• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
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    • 专利摘要:
    The invention relates to a method of mounting a motor module (1) in a support comprising a first structure (3) and a second structure (2) offset relative to the first structure (3), a method for positioning at least a determined part (4) of the engine module (1) with respect to an element (6) of the second structure (2) by means of an isostatic suspension connecting the engine module (1) by first connecting rods (10a, 10b, 10c, 10d) to said first structure (3) and by second connecting rods (10e, 1f) to said second structure (2), the length of said first and second connecting rods being previously defined, characterized in that the a length of at least two (10c, 1 0f) of said first and second links relative to their previously defined length, for positioning said determined part (4) of the engine module (1) with respect to said element (6) of the second structure (2) in said support. It also relates to said support with adjustable rods, in an installation including an auxiliary power unit for an aircraft.
    公开号:FR3014416A1
    申请号:FR1362228
    申请日:2013-12-06
    公开日:2015-06-12
    发明作者:Olivier Cazenave；Clement Lalanne；Luc Dionne
    申请人:Safran Power Units SAS；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The present invention relates to the field of motor suspension, in particular in an aircraft. It relates more particularly to the precise positioning inside the aircraft engine relative to equipment to cooperate with this engine to ensure proper operation. State of the art: The invention relates in particular to an auxiliary power unit, here called GAP (also called APU in the profession, with reference to the Anglo-Saxon terminology: "Auxiliary Power Unit"). A GAP can provide power to the equipment (alternators, pumps, charge compressors, air conditioning) of the aircraft directly and / or indirectly via a power transfer box, especially during transient flight conditions. Like any turbine engine, a GAP conventionally comprises a compressor / combustion chamber / turbine assembly forming a gas generator. Fresh air is introduced into the compressor and the compressed air, mixed with the fuel, causes combustion in the dedicated chamber. The hot gases have expanded in the turbine which partially transmits the mechanical power produced to the compressor via a transmission shaft, the residual power being directed via a power transfer box to the equipment. In another type of architecture, the kinetic power of the exhaust gas can also cause a free turbine, which in turn transmits power via a shaft to the equipment (alternators, pumps, charge compressor, etc.). ). The residual gases are evacuated by an exhaust nozzle. The GAP generally forms a module that integrates the turbine engine with various accessories, such as a power transfer box and a lubrication system, and is installed in a dedicated compartment. On civil aircraft, for example, the auxiliary power unit is traditionally mounted inside the tail cone and attached upstream on a partition of the fuselage participating in the structural maintenance of the aircraft.
    [0002] The installation of the GAP in its compartment comprises, in particular, a conduit whose primary function is to allow the exhaust gas turbine engine outside the aircraft. The presence of this conduit can, moreover, be used to provide ventilation and cooling GAP and its accessories, as explained in the application FR2969123. For this purpose, the mouth of the exhaust duct has a flared shape adapted to accommodate the outlet nozzle of the turbine engine by providing a gap between the two. This gap allows to suck air from the compartment by Venturi effect and thus create a circulation of secondary air cooling the GAP compartment including its equipment and external parts. It is important to maintain the shape of this gap between the turbine engine outlet and the exhaust duct to ensure cooling. The position of the exhaust duct is therefore generally adjusted relative to the GAP.
    [0003] Generally, too, the exhaust nozzle of the turbine engine is at the rear of the GAP and the exhaust duct guides the gas to an orifice in the wall of the tail cone located a little further back. This arrangement leads to having to position the GAP, the duct and the wall of the tail cone at points which are distributed along the direction of elongation of the tail cone, along the axis of the fuselage. In addition, the GAP suspension device in the tail cone, for example, generally comprises four links fixing the GAP on its front to the fuselage wall, two fixing the GAP on the structure of the tail cone. It thus leaves the back of the GAP, with the nozzle outlet, clear to fit the exhaust in a space usually reduced to this level of the compartment. In this configuration, the wall at the front of the tail cone fixing a reference, the manufacturing tolerances of the various elements can cause significant differences in relative position between the GAP nozzle and the mouth of the exhaust. These discrepancies may be due to GAP holding devices. However, they may also be due to the structure of the tail cone, for example, a slight warp, which can significantly shift the position of the orifice while the GAP is properly aligned with the fuselage axis. Making parts with sufficient precision to align all the elements is complex and expensive.
    [0004] An existing solution, which consists of fixing the upstream portion of the duct in the tail cone by plates in which slots are arranged to adapt the position of their bolting on the structure, is unsatisfactory. On the one hand, it does not always make it possible to align the mouth of the duct with the outlet of the nozzle without the other end of the duct pressing on the edges of the orifice in the tail cone in which it must lead. This type of situation creates constraints on the assembly that can lead to premature wear of the various elements, including the firewall seal that is installed at the orifice. On the other hand these plates weigh down the whole.
    [0005] The problem just described can be found in other situations. The object of the invention is to provide a solution to correctly align the entire engine module, in particular a GAP, an accessory module and a part of the compartment structure that contains them, without The invention relates to a method for mounting an engine module in a support comprising a first structure and a second remote structure. with respect to the first structure, a method for positioning at least a determined part of the motor module relative to an element of the second structure by means of an isostatic suspension connecting the motor module by first links to said first structure and by means of second connecting rods to said second structure, the length of said first and second connecting rods being previously defined. The method is characterized in that one adjusts the length of at least two of said first and second connecting rods with respect to their previously defined length, to position said determined part of the engine module relative to said element of the second structure in said support.
