• 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:
    Rear suspension for attaching an aircraft engine (20) of longitudinal axis X to a support structure or mast (12) of this aircraft comprising at least two vertical uprights (26A, 26B, 28A, 28B) forming a clevis and supporting a horizontal slide (30A, 30B) on which is mounted free a roller (34) adapted to move in a slot (32A, 32B) of an ear (20A) disposed in a YZ plane of transverse axis Y and of vertical axis Z, so as to allow the aircraft engine only a translational movement along the longitudinal axis X and a rotational movement about this longitudinal axis X.
    公开号:FR3015434A1
    申请号:FR1363488
    申请日:2013-12-23
    公开日:2015-06-26
    发明作者:Pierrot Guillou
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The present invention relates to the aeronautical field and more particularly to a turbomachine suspension on a pylon or mast carried by an aircraft.
    [0002] In a conventional manner, the aircraft engines are wrapped in pods that can be placed at various points of the aircraft, on or under a wing or on the rear fuselage, the link between the engine and this structural part of the aircraft. by means of a system of hooks to ensure between these two elements the transmission of mechanical forces along the vertical axis Z due to the mass of the turbomachine and along the transverse axis Y induced by the movements of the aircraft. The engine is generally suspended from a pylon or mast at two points defining a front suspension and a rear suspension, the transmission of the thrust forces along the longitudinal axis X is effected through sloped recovery bars, located on both sides of the engine. In known manner, the particular rear suspension usually comprises at least three external attachment screeds which are made in one piece to the upper part of the exhaust casing of the engine. These yokes make it possible to fix the exhaust casing at the lower ends of suspension connecting rods, the upper ends of which are mounted on a connecting beam substantially in the shape of an arc, fixed by screws directly under the mast used to support the motor. This complex kinematics justified to monitor the movements of the engine, makes the movements of this engine difficult to evaluate and therefore to model, which affects the sizing of screeds as connecting rods that are then particularly difficult to achieve. The existing games with the mast can not be optimized either. OBJECT AND SUMMARY OF THE INVENTION The present invention therefore proposes a turbomachine suspension that allows a reduction of the games nacelle / engine / mast and a significant improvement in its kinematics. An object of the invention is also to provide a suspension which provides a gain in compactness while improving the positioning of the engine under the mast and thus allows an optimization of its aerodynamic performance. These objects are achieved by a suspension for attaching an aircraft engine of longitudinal axis X on a support structure or mast of this aircraft, characterized in that it comprises at least two vertical uprights forming a clevis and supporting a horizontal slide on which is mounted free a roller able to move in a light of an ear arranged in a plane YZ of transverse axis Y and vertical axis Z, so as to allow said aircraft engine only a movement translation along said longitudinal axis X and a rotational movement about said longitudinal axis X. According to the hooking carried out, said uprights extend from said mast and said lug is secured to said aircraft engine or vice versa.
    [0003] Thus, by dissociating the movements of the motor in a translational movement along the motor axis and a rotational movement about this axis, the kinematics of the motor are simplified, whose movements then become predictable. Preferably, said light has a circular arc shape whose median axis M follows the circumference of said motor. Advantageously, said vertical uprights forming a clevis define a predetermined maximum distance of translation of said motor along said longitudinal axis and said light defines a predetermined maximum angular range of rotation of said motor about said longitudinal axis. Preferably, said predetermined maximum distance of translation of said motor along its longitudinal axis is between 10 and 100 mm and said predetermined maximum angular range of rotation of said motor about its longitudinal axis is less than 30 °.
    [0004] According to a preferred embodiment, the rear suspension comprises two clevises arranged at a determined angle of between 10 and 90 ° and typically between 25 and 30 ° on either side of said longitudinal axis. Advantageously, said rolling roller is made of stainless steel or inconel®.
    [0005] The invention also relates to an aircraft comprising at least one engine attached to a mast by at least one suspension as mentioned above.
