• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    In order to reduce the deformation of the engine, the invention provides an assembly (1) for an aircraft comprising a rear part (3a) of an aircraft, a motor (10), a nacelle (8) and an attachment pylon (4). of the engine on the rear part, the assembly also comprising means for hooking (7) the engine on a rigid structure (6) of the mast, the attachment means comprising two engine attachments (7a) designed to ensure the recovery of thrust axial forces generated by the engine. According to the invention, the rigid structure (6) of the mast comprises a first portion (6a) partially enveloping the engine, this first portion comprising an outer skin forming part of an outer aerodynamic surface of the nacelle (8), and the two engine attachments (7a) are arranged diametrically opposite the rear of the rigid structure (6), being connected to the first portion (6a).
    公开号:FR3015433A1
    申请号:FR1363451
    申请日:2013-12-23
    公开日:2015-06-26
    发明作者:Julien Guillemaut；Sebastien Alby；Jerome Colmagro；Pascal Pome；Jonathan Blanc；Thomas Robiglio；Tobias Sjostrom
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the field of fastening an engine in the rear part of an aircraft, that is to say preferably in the field of the aircraft. rear part of the fuselage or on the vertical empennage.
    [0002] It relates more specifically to the attachment of a motor whose receiver is a pair of counter-rotating propellers, arranged at the rear of the gas generator. This type of engine is generally called "open rotor" engine in advanced configuration (of the English "pusher configuration"). The invention also relates to an aircraft equipped with such an assembly. It applies preferentially to commercial aircraft. STATE OF THE PRIOR ART On certain types of aircraft, the engines are fixed at the rear of the fuselage, and not suspended below the wing as in the more conventional case. Alternatively, an engine can be fixed on the vertical tail of the aircraft, always in the rear part of the latter. The engines are fixed by means of complex attachment devices, also called "EMS" (or "Engine Mounting Structure"), or even hanging mast. The attachment devices usually employed have a rigid structure, called primary structure. This primary structure forms a box, that is to say it is constituted by the assembly of lower and upper spars interconnected by a plurality of transverse stiffening ribs, located inside the box. In known manner, the primary structure of these masts is designed to allow the transmission to the fuselage or empennage static and dynamic forces generated by the engines, such as weight, thrust, or the different dynamic forces.
    [0003] In the known solutions of the prior art, the transmission of forces between the engine and the primary structure is provided conventionally by attachment means comprising a front engine attachment, one or more rear engine attachments and a device for taking up the forces of the engine. thrust. The latter usually comprises two side rods for taking up the thrust forces, arranged symmetrically and connected to the rigid structure near the front engine attachment. Alternatively, there may be provided a so-called "spigot fastener" attachment, for transferring thrust forces by shearing. Although this solution gives overall satisfaction, it remains perfectible in terms of deformation of the engine. Indeed, the deformations of the motor observed in operation, in particular the deformations resulting from the bending along the transverse axis of the motor, lead to the wear of the rotors at the end of the blades. This wear increases the clearance between the blades and the casings that surround them, with the result that the overall efficiency of the engine is reduced as well as the life of the motor. DISCLOSURE OF THE INVENTION The object of the invention is therefore to propose an aircraft assembly at least partially remedying the problems mentioned above, encountered in the solutions of the prior art. To do this, the subject of the invention is an aircraft assembly comprising an aircraft rear part, a motor, a nacelle and an engine attachment pylon on the rear part, the assembly also comprising hooking means. the engine on a rigid structure of the attachment pylon, the attachment means comprising two engine fasteners designed to ensure the recovery of axial thrust forces generated by the engine. According to the invention, said rigid structure of the mast comprises a first portion partly enveloping the engine, said first portion comprising an outer skin forming part of an aerodynamic outer surface of the nacelle, and said two axial recovery engine attachments thrust are arranged diametrically opposite the rear of the rigid structure, being connected to said first portion. With this particular arrangement, the invention advantageously makes it possible to reduce the deformations of the engine, and therefore contributes to the limitation of the wear of its rotors at the end of the blades. This allows for satisfactory overall performance.
    [0004] In addition, the implementation of the engine fasteners for axial thrust forces recovery, in the rear part of the rigid structure of the mast, is facilitated because this rear portion usually corresponds to a motor zone poorly supplied equipment. This implantation also frees the front of the rigid structure, and therefore provides better ventilation of the nacelle. Furthermore, the attachment of the other nacelle hoods is improved, because it can be made directly on the rigid structure of the attachment pole integrated with the nacelle.