    [0006] The fact that the second structure is offset indicates that it is on one side of the first structure with respect to a characteristic direction. In particular the attachment points of the rods on the second structure and the element relative to which the motor must be positioned, are on the same side in this direction of offset.
    [0007] The motor module is an assembly that can be handled in one piece. It comprises the turbine engine with a number of equipment directly related to its operation, such as the exhaust nozzle and the air intake port, or the transmission of its power, such as the power transfer box for a GAP.
    [0008] Since the suspension of the engine module is isostatic, it essentially comprises six connecting rods, each mounted on a ball joint at its attachment points on the first or second structure and on the engine module. The suspension has previously been defined in the sense that the positions of the attachment points and the lengths of the connecting rods have been determined so as to control the six degrees of freedom and to position the engine, in particular to the determined part which must correspond with an element. of the second structure, from the theoretical dimensions of the structures and the motor module. For a GAP, for example, the zone to be positioned would be the exhaust nozzle of the turbine engine which must align with an exhaust duct.
    [0009] The invention responds to the fact that the manufacture of the various elements, whether the structures, the motor module or the connecting rods, necessarily admits tolerances with respect to the theoretical dimensions. The engine module installed with the suspension thus manufactured is not necessarily exactly positioned to be in correspondence with the element of the second structure. The variation in length of a connecting rod, the other rods having a fixed length, moves the module in a movement such that its attachment points to the other rods move on spheres centered on the points of attachment to the connecting rod structures correspondents. As the motor module is close to the right position, kinematic studies show that, especially for auxiliary power unit installations in aircraft, the adjustment of two connecting rods corresponds to the combination of a minimum number of adjustable links to make up for differences. on the installation and position at least some parts of the module that must respect an investment compared to other equipment. It is thus possible to make up a positional deviation with respect to the mouth of the exhaust duct, the latter having previously been correctly centered with respect to the second structure. It is possible in particular to use a method in which the two length-adjustable connecting rods are intended to control transverse movements to the offset direction on at least one zone of the engine module, in particular the determined part of the module which must be positioned by relative to the element of the second structure. In the case of the GAP, this makes it possible to adjust the centering of the engine nozzle in the mouth of the exhaust duct, in order to maintain a gap between the two.
    [0010] Advantageously, in a variant of the method, the length of all the first connecting rods is adapted to their previously defined length. In fact, the positioning defects can be, in particular, due to an alignment difference of the second structure with respect to the first, whereas the module must be positioned relative to this second structure. The manufacturing tolerances can be used to previously achieve second rods with lengths corresponding to a correct placement of the motor module relative to the second structure. The invention therefore makes it possible to naturally adapt the length of the first connecting rods to correct the positioning gap between the two structures without touching the second connecting rods. In the case of the GAP, this allows in particular to properly position both the nozzle outlet relative to the exhaust and the air intake port relative to the air intake means.
    [0011] Advantageously, in such a method, the adjustment of the lengths of said rods comprises a step in which a manikin of the engine module, reproducing with the same geometry attachment points for the suspension rod device and a zone representing the determined part intended to be positioned relative to the second structure, is fixed to the support, the fixing means of the manikin using the first and second connecting rods whose length is previously defined, plus possibly other connecting rods forming part of said manikin, in order to control the 6 degrees of freedom of the manikin with respect to the second structure The manikin respects the dimensions of the module at the points of attachment and the zones, such as the outlet nozzle in the case of an auxiliary power unit, whose we want to adjust the position. The use of the manikin has several advantages. Being lighter and easy to manipulate, it can be placed precisely. When the manikin is in place, simply adjust the length of the adjustable rods to fit into the attachment points to get a set of rods that will keep the module in the right position. In addition, only one manikin can be used to represent the same GAP installed on different aircraft. In addition, it allows the adjustment of the rods outside the GAP assembly line in the aircraft. Indeed it can be machined very precisely for the nominal ribs, engine modules mounted on aircraft being manufactured with certain tolerances.
    [0012] Finally, the manikin can also be equipped to determine the length of supernumerary rods possibly provided in case of redundancy against the risk of rupture. Advantageously, also, the mounting means of the manikin support comprise at least one connection between the zone representing said determined portion of the engine module to be positioned and the corresponding element of the second structure. In particular, the connection or links between the zone to be positioned on the dummy and the corresponding element on the support makes it possible to ensure that this zone is naturally in place when the manikin is installed in the support by adjusting the other links to the support. . It should be noted that when said connection between the zone representing the determined part of the engine module to be positioned and the corresponding element of the second structure is sliding, it controls two degrees of freedom, which corresponds to the two minimum adjustable rods. It should also be noted that when the method uses four first adjustable rods on the first structure, the manikin can be linked only to the second structure for the step of determining the lengths of rods, but requires the addition of 2 connecting rods forming part of the dummy, connecting said dummy to the second structure, in order to control the last two degrees of freedom of the manikin and to ensure its positioning relative to the second structure. The invention also relates to a support comprising a first structure and a second structure offset relative to the first structure, intended to maintain a motor module by means of an isostatic suspension connecting said motor module by first links to said first structure and by second links to said second structure, said isostatic suspension being arranged in such a way that at least a determined part of the engine module is positioned relative to an element of the second support structure characterized in that at least two of said first and second links have means for adjusting their length.
    [0013] Such a support meets the objective for the same reasons as the method it allows to follow. In particular, all the first rods may include means for adjusting their length.
