• 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 optimize the space requirement of a primary structure (6) of an aircraft engine mount, and thus to favor its installation under the wing and as close as possible to its underside, the invention provides a set of (1) wherein the engine (10) comprises a rear portion arranged under a wing element (2) equipped with a wing box (21), the primary structure (6) consisting of the following independent elements: - a first and a second lateral beam (40a, 40b) arranged on either side of a median vertical plane of the engine; and - an intermediate structure (42) traversed by the median vertical plane of the engine and located at a distance from each of the first and second lateral beams (40a, 40b).
    公开号:FR3020343A1
    申请号:FR1453628
    申请日:2014-04-23
    公开日:2015-10-30
    发明作者:Olivier Pautis；Jonathan Blanc
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the field of aircraft assemblies comprising a wing element, a dual-flow engine and a suspension mast. DESCRIPTION OF THE PREFERRED EMBODIMENT OF A HITCHING MAST CONSISTS OF THREE INDEPENDENT ELEMENTS of the engine, the latter being intended to be arranged in part under the wing element. The invention also relates to an aircraft equipped with such an assembly. It applies preferentially to commercial aircraft. STATE OF THE PRIOR ART On existing aircraft, dual flow engines such as turbojets are suspended below the wing by complex attachment devices, also called "EMS" (of the English "Engine Mounting Structure") , or even hanging mast. The attachment devices usually employed have a primary structure, also called rigid structure, often made in the form of a single box, that is to say constituted by the assembly of lower and upper beams connected together by a plurality transverse ribs located inside the box. The spars are arranged in lower and upper faces, while side panels close the box side faces.
    [0002] In addition, the attachment pylon is arranged in the upper part of the engine, between the latter and the wing box. This position is called "at 12 o'clock". In known manner, the primary structure of these masts is designed to allow the transmission to the wing static and dynamic forces generated by the engines, such as weight, thrust, or the various dynamic forces, including those related to the cases of failures such as loss of light (FBO), deletion of the nosewheel, dynamic landing, etc. In the attachment masts known from the prior art, the transmission of forces between its primary structure, known as a single box, and the wing is conventionally provided by a set of fasteners comprising a front attachment, a rear attachment, and an intermediate fastener in particular for taking up the thrust forces generated by the engine.
    [0003] To do this, the intermediate attachment intended to take up the thrust forces, also called "spigot" fastener, is generally embodied by a ball joint fixed in the rear upper spar of the rigid structural box, between the front attachment and the rear attachment. This spigot attachment also comprises an axis or a shear pin fixed under the wing of the aircraft via a fitting fitting, so as to be housed in the ball joint. The mounting fitting is usually attached to a lower part of the wing box, usually the lower spar of the box. In recent twin-flow engines, the high dilution ratio sought leads to extremely high bulk, since an increase in the dilution ratio inevitably leads to an increase in the diameter of the engine, and more particularly to an increase in the diameter of its crankcase. blower. Also, with a ground clearance that is set to remain acceptable from the point of view of safety, the space remaining between the wing element and the engine is more and more restricted or non-existent for engines with a high dilution. Therefore, it may be difficult to implement the attachment mast and the various wing fasteners in this remaining vertical space, usually dedicated to this implementation. The evolution of the dual flow engines has therefore had the detrimental consequence of imposing a reduction in the vertical dimensions of the pylon, in particular so as to retain sufficient space to place the front and rear fasteners, as well as the fitting fitting of the intermediate bracket. The large dimensions of this intermediate fastener are imposed by the need to resume the thrust forces of the engine, that is to say those oriented in the longitudinal direction of the engine, as well as those oriented in the transverse direction of the latter. As an indication, it is recalled that the longitudinal direction of the motor corresponds to the direction of the main axis of rotation of the propulsion system. However, the possibilities of reducing the vertical dimensions of the pylon are limited. Indeed, the rigid structure of this mast, also called primary structure, must have sufficient dimensions to provide a mechanical resistance capable of withstanding the passage of the forces of the engine towards the wing element, with a low deformation under stress for the purpose not to degrade the aerodynamic performance of the propulsion system. In the prior art, multiple solutions have been proposed to bring the engine closer to the wing element to which it is suspended, and this in order to maintain the necessary ground clearance, particularly vis-à-vis risk of ingestion and collision, also known as Foreign Object Damage (FOD) risk. However, these solutions need to be continually improved to accommodate ever higher fan case diameters, retained to meet dilution rate requirements.