    [0005] The invention provides at least one of the following optional features, taken alone or in combination. Said attachment means of the engine on the rigid structure of the mast also comprise a plurality of other engine fasteners, arranged at the front of the engine fasteners for axial thrust forces, and also connected to said first portion. The first portion of the rigid structure comprises a plurality of panels stiffened by structural frames and / or spars, these panels together forming said outer skin. Said structural frames and / or longitudinal members stiffening the panels carry said two engine fasteners recovery axial thrust forces, and preferably all other engine fasteners. The rigid structure of the attachment mast also comprises a second portion of offset of the first portion, said second portion being fixed to the fuselage and for deporting said first portion vis-à-vis the same fuselage.
    [0006] The rigid structure comprises a plurality of longitudinal members extending in a direction of offset of the engine relative to the fuselage, and an axial beam connecting the longitudinal members and supporting the first portion of the rigid structure. At least a portion of the first portion of the rigid structure is designed to provide a fuselage shield against engine burst.
    [0007] More specifically, at least the portion of the first portion of the rigid structure facing a low-pressure engine compressor, is designed to form a shield of the fuselage against an engine burst. The engine comprises a gas generator and a receiver with a pair of counter-rotating counter-rotating propellers arranged at the rear of the gas generator. Other types of motors can nevertheless be envisaged, without departing from the scope of the invention. It can for example be turbojet engines or turboprop engines, or "open rotor" engines in traction configuration (of the English "puller configuration") in which the counter-rotating propeller twin receiver is placed at the same time. front of the gas generator.
    [0008] Said two engine axial thrust recovery engine fasteners are attached to the engine, near the junction between the gas generator and the counter-rotating counter-jet propeller. The nacelle comprises nacelle elements, among which articulated cowls, mounted on said first portion of the rigid structure of the pylon. Said rear part of the aircraft concerned by the invention is the rear part of the fuselage of the aircraft, or a vertical tail of the aircraft, fixed on this rear fuselage part. The invention also relates to an aircraft comprising an assembly as described above. Other advantages and features of the invention will become apparent in the detailed non-limiting description below. BRIEF DESCRIPTION OF THE DRAWINGS This description will be made with reference to the appended drawings among which; FIG. 1 represents a perspective view of an aircraft comprising an assembly according to the invention; FIG. 2 represents an enlarged perspective view of a portion of the aircraft assembly shown in the preceding figure; - Figures 3 and 4 show, according to two different angles of view, perspective views of the rigid structure of the attachment pylon forming an integral part of the assembly shown in the previous figure; - Figure 5 shows a front view of the rigid structure shown in the previous figures, connected to the rear part of the fuselage of the aircraft; - Figure 6 shows schematically the recovery efforts by the engine attachment means on the rigid structure of the attachment pylon; - Figure 7 is a top view of a portion of the motor assembly according to another preferred embodiment of the invention; - Figure 8 is a schematic cross-sectional view of the motor assembly shown in the previous figure; and FIG. 9 is a perspective view of the primary structure of the attachment pylon equipping the aircraft assembly shown in FIGS. 7 and 8.
    [0009] DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS Referring to Figure 1, there is shown an aircraft 200 comprising wings 2 attached to a fuselage 3 behind which there is arranged a set 1 according to the invention. This assembly 1 comprises a rear portion 3a of the fuselage, a motor 10, and a latching pylon 4 of the engine 10 on the rear fuselage portion 3a. It is noted that within the assembly 1, two motors 10 are respectively arranged on either side of the rear fuselage portion 3a. Nevertheless, in the remainder of the description, only the cooperation between one of the two motors 10 and the rear fuselage part 3a will be described. Figure 2 shows the assembly 1 in an enlarged manner.