    [0014] Advantageously, at least two of said first and second links are configured to be connected to a single point of attachment on the engine module to minimize weight and number of interfaces. In particular, the support may comprise four first connecting rods attached to the first structure and two second connecting rods attached to the second structure. These six links can be divided into three groups, the connecting rods of each group being configured to have the same point of attachment on said engine module. In this case, the first group consists of two of said first rods and one of said second rods, the second group consists of two of said first rods, the third group being formed of one of said second rods. This assembly, says 3-2-1 for a GAP, includes the minimum number of links to maintain the GAP and minimizes the weight of the suspension device. Advantageously, the means for adjusting the length of at least one connecting rod comprises a tube and a rod cooperating by means of screwing the rod into the tube. This makes it possible to adjust the connecting rod simply according to the length observed when the module is installed in its place in front of the device, to mount it immediately on the attachment points. Possibly, it allows to adjust the rod without disassembling the device. The invention also relates to an assembly comprising a support as described above and a motor module maintained with said isostatic suspension, said determined part of the engine module being placed in correspondence with said element of the second structure. The second structure and the motor module can be deported relative to the first structure in the same direction of offset, the attachment points on the module of said first rods being located near the end of the module facing the first structure. Advantageously, in this assembly, at least two of said first and second connecting rods are connected to the same first fitting, so as to be connected to a single point of attachment on the motor module, said first fitting having one of the parts, male or female , a conical bolt whose complementary part is on a second fitting fixed to the engine module, the conical bolt having an axis determined by the shape of the second fitting. In this assembly, the axis of the conical bolt is preferably substantially tangential to a path followed by the first fitting when moved away from the second fitting.
    [0015] Each rod mounted on a ball joint allows the free end to move on a sphere centered at the point of attachment to the structure. When two rods thus fixed to the structure are attached by their other end, this requires this end a rotational movement about the axis passing through the attachment points of the ends fixed to the structure. Thus, if the engine module is in position, the fitting connected to the two connecting rods describes in space a circle which meets the position it must occupy when it is fixed on the complementary fitting, integral with the engine module. The orientation of the axis of the cone of the fitting, perpendicular to the plane passing through the attachment points of each of the two connecting rods on the support and by their common attachment point on the engine module, corresponds to the direction of this rotation and therefore comes naturally fit in the corresponding cone on the complementary fitting on the engine module. The conical shape, by its flare, allows the adjustment of the two parts of the interlock at the moment of introduction of the male part into the female part. On the other hand, for example, simple threaded rods, even if properly oriented, would not be suitable. Indeed, because of the rotation, the end of the rod would be offset from the opening at the time of introduction. As it is thus possible to assemble the fittings on the engine module by rotation about the axis of the attachment points of the two connecting rods on the structure, it is possible to start by putting the motor module, or its manikin, in position by a maneuver adapted to its size in the compartment, the rods have been spaced apart to allow its passage, and then adapt by turning the fitting of the connecting rods on the complementary fitting, attached to the engine module or manikin. For example, the use of tapered bolts can facilitate assembly and disassembly operations when adjusting the module or manikin in the method described above. The invention also relates to an assembly as described above in which the engine module comprises a GAP having a nozzle outlet, the second structure comprising an exhaust means having a mouth, the outlet end of said nozzle of the module being positioned from so that the mouth of the exhaust means surrounds part of it touching it. In particular, the second structure may be formed by the tail cone of an aircraft and the first structure formed by a partition of the fuselage. The invention also relates to a manikin for representing a motor module comprising a GAP in an assembly according to claim 12 reproducing, with the same geometry as on said engine module, attachment points of the first and second connecting rods and a zone representing the nozzle outlet of the GAP, said manikin being equipped with a means adapted to maintain the zone representing the nozzle outlet in the mouth of said exhaust means in two degrees of freedom. This arrangement makes it possible to ensure that the gap between the nozzle and the mouth meets the dimensions for the Venturi effect to be effective. Brief description of the figures: The present invention will be better understood and other details, characteristics and Advantages of the present invention will appear more clearly on reading the description which follows, with reference to the accompanying drawings in which: Figure 1 shows, seen from above, the theoretical circuit diagram of a GAP module in its compartment. Figure 2 shows, seen from above, the circuit diagram of a GAP module in its compartment according to a first embodiment of the invention. Figure 3 shows, seen from above, the circuit diagram of a GAP module in its compartment according to a second embodiment of the invention. FIG. 4 presents, in perspective, the diagram for mounting a manikin of a GAP module according to the variant embodiment of the invention corresponding to FIG. 2. FIG. 5 presents, in perspective, the assembly diagram of FIG. a manikin of a GAP module according to the variant embodiment of the invention corresponding to FIG. 3. FIG. 6 shows, in longitudinal section, an end of a rod of adjustable length. Figure 7 shows, in longitudinal section, the arrangement of a conical bolt.
    [0016] Figure 8 shows, in perspective, an aspect of the invention near the point of attachment of several rods on the GAP module. FIG. 9 presents a front view of the single GAP module corresponding to the aspect of the invention presented in FIG. 8.
    [0017] DETAILED DESCRIPTION OF THE INVENTION With reference to FIGS. 1 to 3, the invention relates, for example, to the installation of a motor module GAP 1, in an aircraft compartment having an elongated shape along a given axis LL. delimited laterally and at one end along the axis by a shell 2 and closed at the other end by a partition 3 traversed by this axis. The partition 3 and the shell 2 respectively form a first and a second structure to which equipment can be connected. In the case of a GAP module installed in a tail cone of an aircraft, for example, the LL axis corresponds to the LL axis of the fuselage facing backwards, the partition 3 can be a structural partition of the fuselage , the shell 2 may comprise the walls of the fuselage after the partition 3 with the structural elements that hold them. Since, in general, the LL axis is oriented from front to back (from left to right in Figure 1) and this naturally corresponds to the flow direction, reference is made, for convenience, to the front and the rear following the directions of the LL axis indicated in Figure 1 in the following description. The motor module GAP 1 and the shell 2 are both at the rear of the partition 3. The direction along the LL axis backward is therefore called offset direction in the following description.