    [0006] BRIEF DESCRIPTION OF THE DRAWINGS Other features and advantages of the invention will be described in more detail on reading the following description of embodiments of the invention with reference to the accompanying drawings, in which: FIG. schematic elevation of an engine attached by suspensions to a mast integral with an aircraft, Figure 2 is a front view of a first embodiment of a suspension according to the invention, Figure 3 is a FIG. 4 is an alternative embodiment of the suspension roller of FIG. 3, and FIG. 5 is a front view of a second exemplary embodiment of a suspension according to the invention. a suspension according to the invention. DETAILED DESCRIPTION OF THE INVENTION FIG. 1 diagrammatically shows a motor 10 having a longitudinal axis X attached to a pylon or mast 12 itself attached to the aircraft, for example under a wing, not shown. The engine is attached to the pylon by two suspensions, a front suspension 14 which connects the front of the pylon to an outer shell 16 of the fan casing and a rear suspension 18 which connects the rear of the pylon to the exhaust casing 20, two thrust recovery bars 22 extending between these two suspensions being connected between the pylon and a hub 24 of the intermediate casing arranged inside the fan shroud and supporting the front central part of the engine. According to the invention and as shown in more detail in the first embodiment of Figures 2 to 4, the suspension 14, 18 comprises four uprights 26A, 26B; 28A, 28B joined in pairs and which extend substantially vertically from the pylon 12, the two uprights of each pair forming a yoke being interconnected by a slide or horizontal column 30A, 30B which can be welded, hooped or mounted by force or, more simply, referred to in these amounts to facilitate disassembly, and on which is mounted free a roller 32 which can slide on the column between these amounts then forming abutments, while moving in rolling in an oblong slot 34A, 34B of an ear 20A, 20B of the exhaust casing 20 of the engine. For safety reasons, an additional fastening called "failsafe" 35 mounted between the mat and the engine is generally provided to avoid any risk of loss of the engine in case of breakage. This attachment which is not under stress in normal mode is in the known form of a horizontal column 35A inside a larger hole 35B allowing play in the three directions X, Y and Z. It will be noted that if the slide has been illustrated by a smooth axis of round section, it is clear that any other shape allowing the desired sliding is possible, for example a section dovetail. Thus, the rolling roller 32 makes it possible to follow both the pivoting of the motor 10 about its longitudinal axis (pivot connection) and the sliding of the motor along the pylon 12 (sliding connection), so that the motor is therefore not more mobile than in a single plane (transverse axis Y vertical axis Z) perpendicular to the longitudinal axis, itself movable along this axis X. Note however that depending on the nature of the materials, it could be envisaged to do without this rolling roller by making the slide 30A, 30B free in rotation relative to its two vertical uprights. In the illustrated example, the ears are arranged in the plane (YZ) on either side of the vertical plane (XZ) passing through the longitudinal axis X of the motor, at an angle α of between 10 and 90 ° (typically of the order of 25 ° to 30 °) relative to this vertical plane. They are at least two in number to guide the engine because, with only one, a risk of skewing the engine may exist and therefore a wedging thereof.
    [0007] The light made in each ear has a circular arc shape whose median axis M follows the circumference of the exhaust casing so as to allow a reversion of the rotations of the engine along its longitudinal axis X. Given the forces and temperatures involved, the roller made of stainless steel or Inconel® to minimize friction during engine movements is preferably formed in two parts screwed together to allow also rapid disassembly (for example with a hollow shaft with shoulder d one side and thread of the other assembled to a nut as shown in Figure 3). FIG. 4 illustrates a mounting variant of the roller with a hollow shaft 32A with a shoulder on one side and counterbore on the opposite side assembled to a flange 32B centered and screwed. However, an embodiment in one part is also possible, the axis and its two stops forming the roller being for example enclosed in a jaw screwed on the ear.
    [0008] A second embodiment of the invention in which the clevis / ear arrangement is reversed is illustrated in FIG. 5. In this second embodiment, the suspension also comprises four uprights 36A, 36B; 38A, 38B joined in pairs and which this time extend substantially vertically from the housing 20, the two uprights of each pair forming a yoke being interconnected by the horizontal column 30A, 30B on which is as previously free mounted the roller 32 which can slide on this column between these amounts then forming abutments, while moving while rolling in an oblong slot 42A, 42B of an ear 40A, 40B this time belonging to the pylon 12 of the engine support. As in the previous embodiment, a so-called "failsafe" attachment can be provided to avoid any risk of loss of the engine in case of breakage. When the suspension of the invention is used both for the front suspension 14 and for the rear suspension 18, there is added a third attachment 44 then comprising a connecting rod 46 to resume the engine torque. With the invention, the complex kinematics of the prior art is reduced to two simple movements, a translation movement along the longitudinal axis motor resulting from the thermal expansion of the hot parts and a rotational movement about this axis of the effects of aeraulic friction and engine pointing. Thus, the motions of the engine are more easily predictable.