    [0010] As mentioned above, this assembly 1 comprises the rear part 3a of the fuselage, the engine 10, a nacelle 8 surrounding the engine, and the mast 4 of attachment of the engine 10 on the rear fuselage portion 3a. The motor 10 is here preferably of the "open rotor" type in the pushed configuration. It therefore comprises a gas generator 10a and a receiver 10b doublet non-keeled contrarotating propellers, arranged at the rear of the gas generator. In FIG. 2, the counter-rotating propellers have been represented only schematically by rings 1013 'and 10b'. With reference now to FIGS. 2 to 6, the assembly 1 will be described in greater detail, which also comprises means In this connection, it is noted that the means for attaching the mast to the fuselage are made in a conventional manner, and will therefore not be further described. will follow, by convention, the direction X corresponds to the longitudinal direction of the mast 4, which is also comparable to the longitudinal direction of the engine 10 and the assembly 1. This direction X is parallel to a longitudinal axis 5 of the engine 10 On the other hand, the direction Y corresponds to the direction transversely oriented relative to the mast 4 and also comparable to the transverse direction of the engine 10 and the assembly 1, while the Z direction corr responds to the vertical direction or height. These three directions X, Y and Z are orthogonal to each other and form a direct trihedron. On the other hand, the terms "front" and "rear" are to be considered in relation to a direction of advancement of the aircraft encountered following the thrust exerted by the engines 10, this direction being represented schematically by the arrow 19. Figures 3 to 5 show the rigid structure 6 of the mast, also called primary structure. The other non-represented constituent elements of this mast 4, of the secondary structure type ensuring the segregation and maintenance of the systems while supporting aerodynamic fairings, are conventional elements identical or similar to those encountered in the prior art. Therefore, no detailed description will be given. The rigid structure 6 comprises two distinct portions, namely a first portion 6a partially enveloping the motor 10, and a second portion 6b of offset of the first portion 6a. Also, this second portion of offset 6b is attached to the fuselage and allows to deport the first portion 6a vis-à-vis the same fuselage 3a, in a direction of offset 20. For reasons of simplification of the description, the direction of offset 20 shown in the figures corresponds to the transverse direction Y. Nevertheless, this offset direction 20 may be inclined relative to the direction Y, preferably going upward away from the fuselage. The second portion 6b essentially comprises longitudinal members 22 extending in the offset direction 20, being spaced from each other in the direction X. These substantially parallel longitudinal members 22, preferably three in number, are interconnected with each other. distal ends by an axial beam 24 which extends on either side of this group of longitudinal members 22, in the direction X. In addition, panels 26 are preferably provided above and below this group of longitudinal members 22. in order to form a box The axial beam 24 also supports the first portion 6a of the rigid structure 6. This first portion 6a is substantially cylindrical and partially envelops the engine 10. Nevertheless, in order to be able to install the equipment of the motor between this structure 6a and the motor housing, it is possible to achieve local embossing of the structure. It is preferably composed of several stiffened panels 30, even if a single stiffened panel could be suitable, without departing from the scope of the invention. The panels 30 form an outer skin of the rigid structure, which defines a portion of the outer aerodynamic surface of the nacelle 8.
    [0011] The first portion 6a therefore forms a shell around the engine 10, this cylindrical shell extending concentrically to the engine, at an angular extent of between 90 and 180 °. In addition, it is noted that this angular extent can vary according to the zones of this first portion 6a. As an indicative example, in the embodiment shown, the front portion of the portion 6a has a smaller angular extent than the rear portion, because the forces that pass through are less important. Also, the design can be adapted according to the loads encountered, so as to optimize the overall mass of the mast, as much as possible. As an indication, it is noted that the rear portion has an angular extent of the order of 180 °, in particular to support the engine fasteners for axial thrust forces recovery, as will be described later. The first portion 6a of the rigid structure of the mast extends over an axial length substantially identical to that of the axial beam 24 which supports it. The stiffening of the panels is performed using frames 32 in the overall shape of a circular arc, arranged in YZ planes. These frames 32 follow the curvature of the panels 30 along which they walk. They can be interrupted at the central beam 24, or extend in one piece from one end to the other of the portion 6a. The frames 32, spaced apart from each other in the direction X, are completed by longitudinal members 34 which also serve to stiffen the panels 30.
    [0012] These longitudinal members 34 are arranged axially and run along the ends of the panels 30. These stiffening elements 32, 34 of the panels 30 make it possible to carry the engine fasteners which constitute the attachment means 7. Among these fasteners, two fasteners are provided. 7a axial thrust load engine, arranged diametrically opposed to the rear of the rigid structure, being connected to its first portion 6a. More specifically, these two fasteners 7a are connected to the rear end of the first portion, at the corresponding stiffening spars 34. The recovery efforts is first supplemented by another rear attachment 7b located on the axial beam 24 in the same plane YZ that the two fasteners 7a. It is also complemented by other engine fasteners located further forward, still being connected to the first portion 6a in the form of enveloping shell. It is more precisely two engine attachments before 7c, each dedicated to the recovery of other efforts that axial thrust forces. These front fasteners 7c are carried by one of the stiffening frames 32 panels 30, preferably the one located at the front or that located just behind him, as shown in Figure 3. It is noted that Other fasteners may be provided, in particular fasteners allowing a flexible connection between the motor and the rigid structure, for filtering vibrations. As shown in Figure 6, the recovery of the thrust axial forces is performed by the rear fasteners 7a. The recovery efforts in the direction Y is carried out using the rear attachment 7b and the two front fasteners 7c. The recovery of torque around the axis of the motor is achieved by the two front fasteners 7c. It is preferentially considered that one of the two attachments before 7c is waiting with regard to its recovery of forces in the Z direction, that is to say that it does not transfer effort in the cases nominal. It transfers effort in the event that other fasteners are broken, thus ensuring a function called "Fail Safe". Finally, the recovery efforts in the same direction Z is mainly done using the upper rear attachment 7a, which has the advantage of being at the center of gravity of the engine. A small part of these efforts in the Z direction can still be provided by one of the two fasteners before 7c.