    [0018] GAP module 1, very schematically shown in Figure 1, forms a module that integrates different equipment of the turbine engine and which, in particular, has on its rear face a nozzle 4 of gas turbine engine output.
    [0019] An exhaust duct 5 collects these exhaust gases through a mouth 6 at the front of the duct, which partially covers the outlet nozzle 4 of the turbine engine. As indicated in the figure, this mouth 6 has a flared shape, wider than the nozzle 4. Ideally, the nozzle 4 and the mouth 6 are concentric and the difference in diameter provides an annular space of sufficient thickness. to suck air from the compartment. In practice, the two elements may not be perfectly aligned but they must leave a passage over the entire periphery of the nozzle whose thickness must remain between a minimum value and a maximum value.
    [0020] The duct 5 then rejects the gases in the air, outside the compartment. For this, its rear end 7 opens into an orifice 8 of the shell 2. This orifice 8 may be equipped with a holding device 9 of the rear end 7 of the duct 5. This device 9 may have an elasticity allowing it to keep the contact with the duct near its rear end 7 despite small displacements relative to the theoretical position. It can also integrate a firewall function by avoiding communication between the interior of the GAP compartment and the outside. The suspension of the GAP generally comprises six links, 10a to 10f, which ensure its positioning according to the six degrees of freedom with respect to the compartment. Each link connects an attachment point, 11a to 11f, to one of the compartment structures at an attachment point 12 - 13 - 14 on the GAP. These links are generally rods connected to their point of attachment to the structure by a ball joint, which allows them, individually, to allow the attachment point on the GAP module to move on at least a portion of sphere centered on the attachment point on the structure. Six links correctly placed, allow to block the six degrees of freedom of the module GAP 1 isostatically and thus to position it correctly. A suspension device may have additional links to counter the risk of failure of a connecting rod. However, these additional links do not modify the invention because they are installed once the six main links are correctly placed, being adjusted relative to the position occupied by their attachment points. Although not mandatory, the six connecting rods holding the motor module can be arranged according to the 3-2-1 configuration, as shown in Figure 1. In this configuration, four rods 10a-10b-10c-10d are attached to the structural partition 3 by the attachment points 11a - 11b - 11c - 11d, and two connecting rods 10e - 10f are attached to the shell 2 by the attachment points 11e - 11f. The rods 10a and 10c are attached to the same attachment point 12 on the GAP module 1. The rods 10b, 10d and 10e are attached to the same attachment point 13 on the GAP module. The rod 10f is connected to a third attachment point 14 on the GAP module 1. The attachment points 12 and 13 are advantageously placed forward on the module GAP1, facing the partition 3 and towards the lateral ends with respect to the direction of offset. This configuration provides a large lever arm to move areas of the module GAP 1 located at the rear, as the outlet nozzle 4, when moving these attachment points by playing on the rod lengths. Moreover the attachment point 14 is located on the top of the module GAP1 towards the middle. Also, its spacing from the two other attachment points 12 - 13, and the non-flattened triangle that it forms with them, make it easy to adjust the position of a point of the GAP1 module by moving these three points. The attachment points 11b and 11d on the partition 3 of the rods 10b and 10d are respectively above and below the point of attachment 13 on the GAP1 module. The attachment point 11 e of the rod 10 e is located laterally with respect to the attachment point 13 on the module GAP1. These three connecting rods thus make it possible to control the three degrees of freedom corresponding to the translations.
    [0021] Similarly, the attachment points 11a and 11c on the wall 3 of the rods 10a and 10c are respectively above and below the point of attachment 12 on the GAP module 1 and are also laterally offset outwardly. This makes it possible to control two rotations of the GAP module 1.
    [0022] The last connecting rod 10f, fixed to the shell 2 by an attachment point 11f located in FIG. 1 in line with the attachment point 14 on the GAP module 1, controls the last rotation, which will define in particular the position vertical of the nozzle outlet. Other configurations may be used without changing the nature of the invention. There may be more attachment points on the motor module or the clusters may be different. In addition, the distribution between four connecting rods attached to the partition 3 and two attached to the hull is not fixed. Thus, for example, the rod 10e, or the 10f, or both can be attached to the partition 3. One or more rods 10a, 10b, 10c, 10d can be connected to the shell 2 With reference to Figure 1, the system thus defined makes it possible to determine a nominal length of the six connecting rods so that, according to the design plans, the module GAP1 is perfectly aligned along the axis LL and the shell 2, as shown in FIG. 1 The front of the exhaust duct 5 has been fixed so that its mouth 6 is centered relative to the shell 2 and surrounds the exit of the nozzle leaving the space necessary to produce the Venturi effect. Furthermore, the rear end 7 of the exhaust is correctly centered in the orifice 8 and maintained without excessive force by the connecting means 9.
    [0023] However, as already mentioned, the accumulation of manufacturing tolerances, on the connecting rods, on the GAP module 1, or on the hull 2, in particular in its links with the rest of the structure of the aircraft, whose structural partition 3 is integral, may cause misalignment.
