure is spaced from the heart 22 of the engine 15 and the front engine attachment 34 comprises:
    a front connecting rod 42, configured to ensure the recovery of forces along the axis Z, which has a first end, connected to the front casing 28 of the engine by a first pivot axis 44 horizontal and perpendicular to the axis of rotation 24 of the engine 15, and a second end connected to the front end 40 of the primary structure 20 by a second pivot axis 46 horizontal and perpendicular to the axis of rotation 24 of the motor 15, lateral connecting rods 48 configured to ensure the recovery of forces along the Y axis, arranged on either side of the primary structure 20, which each have a first end, connected to the fan casing 26 by a first pivot axis parallel to the axis of rotation 24 of the engine 15, and a second end connected to the front end 40 of the primary structure.
    According to this third variant, the front end 40 of the primary structure 20 is offset towards the rear relative to the fan casing 26.
    This third variant has the same advantages as those of the second variant. Since the front end 40 of the primary structure 20 is no longer positioned above the fan casing, this third variant does not limit the diameter of the fan casing 26. However, as for the second variant, the third variant complicates the design of the fan and leads to a significant increase in the stresses imposed on the rear engine attachment 32 compared to the first variant.
    Also, the present invention aims to remedy all or part of the drawbacks of the prior art.
    To this end, the subject of the invention is an aircraft engine assembly comprising an engine, a mast and a nacelle in which the engine is positioned, the engine comprising:
    a core which comprises a rotor pivoting about an axis of rotation, a front motor housing and a rear motor housing,
    - a fan positioned in a fan casing, the mast comprising a primary structure connected to the engine by an engine link which comprises:
    - a rear engine attachment which connects an intermediate part of the primary structure and the heart of the engine, the rear engine attachment being connected to the intermediate part of the primary structure at a rear connection point,
    - a front engine attachment which connects a front end of the primary structure and the engine and which comprises at least one front link which has at least three front connection points, a first front connection point configured to connect the front link and the front end of the primary structure, a second front connection point configured to connect the front connecting rod and the engine core and a third front connection point configured to connect the front connecting rod and the engine core, the second and third connection points before being offset relative to each other in a horizontal direction and perpendicular to the axis of rotation of the motor,
    - at least two thrust rods.
    According to the invention, the first front connection point of the front engine attachment and the motor rotation axis are separated by a distance greater than an outside radius of the rear casing of the engine core at the rear connection point the rear engine mount.
    The invention provides the following advantages:
    the primary structure of the mast is subjected to lower thermal stresses than for the first variant of the prior art;
    the fact of spreading the front end of the primary structure and the heart of the engine makes it possible to release a volume between the primary structure and the heart of the engine; the front engine attachment not being connected to the fan (because the front link has three front connection points, including two front connection points connected to the engine offset in the transverse direction), this simplifies the design of the fan and leads to a significant reduction in the stresses imposed on the rear engine attachment compared to the second and third variants of the prior art.
    According to another characteristic, the first front connection point of the front engine attachment is positioned so that an upper edge of the front end of the primary structure is separated from the axis of rotation of the engine by a distance less than the outer radius of the blower.
    According to another characteristic, the first front connection point of the front engine attachment and the axis of rotation of the engine are separated by a distance of between 0.45 and 0.70 times the outside radius of the fan.
    According to another characteristic, the first front connection point of the front engine attachment is positioned below a lower edge of the front end of the primary structure.
    According to one embodiment, the front engine attachment comprises at least one front connecting rod which is in the form of a plate positioned in a plane perpendicular to a vertical longitudinal plane, which has a first elongated arm configured to be connected to the at least a first lug secured to the front end of the primary structure at the first front connection point, a second arm configured to be connected to at least one second lug secured to the front casing of the engine at the second front connection point and a third arm configured to be connected to at least one third tab secured to the front casing of the engine at the third front connection point.
    According to another embodiment, the front engine attachment comprises a first front connecting rod, which has a first end configured to be connected to the front end of the primary structure at the first front connection point and a second end configured to be connected to the front casing of the engine at the second front connection point, and a second front connecting rod which has a first end configured to be connected to the front end of the primary structure at the first front connection point and a second end configured to be connected to the front motor housing at the third front connection point.