    [0013] The aforementioned engine fasteners are made conventionally, for example by means of shackles, clevises, fittings, etc. They are preferably made of steel or titanium (the choice being made according to the risks of engine fire and the temperature in the area considered), while the panels 30 and the stiffening elements 32, 34 are preferably made to a titanium base, even if a composite material solution could be selected for the panels 30. On the other hand, the stiffening elements can be made of steel in the case of compactness, such as for the rear frame located near the aerodynamic field of the blades. These engine fasteners are preferably articulated on the corresponding housings of the engine 10. In particular, the front fasteners 7c are arranged in a YZ plane passing through an area on or near the junction between the low pressure compressor and the high pressure compressor of the engine. gas generator 10a. Furthermore, the rear fasteners 7a, 7b are arranged in a YZ plane passing through an area on or near the junction between the gas generator 10a and the receiver 10b. The front fasteners 7c are not intended to ensure the recovery of axial thrust forces, they are therefore less bulky and can be installed more easily at the front of the engine where a large part of the equipment. In addition, the fact of arranging the fasteners 7a at the rear and not at the front of the rigid structure makes it possible to maintain, between the nacelle and the engine, an annular space sufficiently clear to ensure the ventilation of the nacelle. The air can indeed more easily enter this annular space that if the fasteners 7a larger had been arranged at the front of the rigid structure. This improved ventilation is thus added to the main advantage conferred by the invention, namely the reduction of deformations of the engine in operation. The portion 6a of the rigid structure 6 is therefore an integral part of the nacelle 8, and vice versa. The nacelle 8 is then completed by other nacelle hoods 8a, referenced in Figure 2. Some of these covers 8a are fixed, others are articulated, preferably on the primary structure 6 of the mast. Indeed, it is relatively simple to articulate these covers 8a on the first portion 6a, for example at the upper spar 34 stiffening. Part of the nacelle 8 being structuring, the other reported covers 8a can advantageously be lightened.
    [0014] Referring now to Figures 7 to 9, there is shown an assembly 1 according to another preferred embodiment of the invention. The elements and functions of the previous mode are repeated, but there is added a specificity decreasing the weight and cost of the aircraft.
    [0015] Indeed, all or part of the first wrapping portion 6a is designed to form a protective shield of the fuselage 3 against an engine burst. This involves associating at least a portion of the enveloping portion 6a shield function UERF (English "Uncontained Engine Rotor Failure"). Conventionally, the expression "UERF" designates an "engine burst of which a fragment would not be contained by the crankcase". Also, in case of projection of a rotor element which would pass through the crankcase, this element would be advantageously stopped by the wrapping portion 6a of the rigid structure, designed and certified to provide such a function. The fact of associating this standardized function with the nacelle 8 / the enveloping structure 6a represents a strong technological break with the conventional practice, which consisted in implementing this function on the fuselage of the aircraft. By being as close as possible to the motor 10, it is possible to limit the extent of the panels concerned by this function, both in the axial direction and in the circumferential direction. Indeed, as shown schematically in Figure 8, the circumferential length of the wrapping portion 6a may be much smaller than that of the fuselage portion 3 'it protects, part 3' which was previously itself designed to ensure this shield function. This results in a gain in weight and cost, further accentuated by the decrease in the length required in the axial direction. Indeed, as shown in Figure 7, the rotor element projection risk zone extends frustoconically from the engine, flaring axially towards the fuselage. Also, the closer the shield is to the engine, the more its axial distance can be reduced while protecting the same surface of the fuselage.
    [0016] In this regard, in Figure 7, there is shown the frustoconical risk zone 40, which is initiated to the right of the most problematic engine portion, namely the low pressure compressor. This is the portion of the enveloping portion 6a facing this compressor which forms the shield. Nevertheless, it is noted that the entire wrapping portion 6a could be constituted in the same manner thus forming a shield all along it. But, preferably, the design and / or materials for the shield function are only retained for the relevant part facing the low pressure compressor, which allows a cost saving.
    [0017] Moreover, it is noted that this function can take the form of a particular coating 42, as has been shown schematically in FIG. 9. But, preferably, this shield function is intrinsically provided by the stiffened panels 30 without need to make any additions.