    [0024] Referring to Figure 2, according to a first embodiment of the invention, it maintains the exhaust duct 5 centered with respect to the shell 2 and is allowed to vary the length of the four rods 10a - 10b - 10c - 10d attached to the structural partition 3, as is shown in Figure 2. For the two connecting rods 10e - 10f, however, the nominal length previously defined on the model is retained. In the example of FIG. 2, the misalignment is essentially due to the manufacturing deviations of the shell 2 or its connection with the structural partition 3, which makes this shell off-axis with respect to the direction LL. perpendicular to the partition. However, the invention can be applied to other cases, for example if the manufacturing deviations of the GAP module and / or connecting rods result, on the contrary, that it is the module which is off-axis with respect to the direction LL. It can also happen that both causes are concurrent. In all cases, it is necessary to refocus the engine module 1 with respect to the hull 2 so that the nozzle outlet 4 comes to be correctly positioned in the mouth 6 of the exhaust duct 5.
    [0025] In a certain way, this first embodiment presented is optimal for the positioning of the GAP1 module relative to elements fixed to the shell 2. In fact, if the rods were calculated for a perfect alignment of the GAP module 1 with respect to the hull 2, the 10e - 10f connecting rods attached to the hull have the right length and do not need to be modified. As is illustrated in FIG. 2, the modification of the length of the four connecting rods 10a-10b-10c-10d attached to the structural partition 3 makes it possible to replace the GAP module 1 nominally with respect to the shell 2 and to align the nozzle 4 with the mouth 6 of the exhaust duct 5. If we vary the length of less connecting rods than those attached to the partition 3, it may be interesting to include connecting rods attached to the shell 2 in those whose length is varied. In a second exemplary embodiment, with reference to FIG. 3, only two connecting rods 10f - 10c are fitted in length, the connecting rod 10f vertically supporting the GAP module 1 towards its center at the point of attachment 14 and the connecting rod 10c which supports the point of attachment before 12 forward and down.
    [0026] This suspension makes it possible, even if the GAP module 1 is not perfectly aligned with the shell 2, to position the nozzle outlet 4 sufficiently correctly to preserve the gap with the mouthpiece 6 of the exhaust which allows the Venturi effect. . As the exhaust duct 5 is at its nominal position in the shell 2, its rear end 7 remains moreover correctly positioned with respect to the orifice 8 and therefore there are no undesirable forces exerted on the connecting means. 9. It is also possible to vary the length of any two connecting rods among the six that includes the suspension GAP 1. The manikin described below requiring the blocking of two degrees of freedom to establish the necessary clearance between the nozzle 4 and the mouth 6, the two adjustable rods then adapt to the manikin and GAP 1 to ensure a proper position to maintain the desired game. The adjustment of two connecting rods, however, does not allow to completely replace the GAP module 1 nominally with respect to the shell 2, unlike the setting of the 4 connecting rods to the structural partition 3, which can result in an accentuated misalignment of other interfaces between the GAP 1 and the hull 2, for example air inlets for the air intakes of the turbine engine. Moreover, the fact that the point of attachment 12 of at least one of the rods 10c whose distance is varied is situated on the GAP module 1 at an opposite end of the nozzle outlet 4 that is to be positioned according to the LL offset direction is interesting. Indeed, the position variations of the front attachment points 12-13 on the module are amplified at the nozzle outlet 4.
    [0027] According to one aspect of the invention, the six rods 10a-10b-10c-10d-10e-10f of the isostatic suspension device of the GAP module 1 are manufactured with the length previously defined during the design of the compartment and the engine module. On the other hand, the rods whose length has been adjusted, for example 10a-10b-10c 10d or 10c-10f according to one of the two preceding examples, are equipped with means for adjusting their length, at least in certain limits, relative to the nominal length for which they were manufactured. In the exemplary embodiment illustrated in FIG. 6, at least at one end of the connecting rod 10, the head 15 intended to surround the ball joint 16 integral with the fixing fitting is extended by a rod 17 whose end is threaded. The body of the rod 10 comprises at the corresponding end a hollow thread configured to cooperate with the threaded rod 17 of the head 15. By this means, the length of the rod 10 can be adjusted by screwing or unscrewing the threaded rod 17 the clevis in the body of the rod 10. When the length is adjusted, one can block the movement of the rod 17 relative to the body of the connecting rod 10 in a reversible manner, with a counter nut for example. It is also possible to paste the two parts but it is then necessary to destroy the collage if you want to change the length again. Blocking is however not necessary: when the head 15 is inserted into its yoke, not shown in Figure 6, and locked with a bolt through them, the head 15 can then no longer screw or unscrew. A first example of the method of assembly according to the invention of the engine module GAP 1 in its compartment formed by the structural partition 3 and the shell 2 corresponds to the first case presented with reference to FIG. 2, where it is chosen to make vary the length of the four rods 10a - 10b - 10c - 10d attached to the partition 3. It follows the steps given below. In a preliminary step, a rod suspension device is designed, according to the production plans, to maintain the GAP module 1 in position relative to the structural partition 3 and the shell 2. This positioning is done in particular taking into account the position of the mouth 6 of the exhaust duct 5 properly centered relative to the shell 2. This positioning can also take into account the adjustment of other parts of the engine module GAP1 compared to other equipment attached to the hull 2, for example air inlets for the air intakes of the turbine engine. This design determines the position of the attachment points of the connecting rods on the structures of the aircraft and on the engine module, as well as the length of the connecting rods. This design step results in defining a suspension device of the engine module according to one of the variants described above about the suspension device, comprising connecting rods of variable length.