    [0009] Vertical uprights forming a clevis define a predetermined maximum distance of translation of the motor along its longitudinal axis (typically of the order of 30 to 100 mm). Indeed, it is to ensure an axial play between the yoke and the roller greater than the axial thermal expansion of the engine, which depends on its size, the larger it is the more it expands. In addition, the more the engine is brought to work in high temperatures, the more likely it is to expand. As for the light, it defines a predetermined maximum angular range of rotation of the motor about its longitudinal axis (less than 30, preferably 25 degrees). At least one set of 6 ° is required for cold mechanical tolerances. Then, it is necessary to take into account the cashing of the forces by the stator vanes or rectifier of the engine of the turbomachine.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. Suspension for attaching an aircraft engine (10, 16, 20, 24) of longitudinal axis X to a carrier structure or mast (12) of this aircraft, characterized in that it comprises at least two vertical uprights (26A, 26B, 28A, 28B) forming a yoke and supporting a horizontal slide (30A, 30B) on which is mounted free a roller (34) adapted to move in a light (32A, 32B) of an ear (20A) disposed in a plane YZ of transverse axis Y and vertical axis Z, so as to allow said aircraft engine only a translational movement along said longitudinal axis X and a rotational movement about said longitudinal axis X .
    [0002]
    2. Suspension according to claim 1, characterized in that said posts extend from said mast and in that said lug is integral with said aircraft engine or vice versa.
    [0003]
    3. Suspension according to claim 1, characterized in that said light has a circular arc shape whose median axis M follows the circumference of said motor.
    [0004]
    Suspension according to claim 1, characterized in that said vertical clevis tabs define a predetermined maximum distance of translation of said motor along said longitudinal axis and said light defines a predetermined maximum angular range of rotation of said motor about said longitudinal axis.
    [0005]
    5. Suspension according to claim 4, characterized in that said predetermined maximum distance of translation of said motor along its longitudinal axis is between 30 and 100 mm.
    [0006]
    6. Suspension according to claim 4, characterized in that said predetermined maximum angular range of rotation of said motor about its longitudinal axis is less than 30 °. 35
    [0007]
    7. Suspension according to claim 1, characterized in that it comprises two clevises arranged at a given angle on either side of said longitudinal axis.
    [0008]
    8. Suspension according to claim 7, characterized in that said determined angle is between 10 and 90 ° and typically between 25 and 30 °.
    [0009]
    9. Suspension according to claim 1, characterized in that said roller roller is made of stainless steel or inconel®.
    [0010]
    Aircraft comprising at least one engine (10) attached to a carrier structure or mast (12) by at least one suspension according to any one of claims 1 to 9.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3015434A1|2015-06-26|TURBOMACHINE SUSPENSION
    CA2469943C|2012-01-03|Aircraft engine rear hanging device
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    EP1707487B1|2007-11-21|Rear suspension for turbojet engine
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    CA2835275C|2018-07-17|Turbojet engine cold stream flow path suspended from the exhaust case by radial crevice mounts and link rods
    FR2976974A1|2012-12-28|DEVICE FOR ASSEMBLING ACOUSTIC PANELS OF A TURBOMACHINE NACELLE
    FR2963384A1|2012-02-03|DEVICE FOR CONTROLLING TURBOMACHINE SWIVELING BLADES
    FR2965796A1|2012-04-13|SUSPENSION OF AN ENGINE TO AN AIRCRAFT MAT COMPRISING A SUSPENSION ARM
    FR2923460A1|2009-05-15|Suspension unit i.e. tie rod, assembling device for jet engine, of aircraft, has clevis comprising two lugs, and ring locking unit axially locking ring on one lug of clevis, where ring is assembled on axle that is fixed on clevis
    EP3194272B1|2018-10-31|Method and device for mounting an engine on an aircraft pylon
    EP3039254B1|2017-04-19|Isostatic suspension of a turbojet by rear double support
    FR2981046A1|2013-04-12|PROPELLANT AIRCRAFT ASSEMBLY
    CA2849239A1|2013-04-11|Aircraft propulsion assembly
    WO2014174222A1|2014-10-30|Structure for suspending a twin prop-fan engine from a structural element of an aircraft
    FR3028893A1|2016-05-27|CARTER SUPPORT STRUCTURE