    According to another particular feature, the primary structure of the mast comprises a section which extends at least from the intermediate part to a rear end face and which has a cross section in the form of an isosceles trapezoid with a small base oriented in the direction of the motor.
    The present application also relates to an aircraft which comprises at least one engine assembly in accordance with the invention.
    Other characteristics and advantages will emerge from the description of the invention which follows, description given by way of example only, with reference to the appended drawings in which:
    FIG. 1 is a perspective view of an aircraft,
    FIG. 2 is a perspective view of an aircraft engine assembly,
    FIG. 3A is a side view of an aircraft engine assembly without a nacelle which illustrates a first variant of the prior art,
    FIG. 3B is a side view of an aircraft engine assembly without a nacelle which illustrates a second variant of the prior art,
    FIG. 3C is a side view of an aircraft engine assembly without a nacelle which illustrates a third variant of the prior art,
    FIG. 4 is a perspective view of an aircraft engine assembly without a nacelle which illustrates an embodiment of the invention,
    FIG. 5 is a side view of an aircraft engine assembly without a nacelle which illustrates a first embodiment of the invention,
    FIG. 6 is a front view of the front engine attachment visible in FIG. 5,
    FIG. 7 is a side view of a front engine attachment which illustrates a second embodiment,
    FIG. 8 is a front view of a front engine attachment which illustrates a third embodiment of the invention, and
    FIG. 9 is a cross section of a primary structure of an aircraft mast which illustrates an embodiment of the invention.
    In FIGS. 4 to 8, an engine assembly of an aircraft has been shown at 50 which comprises an engine 52, a mast 54 and a nacelle 56 (partially shown in dotted lines in FIG. 5).
    According to one embodiment, the engine 52 is a turbofan engine. It comprises: a core 58 which comprises a rotor pivoting along an axis of rotation 60 relative to a stator which comprises a front casing 62 with an air inlet and a rear casing 64 with an exhaust of combustion gases, a blower 66 connected to the rotor of the heart 58 and positioned in a fan casing 68 connected to the front casing 62 by structural elements such as radial arms.
    The front 62, rear 64 and fan 68 housings are approximately concentric with the axis of rotation 60.
    The blower 66 has an outer radius R66 (the largest radius of the blower housing 68).
    For the remainder of the description, a longitudinal direction X coincides with the axis of rotation 60 of the motor 52, a horizontal transverse direction Y is horizontal and perpendicular to the axis of rotation 60 of the motor 52 and a vertical transverse direction Z is vertical and perpendicular to the axis of rotation 60 of the motor 52. A vertical longitudinal plane XZ is vertical and contains the axis of rotation 60 of the motor 52, a horizontal longitudinal plane XY is horizontal and contains the axis of rotation 60 of the motor 52, a transverse plane is perpendicular to the axis of rotation 60 of the motor 52.
    The mast 54 makes it possible to connect the engine assembly 50 to a wing 70, the engine assembly 50 being positioned under the wing 70.
    The mast 54 comprises a primary structure 72 positioned in a fairing (not shown) which gives the mast 54 aerodynamic characteristics.
    The primary structure 72 is connected by a wing link 74 to the wing 70 and connected by a motor link to the motor 52.
    According to one configuration, the engine link comprises a rear engine attachment 76 which connects an intermediate part 78 of the primary structure 72 and the heart 58 of the engine 52, more particularly the rear casing 64. The rear engine attachment 76 is connected to the part intermediate 78 of the primary structure 72 at a rear connection point P76.
    The rear casing 64 of the heart 58 of the motor 52 has an outside diameter R64 at the rear connection point P76.
    The engine link also includes a front engine attachment 80 which connects a front end 82 of the primary structure 72 and the engine 52.
    Finally, the engine link also includes at least two thrust rods 84 arranged symmetrically with respect to the vertical longitudinal plane XZ and which connect the intermediate part 78 of the primary structure 72 and the heart 58 of the engine 52, more particularly the front casing. 62.
    According to one embodiment, the primary structure 72 of the mast has a box-shaped shape and comprises an upper spar 86, a lower spar 88, two side walls 90, a front end wall 92, a rear end wall 94 and stiffeners. In a vertical longitudinal plane XZ, the lower spar 88 has a V shape, the point of the V being oriented downwards and corresponding to the intermediate part 78 of the primary structure 72.
    According to one embodiment, seen from above, the lateral edges of the upper 86 and lower 88 beams converge forward.