    [0028] A first intermediate step comprises the manufacture of a manikin 18, shown in FIG. 4. This manikin 18 is manufactured in the form of a light structure, which essentially takes the form of a beam oriented in the principal direction of the manikin 18 The manikin is configured to faithfully represent with their relative positions, on the one hand the attachment points 12 - 13 - 14 of the GAP engine module 1 with their fittings to connect to the suspension device in the compartment, on the other hand an area representing the nozzle outlet 4, consisting of a centering means 19, intended to come into contact with the inside of the mouth 6 of the exhaust duct 5, or in the exhaust duct 5 himself. This centering means 19 in the mouth 6 of the exhaust has the shape of a substantially equilateral triangle perpendicular to the principal direction of the manikin 18, which corresponds substantially to the direction of the axis of the nozzle 4. Each of the vertices of this triangle is equipped with a pad 20 allowing a single point of contact in the conduit, and possibly spring-mounted. This means is configured to represent the nozzle 4 increased by the thickness of the gap to be respected between it and the mouth 6 of the exhaust duct 5. It is optionally modified so as to allow a hot and non-cold centering of the nozzle 4 in the mouthpiece 6. It is also configured to be able to slide against the inside walls of the mouthpiece 6 of the exhaust duct 5, while by allowing rotations of the manikin 18. Preferably, this manikin 18 is made to the nominal dimensions with a precision significantly greater than the manufacturing tolerances of the GAP1 motor modules. A study shows that, given the manufacturing tolerances on the GAP modules, it makes it possible to manufacture only one manikin 18 to represent all the GAP modules leaving a production line. The step of determining the lengths of the rods 10a-10b-10c-10d so that the module GAP is correctly positioned in the compartment, comprising the partition 3, the shell 2 and the exhaust pipe 5 assembled, uses the manikin 18 manufactured in the previous step, as shown in Figure 4. This figure shows, in correspondence with Figure 2, the four links 10a-10b - 10c - 10d in their position when they are connected to the attachment points on the partition 3 and the two connecting rods in their position when they are connected to the attachment points 10e-10f on the shell 2 of the compartment. The figure does not represent the partition 3 or the structural parts of the shell 2 supporting the attachment points. On the other hand, the exhaust duct 5 is shown with its mouth 6.
    [0029] In this step, referring to Figure 4, the manikin 18 is installed in the compartment instead of the GAP engine module. The centering means 19 is inserted in the mouth 6 of the exhaust, or in the exhaust duct itself, so that the pads 20 are in contact with the inner wall of the mouth or duct . The two connecting rods 10e-10f attached to the shell 2, not shown, are fixed, with their nominal length, at the attachment points 14 and 13 of the manikin corresponding to those of the engine module. To complete the suspension of the manikin 18 and end of centering with respect to the shell 2, two additional rods 21-22 attached to the shell 2 temporarily, are fixed at points 23-24 of the manikin, so as to fix the two last degrees of freedom. The manikin 18 is thus perfectly positioned with respect to the shell 2 and the exhaust 6. Once the manikin 18 is put in place and retained by this fixing device, the length of the four connecting rods 10a-10b-10c-10d is adjusted. so that they can be fixed to their attachment points on the partition 3, not shown in Figure 4, and their attachment points 12-13 on the manikin 18. At the end of this intermediate step , the suspension device with its rods 10a - 10b - 10c - 10d - 10e - 10f is in place on the manikin 18 with the desired lengths for the rods whose length had been decided. It should be noted that with this variant, the manikin 18 represents the position of the engine module GAP 1 such that it must be exactly centered in the shell 2. For example, the air intake openings connected to the hull will be therefore also in front of the air intake openings on the module without the need to adapt interfaces. The next step is therefore to dismantle the manikin 18 from the suspension device of the module, by removing the additional connecting rods 21 -22 which linked it to the shell 2. The last step is therefore the mounting of the GAP module 1 on the suspension device achieved through the previous steps.
    [0030] A second example of a method of assembly according to the invention of the engine module GAP 1 in its compartment formed by the structural partition 3 and the shell 2 corresponds to the second case presented with reference to FIG. 3, where the choice is made vary the length of any two connecting rods, for example 10c attached to the partition 3 and 10f attached to the shell 2. It follows the same sequence of steps as the first example. The preliminary design stage of the various elements and the suspension device is the same. It results in the same pre-defined lengths of the six connecting rods of the suspension device. The first intermediate step results in the realization of the same manikin 18. The step of determining the lengths of rods differs in particular by the method of fixing the manikin 18. In this step, with reference to FIG. 5, the manikin 18 is installed in the compartment instead of the GAP engine module. The centering means 19 is inserted into the mouth 6 of the exhaust so that the pads 20 are in contact with the inner wall of the mouth or duct. Then the four connecting rods 10a-10b-10d-10e, the length of which has been previously defined during the preliminary step, are installed on the manikin 18. This is the rod 10a attached to its point of attachment 11a on the partition 3, not shown in FIG. 5 and at the point of attachment 12 of the manikin corresponding to that of the module GAP, of the two connecting rods 10b-10d connecting the corresponding attachment points 11b-11d to the partition 3 at the point of fastener 13 on the manikin 18, and the rod 10e attached to its attachment point 11e on the shell 2, not shown in Figure 5, and also at the point of attachment 13 of the manikin 18. Once these links fixed, unlike the previous variant, there is no additional connecting rod to install. Indeed, by adding the two degrees of freedom 10 controlled by the centering means 19 inserted in the mouth 6 of the exhaust, all the degrees of freedom of the manikin 18 are blocked. This step therefore ends by adjusting the length of the two remaining connecting rods 10c-10f of the device so that one 10c can be fixed to its attachment point 11c on the partition 3, not shown in FIG. 5, and at its point of attachment 12 on the manikin 18, and that the other rod 10f can be fixed at its attachment point 11f on the shell 2, not shown in Figure 5, and at its attachment point 14 The next steps of the method then proceed in the same manner as for the first example. The course of the process has been presented for particular choices of connecting rods whose length is varied but it can easily be adapted to other choices. Furthermore the use of a manikin is not mandatory, the determination of the lengths of the adjustable rods can be made by any means, once taken into account the dimensions of the engine module and structures actually made and installed. In a particular embodiment of the invention, several rods can converge towards the same attachment point on the engine module. This is particularly the case on the example that was used to present the different alignment variants of the GAP by adjusting the length of the rods where they form a 3-2-1 assembly, mentioned above.