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    EP3728039B1|2021-09-08|Suspension device
    EP3041742B1|2019-01-09|Engine casing having pivotable access doors
    CA2812373A1|2012-04-19|Assembly for attaching the hangers from which an aircraft propulsion unit is suspended
    WO2014128397A1|2014-08-28|Turbojet engine suspension using a double rear support
    EP3263453B1|2018-11-28|A rotor and an aircraft provided with such a rotor
    FR3049582A1|2017-10-06|TURBOMACHINE, SUCH AS A TURBOREACTOR OR A TURBOPROPULSEUR
    FR3106126A1|2021-07-16|ASSEMBLY BETWEEN AN AIRCRAFT PYLON AND A TURBOMACHINE
    WO2020074810A1|2020-04-16|Turbine engine comprising suspension means
    同族专利:
    公开号 | 公开日
    US9394057B2|2016-07-19|
    GB2523245A|2015-08-19|
    US20150175268A1|2015-06-25|
    GB2523245B|2017-03-15|
    FR3015434B1|2017-12-08|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2323883A1|1975-09-12|1977-04-08|Rolls Royce|EJECTION SLEEVE FOR AIRCRAFT TURBOREACTOR|
    EP0583158A1|1992-08-11|1994-02-16|Lord Corporation|Mounting for engines and the like|
    US6607165B1|2002-06-28|2003-08-19|General Electric Company|Aircraft engine mount with single thrust link|
    DE102010025488A1|2010-06-29|2011-12-29|Martin Thoma|Retractable engine for airplanes, has building block secured at low end of circular, uniformly wide motor carrier, which is connected to upper and lower edges by guide elements in halt frame near fuselage aperture|FR3074147A1|2017-11-30|2019-05-31|Airbus Operations|ASSEMBLY COMPRISING A CAP, A COUPLING PLATE AND A FIXING SYSTEM FOR THE COUPLING PLATE TO THE CHAPE|
    WO2021140294A1|2020-01-10|2021-07-15|Safran Aircraft Engines|Assembly between an aircraft pylon and a turbomachine|GB8300748D0|1983-01-12|1983-02-16|British Aerospace|Power plant attachment for aircraft wings|
    FR2738034B1|1995-08-23|1997-09-19|Snecma|DEVICE FOR SUSPENDING A TURBOPROPELLER|
    FR2836672B1|2002-03-04|2004-06-04|Airbus France|MATCH FOR HANGING AN ENGINE UNDER AN AIRCRAFT|
    FR2862611B1|2003-11-25|2007-03-09|Airbus France|DEVICE FOR ATTACHING AN ENGINE UNDER AN AIRCRAFT SAIL|
    FR2878229B1|2004-11-23|2008-04-18|Airbus France Sas|SYSTEM FOR ATTACHING A MOTOR MAT TO THE WING OF AN AIRCRAFT|
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    FR2889163B1|2005-07-29|2007-09-07|Airbus France Sas|AIRCRAFT ASSEMBLY COMPRISING A SAILING ELEMENT AND A HITCHING MAT|
    FR2891245B1|2005-09-26|2007-10-26|Airbus France Sas|METHOD FOR MOUNTING AN AIRCRAFT ENGINE ON A RIGID STRUCTURE OF A MOTOR ATTACHMENT MAT|
    FR2891247B1|2005-09-26|2009-04-03|Airbus France Sas|AIRCRAFT ASSEMBLY COMPRISING A SAILING ELEMENT AND A HITCHING MAT|
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    FR2905932B1|2006-09-20|2008-12-05|Airbus France Sa|ARRANGEMENT FOR ATTACHING DEVICE FOR ATTACHING AN AIRCRAFT ENGINE|
    FR2920138B1|2007-08-24|2010-03-12|Airbus France|AIRCRAFT ENGINE HANDLING DEVICE HAVING A REDUCED GAPPING EFFORTS RECOVERY DEVICE|
    US8205825B2|2008-02-27|2012-06-26|Spirit Aerosystems, Inc.|Engine pylon made from composite material|
    US9227734B2|2012-08-31|2016-01-05|United Technologies Corporation|Secondary load path for gas turbine engine|
    US20140084129A1|2012-09-27|2014-03-27|United Technologies Corporation|Assembly for mounting a turbine engine case to a pylon|FR2981046B1|2011-10-06|2013-10-25|Aircelle Sa|PROPELLANT AIRCRAFT ASSEMBLY|
    CN108349592B|2015-09-04|2021-11-26|洛德公司|Reactive torque aft frame system, apparatus and method for a turboprop/turboshaft engine|
    FR3056251B1|2016-09-21|2018-09-07|Safran Aircraft Engines|REINFORCED EXHAUST CASE AND METHOD OF MANUFACTURE|
    FR3058986B1|2016-11-21|2021-04-16|Airbus Operations Sas|REAR ATTACHMENT OF AN AIRCRAFT ENGINE WITH BREAKAGE INDICATORS|
    US11077954B2|2017-12-20|2021-08-03|General Electric Company|Connection assembly for mounting engine and engine mounting system comprising the same|
    法律状态:
    2015-12-01| PLFP| Fee payment|Year of fee payment: 3 |
    2016-12-05| PLFP| Fee payment|Year of fee payment: 4 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 5 |
    2018-02-02| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20170719 |
    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
    FR1363488A|FR3015434B1|2013-12-23|2013-12-23|TURBOMACHINE SUSPENSION|FR1363488A| FR3015434B1|2013-12-23|2013-12-23|TURBOMACHINE SUSPENSION|
    US14/577,010| US9394057B2|2013-12-23|2014-12-19|Suspension for a turbine engine|
    GB1423143.5A| GB2523245B|2013-12-23|2014-12-23|A suspension for a turbine engine|
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