    The front engine attachment 80 is positioned at the front end of the lower beam 88.
    According to a characteristic of the invention, the front end 82 of the primary structure 72 is offset in the longitudinal direction X towards the rear relative to the fan casing 68 and is not positioned above the fan casing 68. By Consequently, according to the invention, the diameter of the fan is not limited by the primary structure 72 of the mast 54.
    According to one embodiment, the front engine attachment 80 comprises at least one front link 96 which has at least three front connection points, a first front connection point 98 configured to connect the link 96 and the front end 82 of the primary structure 72, a second front connection point 100 configured to connect the front link 96 and the heart 58 of the engine 52 and a third front connection point 102 configured to connect the front link 96 and the heart 58 of the engine 52, the second and third front connection points 100 and 102 being offset with respect to each other in the horizontal transverse direction Y.
    This solution allows the forces to be taken up by the heart 58 of the front motor in the horizontal transverse direction Y, which tends to minimize the forces transmitted between the primary structure 72 and the motor 52 at the rear motor attachment 76.
    According to the invention, the front engine attachment 80 does not connect the primary structure 72 of the mast 54 and the fan casing 68. Thus, the fan casing 68 and the structural elements connecting it to the rest of the engine do not take up the efforts of the engine mount before 80.
    Preferably, the second and third front connection points 100 and 102 are symmetrical with respect to the longitudinal and vertical plane XZ passing through the axis of rotation 60 of the motor 52. This configuration allows a better distribution of the forces.
    The first front connection point 98 comprises a pivoting connection around a first pivot axis A98 materialized by a cylindrical shaft.
    The second front connection point 100 comprises a pivoting connection around a second pivot axis A100 materialized by a cylindrical shaft.
    The third front connection point 102 comprises a pivoting connection around a third pivot axis A102 materialized by a cylindrical shaft.
    According to a characteristic of the invention, the first front connection point 98 of the front engine attachment 80, which is connected to the front end 82 of the primary structure 72, and the axis of rotation 60 of the engine 50 are separated a distance R98 greater than the outer radius R64 of the rear casing 64 of the heart 58 of the engine 52 at the rear connection point P76 of the rear engine attachment 76.
    According to the invention, the front end 82 of the primary structure 72 is spaced from the heart 58 of the motor 52. As a result, the primary structure 72 is subjected to less thermal stresses than for the first variant of the prior art and can therefore be made of a material having a density and / or a lower price than titanium which is generally used in the case of the first variant of the prior art.
    According to another advantage, the fact of spreading the front end 82 of the primary structure 72 from the heart 58 of the motor 52 makes it possible to release a volume between the primary structure 72 and the motor 52 making it possible to accommodate equipment complementary to the motor, such for example a heat exchanger 104. The heat exchanger 104 being positioned under the primary structure 72, the air flow 106 passing through said primary structure 72 is much less hot than when the heat exchanger is positioned above the primary structure 72 as in the case of the first variant of the prior art.
    According to another characteristic of the invention, the first front connection point 98 of the front engine attachment 80, which is connected to the front end 82 of the primary structure 72, is positioned so that the upper edge 108 from the front end 82 of the primary structure 72, which corresponds to the highest part of the primary structure, is separated from the axis of rotation 60 of the motor 50 by a distance less than the outer radius R66 of the blower 66.
    This configuration does not create any constraint on the optimized aerodynamic lines of the nacelle 56.
    According to another characteristic of the invention, the first front connection point 98 of the front engine attachment 80, which is connected to the front end 82 of the primary structure 72, and the axis of rotation 60 of the engine 50 are separated by a distance R98 of between 0.45 and 0.70 times the outside radius R66 of the blower 66.
    According to another characteristic, the first front connection point 98 of the front engine attachment 80, which is connected to the front end 82 of the primary structure 72, is positioned below the lower edge 110 of the front end 82 of the primary structure 82.
    Whatever the embodiment, the vertical position of the first front connection point 98 of the front engine attachment 80 is close to an optimum making it possible to minimize the forces transmitted between the primary structure 72 and the engine 52 at the level of the rear engine mount 76.
    According to a first embodiment visible in FIGS. 5 and 6, the front engine attachment 80 includes a single front link 96 connected on the one hand to the front end 82 of the primary structure 72 at the first front connection point 98 and on the other hand to the front casing 62 of the motor 52 at the second and third connection points before 100 and 102.