    [0031] In general the insulated connecting rod vertically supports the GAP from above, while the attachment points of the first and second group of rods are located laterally towards the front of the GAP. This arrangement corresponds to a mounting / dismounting of the GAP in a preferred vertical direction downwards. To facilitate assembly / disassembly of the GAP, an aspect of the invention consists in separating each bracket on the GAP, including those of the first and second groups of links, in two complementary tabs. FIG. 8 illustrates this configuration for the first group of three rods 10b-10d-10e, at the point of attachment 13 on the GAP 1. The three rods 10b-10d-10e can be attached to the same first fitting 25 supporting the links with the connecting rods and cooperating with a second fitting 26 fixed to the engine module GAP 1 or the manikin 18. In the same way, at the attachment point 12 not shown in FIG. 8, the two connecting rods 10a-10c of the second group can be attached to the same first fitting 25 supporting the links with the connecting rods and cooperating with a second fitting 26 fixed to the engine module GAP 1 or to the manikin 18. With reference to FIG. 7, these two complementary fittings 25 - 26 have a male / female conical shape, the male portion 27 ending in a thread 28 which allows to lock with a nut 29 when positioned in the female part 30. When they are nested cones of the pa Both male 27 and female 30 have an axis of symmetry CC. Generally, the fitting 25 connected to the connecting rods comprises the female part 30 while the male cone 27 is carried by the fitting 26 fixed to the module GAP 1 or to the manikin 18.
    [0032] In a first solution, not shown, the CC axes of the cones are vertical. The male cone 27 on the group is then inserted naturally into the female part 30 of the corresponding fitting of the suspension device, when the GAP module 1 or the manikin 18 is vertically translated to mount or disassemble it. This system, called "tapered bolt", makes it easy to mount or dismount the GAP by screwing only one nut 29 locking the interface cone of each group of links. The tapered interface makes it possible to transfer the forces while facilitating assembly. In an alternative embodiment, with reference to Figure 8, two connecting rods 10b - 10d are held integral with the fitting 25 carrying the female portion 30. If a third rod 10e also arrives on the fitting 25 it is detached. In this case, the fitting 25 connected to the two connecting rods 10b-10d, when it is detached from the fitting 26 connected to the GAP module 1, can describe an arc of circle around the axis passing through the attachment points 11b. - 11d on the wall 3 of the two connecting rods 10c - 10d to which the fitting 25 is bonded. In this embodiment, the axis CC of the male cone 27 of the fitting 26 attached to the GAP module 1, or to the manikin 18, is oriented on the latter so that it is tangent to the arc described by the fitting 25 connected to the rods 10b-10d near the attachment point 13, when the engine module GAP 1 is installed on the suspension device. Furthermore, the fitting 25 connected to the rods 10b-10d is itself configured so that the axis CC of its female cone 30 is tangent to the rotational movement imposed by the two rods 10b-10d which is expected to remain 25 linked during assembly / disassembly operations. The invention can also work for a DC axis close to, but not coincident with, the tangent of the rotational movement.
    [0033] In a 3-2-1 suspension arrangement of the GAP engine module 1, the two front attachment points 12-13 of the engine module can be configured in this way, as shown in FIG. note in particular, in this figure, that the directions of lateral clearance of the connecting rods, indicated by the direction of the axes CC of the male cones 27 on the fittings 26 at points 12 and 13, do not encounter any obstacle related to the motor module, then that the vertical direction above the attachment point 13 is encumbered by an element of the GAP module 1. The use of a 3-2-1 mounting of the GAP1 module is however not mandatory.
    [0034] Similarly, it is still possible to achieve the connection of the connecting rods in a more conventional way, even when several rods converge to the same point of attachment. The various aspects and improvements of the invention have been described in detail for the case of a GAP installed in a compartment. However, the applicant does not intend to limit himself to this specific case. Those skilled in the art can readily adapt the invention for any motor suspended with a certain offset to a structure and for which the suspension must be adapted so as to catch centering or alignment defects in this offset direction.
    权利要求:
    Claims (14)
    [0001]
    REVENDICATIONS1. A method of mounting an engine module (1) in a carrier having a first structure (3) and a second structure (2) offset from the first structure (3), a method for positioning at least a predetermined portion (4) ) of the motor module (1) with respect to an element (6) of the second structure (2) by means of an isostatic suspension connecting the motor module (1) by first connecting rods (10a, 10b, 10c, 10d) to said first structure (3) and by second connecting rods (10e, 10f) to said second structure (2), the length of said first and second connecting rods being previously defined, characterized in that the length of at least two is adjusted (10c, 10f) of said first and second connecting rods with respect to their previously defined length, for positioning said determined part (4) of the engine module (1) with respect to said element (6) of the second structure (2) in said support.
    [0002]
    2. Method according to claim 1 wherein the length of all first connecting rods (10a, 10b, 10c, 10d) is adapted to their previously defined length.