    [0018] In the case where these panels 30 are metallic, they may for example be made by a hot forming process (of English "hot forming") to meet the UERF protection standards in force. In the case of an embodiment made of composite material, the 3D weaving technique is preferably used. Finally, it is noted that with the structuring nacelle 8 forming shield UERF, it is no longer necessary to maintain a high axial clearance between the rear sealed bottom 46 of the aircraft, and the frustoconical risk zone 40. Also , it is possible to move back this 46 back watertight bottom and consider installing an additional cabin row of seats, and / or advance the engines to obtain a center of gravity of the aircraft in a more optimal position and a rear tip more compact.
    [0019] Of course, various modifications may be made by those skilled in the art to the invention which has just been described, solely by way of non-limiting examples. In particular, the invention also applies to the case of a mounting of the engine on the vertical stabilizer 3a 'of the aircraft, shown in Figure 1, this empennage being fixed on the rear part 3a of the fuselage.
    权利要求:
    Claims (14)
    [0001]
    REVENDICATIONS1. Aircraft assembly (1) comprising a rear part (3a, 3a ') of an aircraft, a motor (10), a nacelle (8) and an attachment pylon (4) of the engine on the rear part, the assembly also comprising means for attaching the motor (7) to a rigid structure (6) of the attachment pylon, the attachment means comprising two engine attachments (7a) designed to ensure the recovery of the axial thrust forces generated by the engine, characterized in that said rigid structure (6) of the mast comprises a first portion (6a) partially enveloping the engine, said first portion comprising an outer skin forming part of an outer aerodynamic surface of the nacelle (8), and in that said two engine attachments (7a) for taking up the axial thrust forces are arranged diametrically opposite to the rear of the rigid structure (6), being connected to said first portion (6a).
    [0002]
    2. An assembly according to claim 1, characterized in that said attachment means (7) of the engine on the rigid structure (6) of the mast also comprise a plurality of other engine fasteners (7b, 7c), arranged at the front of the engine attachments (7a) for taking up axial thrust forces, and also connected to said first portion (6a).
    [0003]
    3. An assembly according to claim 1, wherein the first portion of the rigid structure comprises a plurality of panels stiffened by structural frames and / or struts (34), these panels together forming said outer skin.
    [0004]
    4. An assembly according to the preceding claim, characterized in that said structural frames (32) and / or longitudinal members (34) stiffening the panels carry said two engine fasteners (7a) for taking axial thrust loads.
    [0005]
    5. An assembly according to any one of the preceding claims, characterized in that the rigid structure (6) of the attachment pylon also comprises a second portion (6b) of offset of the first portion (6a), said second portion being fixed to the fuselage and for deporting said first portion vis-à-vis the same fuselage.
    [0006]
    6. An assembly according to the preceding claim, characterized in that said second portion (6b) of the rigid structure (6) comprises a plurality of longitudinal members (22) extending in a direction of offset (20) of the motor (10) relative at the fuselage, and an axial beam (24) connecting the longitudinal members (22) and supporting the first portion (6a) of the rigid structure.
    [0007]
    7. An assembly according to any one of the preceding claims, characterized in that at least a portion of the first portion (6a) of the rigid structure (6) is designed to form a protective shield of the fuselage against an engine burst.
    [0008]
    8. An assembly according to the preceding claim, characterized in that at least the portion of the first portion (6a) located opposite a low-pressure compressor of the engine (10), is designed to form a shield of the fuselage against an engine burst.
    [0009]
    9. An assembly according to any one of the preceding claims, characterized in that said engine (10) comprises a gas generator (10a) and a receiver (10b) with counter-rotating non-keeled propeller doublet arranged at the rear of the engine. gas generator (10a).
    [0010]
    10. An assembly according to the preceding claim, characterized in that said two engine fasteners (7a) for taking up axial thrust forces are attached to the engine near the junction between the gas generator (10a) and the receiver (10b). doublet of contra-rotating propellers not keeled.
    [0011]
    11. An assembly according to any one of the preceding claims, characterized in that the nacelle (8) comprises nacelle elements (8a), among which articulated cowls, mounted on said first portion (6a) of the rigid structure of the mast. hooking (4). 15 20 25 30
    [0012]
    12. An assembly according to any one of the preceding claims, characterized in that said rear portion is a rear fuselage portion (3a) of the aircraft.
    [0013]
    13. An assembly according to any one of claims 1 to 11, characterized in that said rear portion is a vertical tail (3a ') of the aircraft, fixed on a rear fuselage portion (3a).
    [0014]
    14. Aircraft (200) comprising an assembly (1) according to any one of the preceding claims.
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