    The front link 96 is in the form of a plate, positioned in a plane perpendicular to the vertical longitudinal median plane XZ, which has a first elongated arm 112 configured to be connected to the front end 82 of the primary structure 72 as well as second and third arms 114, 116 configured to be connected to the front casing 62 of the motor 52 at the second and third front connection points 100 and 102. The front end 82 of the primary structure 72 comprises at least one first tab 118 disposed in the extension of the front end wall 92, under the primary structure 72. According to one configuration, the front end 82 of the primary structure 72 comprises two first legs 118 which are parallel to each other and to the plate forming the front connecting rod 96 , which form a yoke to receive the first elongated arm 112 of the front link 96.
    For the second front connection point 100, the front casing 62 of the motor 52 comprises at least one second tab 120 parallel to the plate forming the front connecting rod 96. According to one configuration, the front casing 62 of the motor 52 comprises two second parallel legs 120 between them so as to form a yoke to receive the second arm 114 of the front link 96.
    For the third front connection point 102, the front casing 62 of the motor 52 comprises at least one third tab 122 parallel to the plate forming the front connecting rod 96. According to one configuration, the front casing 62 of the motor 52 comprises two third parallel legs 122 between them so as to form a yoke to receive the third arm 116 of the front link 96.
    According to a second embodiment visible in FIG. 7, the front engine attachment 80 comprises at least two front connecting rods 96, 96 'identical to those of the first embodiment. These two front connecting rods 96, 96 ′ are spaced apart to allow the insertion between them of a first tab 118, integral with the primary structure 72, and second and third legs 120 and 122 integral with the front casing 62 of the motor 52.
    According to a third embodiment visible in FIG. 8, the front engine attachment 80 comprises two front connecting rods 124, 124 ′, a first front connecting rod 124 which has a first end configured to be connected to the front end 82 of the structure primary 72 at the first front connection point 98 and a second end configured to be connected to the front casing 62 of the engine at the second front connection point 100 and a second front connecting rod 124 'which has a first end configured to be connected at the front end 82 of the primary structure 72 at the first front connection point 98 and a second end configured to be connected to the front casing 62 of the engine at the third front connection point 102.
    According to this third embodiment, the front end 82 of the primary structure 72 comprises at least a first tab 118 for the first front connection point 98 and the front casing 62 of the motor 52 comprises at least a second tab 120 for the second front link point 100 and at least one third tab 122 for the third front link point 102.
    According to another characteristic of the invention, the fact of reducing the forces transmitted between the primary structure 72 and the motor 52 at the rear engine attachment 76 makes it possible to reduce the width of the rear part of the primary structure 72 connected by the rear engine attachment 76 to the engine 52.
    According to an embodiment visible in FIG. 9, the primary structure 72 of the mast comprises a section which extends at least from the intermediate part 78 to a rear end face 94 and which has a cross section in the form of isosceles trapezoid with a small base oriented towards the motor 52. Thus, the lower spar 88 has a width L88 (dimension taken in the horizontal transverse direction Y) less than the width L86 of the upper spar 86. The width L88 of the lower spar 88 is less than half the width L86 of the upper beam 86.
    权利要求:
    Claims (8)
    [1" id="c-fr-0001]
    1. Aircraft engine assembly (50) comprising an engine (52), a mast (54) and a nacelle (56) in which the engine (52) is positioned, the engine (52) comprising:
    a core (58) which comprises a rotor pivoting about an axis of rotation (60), a front motor housing (62) and a rear motor housing (64),
    - a blower (66) positioned in a blower casing (68) which has an outer radius (R66), the mast (54) comprising a primary structure (72) connected to the engine (52) by an engine link which comprises:
    - a rear engine attachment (76) which connects an intermediate part (78) of the primary structure (72) and the heart (58) of the engine (52), the rear engine attachment (76) being connected to the intermediate part ( 78) of the primary structure (72) at a rear connection point (P76),
    - a front engine attachment (80) which connects a front end (82) of the primary structure (72) and the engine (52) and which comprises at least one front connecting rod (96, 96 ', 124, 124') which has at least three front connection points, a first front connection point (98) configured to connect the front link (96) and the front end (82) of the primary structure (72), a second front connection point (100 ) configured to connect the front link (96) and the heart (58) of the engine (52) and a third front connection point (102) configured to connect the front link (96) and the heart (58) of the engine (52 ), the second and third front connection points (100, 102) being offset with respect to each other in a horizontal direction and perpendicular to the axis of rotation (60) of the motor (52),
    - at least two thrust rods (84), the aircraft engine assembly (50) being characterized in that the first front connection point (98) of the front engine attachment (80) and the axis of rotation (60) of the engine (50) are separated by a distance (R98) greater than an outside radius (R64) of the rear casing (64) of the heart (58) of the engine (52) at the rear connection point (P76 ) of the rear engine mount (76).