    [0003]
    3. Method according to one of the preceding claims wherein the adjustment of the lengths of said rods (10a, 10b, 10c, 10d) (10c, 10f) comprises a step in which a manikin (18) of the engine module, reproducing with the same geometry of the attachment points (12, 13, 14) for the suspension rod device and a zone (19) representing the determined part (4) of the motor module intended to be positioned with respect to the second structure (2) , is fixed to the support, the fixing means of the manikin (18) using the first and second connecting rods (10a, 10b, 10c, 10d) (10c, 10f) whose length is previously defined.
    [0004]
    4. Method according to the preceding claim wherein the fixing means of the manikin (18) to the support comprise at least one connection (20) between the zone (19) representing said determined portion (4) of the engine module to be positioned and the element (6) corresponding to the second structure (2).
    [0005]
    5. Support comprising a first structure (3), a second structure (2) offset relative to the first structure (3), for holding a motor module (1) by means of an isostatic suspension connecting said motor module (1 ) by first connecting rods (10a, 10b, 10c, 10d) to said first structure (3) and by second connecting rods (10e, 10f) to said second structure (2), said isostatic suspension being arranged in such a way that at least a determined part (4) of the engine module (1) is positioned relative to an element (6) of the second structure (2), characterized in that at least two (10c, 10f) of said first and second connecting rods have means for adjusting their length.
    [0006]
    6. Support according to the preceding claim wherein all the first rods (10a, 10b, 10c, 10d) comprise means for adjusting their length.
    [0007]
    7. Support according to one of claims 5 or 6 wherein at least two (10b, 10d) of said first and second links are configured to be connected to a single point of attachment (13) on the engine module (1).
    [0008]
    8. Support according to any one of claims 5 to 7 wherein the means for adjusting the length of at least one of said first and second links comprises a tube and a rod cooperating by means of screwing the rod into the tube. .
    [0009]
    9. An assembly comprising a support according to any one of claims 5 to 8 and a motor module (1) maintained with said isostatic suspension, said determined portion (4) of the engine module being placed in correspondence with said element (6) of the second structure (2).
    [0010]
    10. An assembly according to the preceding claim wherein the second structure (2) and the engine module (1) are offset relative to the first structure (3) in the same direction of offset, attachment points (12, 13). on the module (1) of said first links (10a, 10b, 10c, 10d) being located near the end of the module facing the first structure (3).
    [0011]
    11. An assembly according to any one of claims 9 to 10, in combination with claim 7 wherein said two connecting rods (10b, 10d) configured to be attached to a single point of attachment (13) on the engine module (1). ) are connected to the same first fitting (25) comprising one of the male (27) or female (30) parts, of a conical bolt whose complementary part is on a second fitting (26) fixed on the motor module ( 1), the conical bolt having an axis (CC) determined by the shape of the second fitting (26), together in which the axis (CC) of the conical bolt is substantially tangent to a path followed by the first fitting (25) when moved away from the second fitting (26).
    [0012]
    12. An assembly according to any one of claims 9 to 11, wherein the engine module (1) comprises a GAP having a nozzle outlet (4), the second structure (2) comprising an exhaust means (5) having a mouth (6), the outlet end of said nozzle (4) of the engine module (1) being positioned so that the mouth (6) of the exhaust means (5) surrounds a portion touching it.
    [0013]
    13. Manikin intended to represent a motor module (1) comprising a GAP in an assembly according to claim 12 reproducing, with the same geometry as on said motor module, attachment points (12, 13,
    [0014]
    14) first and second connecting rods and a zone (19) representing the nozzle outlet of the GAP, said manikin (18) being equipped with means (19, 20) adapted to maintain the zone (19) representing the nozzle outlet ( 4) in the mouth (6) of said exhaust means (5) in two degrees of freedom.
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    同族专利:
    公开号 | 公开日
    CA2931771A1|2015-06-11|
    ES2715390T3|2019-06-04|
    FR3014416B1|2015-11-27|
    US10183759B2|2019-01-22|
    EP3077291A1|2016-10-12|
    WO2015082854A1|2015-06-11|
    EP3077291B1|2019-02-13|
    US20160297539A1|2016-10-13|
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    法律状态:
    2015-12-14| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-07| PLFP| Fee payment|Year of fee payment: 4 |
    2017-08-04| CD| Change of name or company name|Owner name: SAFRAN POWER UNITS, FR Effective date: 20170703 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 7 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 8 |
    2021-11-18| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1362228A|FR3014416B1|2013-12-06|2013-12-06|ADJUSTABLE SUSPENSION OF AN ENGINE TO POSITION IT IN RELATION TO ITS SUPPORT|FR1362228A| FR3014416B1|2013-12-06|2013-12-06|ADJUSTABLE SUSPENSION OF AN ENGINE TO POSITION IT IN RELATION TO ITS SUPPORT|
    ES14825409T| ES2715390T3|2013-12-06|2014-12-04|Adjustable suspension of an engine to position it with respect to its support|
    US15/100,607| US10183759B2|2013-12-06|2014-12-04|Adjustable engine suspension for positioning the engine relative to the mount thereof|
    CA2931771A| CA2931771A1|2013-12-06|2014-12-04|Adjustable engine suspension for positioning the engine relative to the mount thereof|
    EP14825409.7A| EP3077291B1|2013-12-06|2014-12-04|Adjustable engine suspension for positioning the engine relative to the mount thereof|
    PCT/FR2014/053171| WO2015082854A1|2013-12-06|2014-12-04|Adjustable engine suspension for positioning the engine relative to the mount thereof|
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