    [2" id="c-fr-0002]
    2. aircraft engine assembly (50) according to claim 1, characterized in that the first front connection point (98) of the front engine attachment (80) is positioned so that an upper edge (108 ) of the front end (82) of the primary structure (72) is separated from the axis of rotation (60) of the engine (50) by a distance less than the outside radius (R66) of the blower (66).
    [3" id="c-fr-0003]
    3. aircraft engine assembly (50) according to claim 1 or 2, characterized in that the first front connection point (98) of the front engine attachment (80) and the axis of rotation (60) of the engine (50) are separated by a distance (R98) between 0.45 and 0.70 times the outside radius (R66) of the blower (66).
    [4" id="c-fr-0004]
    4. aircraft engine assembly (50) according to one of the preceding claims, characterized in that the first front connection point (98) of the front engine attachment (80) is positioned below a lower edge (110) of the front end (82) of the primary structure (72).
    [5" id="c-fr-0005]
    5. aircraft engine assembly (50) according to one of the preceding claims, characterized in that the front engine attachment (80) comprises at least one front connecting rod (96), which is in the form of a plate positioned in a plane perpendicular to a vertical longitudinal plane (XZ) passing through the axis of rotation (60) of the motor (52), which has a first elongated arm (112) configured to be connected to at least one first tab (118 ) secured to the front end (82) of the primary structure (72) at the first front connection point (98), a second arm (114) configured to be connected to at least one second tab (120) secured to the front casing (62) of the motor (52) at the second front connection point (100) and a third arm (116) configured to be connected to at least one third tab (122) integral with the front casing (62) of the motor (52) at the third front link point (102).
    [6" id="c-fr-0006]
    6. aircraft engine assembly (50) according to one of claims 1 to 4, characterized in that the front engine attachment (80) comprises a first front link (124), which has a first end configured to be connected at the front end (82) of the primary structure (72) at the first front connection point (98) and a second end configured to be connected to the front casing (62) of the engine at the second front connection point (100), and a second front link (124 ') which has a first end configured to be connected to the front end (82) of the primary structure (72) at the first front connection point (98) and a second end configured to be connected to the front casing (62) of the engine at the third front connection point (102).
    [7" id="c-fr-0007]
    7. aircraft engine assembly (50) according to one of the preceding claims, characterized in that the primary structure (72) of the mast comprises a section which extends at least from the intermediate part (78) to a rear end face (94) which has an isosceles trapezoidal cross section with a small base oriented in the direction
    5 of the engine (52).
    [8" id="c-fr-0008]
    8. Aircraft comprising at least one engine assembly (50) according to one of the preceding claims.
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    US11254437B2|2022-02-22|
    US20190100324A1|2019-04-04|
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    FR3059645B1|2016-12-02|2018-12-07|Safran Aircraft Engines|SUSPENSION DEVICE FOR TURBOMACHINE|US10899463B2|2017-05-16|2021-01-26|Rohr, Inc.|Segmented pylon for an aircraft propulsion system|
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    法律状态:
    2019-04-05| PLSC| Publication of the preliminary search report|Effective date: 20190405 |
    2019-10-28| PLFP| Fee payment|Year of fee payment: 3 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 4 |
    2021-10-21| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1759248|2017-10-03|
    FR1759248A|FR3071820B1|2017-10-03|2017-10-03|AIRCRAFT ENGINE ASSEMBLY|FR1759248A| FR3071820B1|2017-10-03|2017-10-03|AIRCRAFT ENGINE ASSEMBLY|
    US16/150,991| US11254437B2|2017-10-03|2018-10-03|Aircraft engine assembly|
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