    [0004] By way of indicative example, it is known from document FR 2 993 535 an attachment mast whose primary structure is made from two diametrically opposed lateral beams, arranged on either side of a median vertical plane of engine. The primary structure is completed by a connecting structure which directly connects the two beams to each other, each further being fixed at their front ends to the crankcase, and at their rear ends to the wing box. The intermediate structure takes the form of several arches connecting the two beams, traveling along a fictitious surface of circular section substantially corresponding to the outer boundary of the secondary vein, also called "nacelle intern". These arches therefore extend over angular sectors of the order of 1800.
    [0005] The arrangement proposed in this document FR 2 993 535 notably makes it possible to limit the aerodynamic disturbances within the secondary vein. In addition, by placing the beams laterally, it is possible to bring the engine closer to the wing element, particularly in comparison with conventional solutions in which the box-shaped primary structure is arranged at 12 o'clock.
    [0006] Nevertheless, such a primary structure has a high overall size, in particular because of the presence of the arches connecting the lateral beams. This congestion can complicate the implementation of surrounding elements such as the nacelle, the engine servo systems, thrust reversers, moving edge flaps, etc. Therefore, there remains a need for optimizing the bulk of such primary structures of attachment pylon. 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.
    [0007] To do this, the subject of the invention is an aircraft assembly comprising a wing element, a dual-flow engine and an engine coupling pylon, said engine comprising a rear part arranged under the equipped wing element. a wing box, the mast comprising a primary structure for transmitting the forces of the engine to the wing box, and the assembly further comprising means for hooking the primary structure on the engine as well as hooking means of the primary structure on the wing box. According to the invention, said primary structure consists of the following independent elements: a first and a second lateral beam arranged on either side of a median vertical plane of the engine, preferably located substantially symmetrically relative to this same median vertical plane; and an intermediate structure traversed by said median vertical plane of the engine and located at a distance from each of the first and second lateral beams, and preferably equidistant from these two beams. The invention breaks with current technology, by providing a primary structure made by several elements independent of each other. This makes it possible to reduce the overall bulk of the primary structure, in particular in that it no longer has an intermediate connecting structure of the two lateral beams. The implantation of the surrounding elements is facilitated by the design of the invention. For example, the nacelle and its thrust reverser system can come closer to the crankcase, because it is no longer hindered by the presence of the connecting arches of the two lateral beams, as in the document FR 2 993 535. In addition, systems can be more easily integrated into the mast, between the two lateral beams of the primary structure. Still as an example, the absence of connecting hoops allows the introduction of movable flaps leading edge between the two lateral beams. This contrasts with the solution of the document FR 2 993 535, in which the presence of the connecting hoops required to make fixed the leading edge portions facing these hoops.
    [0008] Preferably, the invention also comprises at least one of the following optional technical characteristics, taken separately or in combination. Said attachment means of the primary structure on the engine comprise: - one or more first motor fasteners connecting a front end of the first beam to a motor fan casing; - one or more second engine fasteners connecting a front end of the second beam to the fan case; and one or more third engine fasteners connecting the intermediate structure to a central casing of the engine, preferably in its rear zone, and said attachment means of the primary structure on the wing box comprise: one or more first wing fasteners; connecting a rear end of the first beam to the wing box; one or more second wing fasteners connecting a rear end of the second beam to the wing box; and one or more third wing fasteners connecting the intermediate structure to the wing box. In addition, it is expected that: - the first or the wing fasteners constitute an independent isostatic system of recovery efforts; the second wing fastener (s) constitute an independent isostatic system of recovery of forces; the third or third wing fasteners constitute an independent isostatic system of recovery of forces; and the first engine fastener or fasteners, the second engine fastener or fasteners and the third engine fastener or fasteners together constitute an isostatic force recovery system. Said first and second lateral beams are arranged substantially symmetrically with respect to the median vertical plane, traversed by a plane substantially perpendicular to the same median vertical plane and diametrically traversing the engine, said first and second lateral beams being substantially aligned with a outer surface of the blower housing, in the longitudinal direction of the engine. Said intermediate structure has a length, in the longitudinal direction of the engine, between three to ten times lower than that of each of the first and second lateral beams. Said intermediate structure takes the form of a fitting, preferably in the general shape of a pyramid. Alternatively, it could be another type of shape, for example a connecting rod. The third or third motor fasteners are connected to a turbine casing of the engine.
    [0009] Said first and second lateral beams extend substantially parallel to a longitudinal axis of the engine. Said wing element comprises at least one movable leading edge flap arranged at least partly, in plan view, between the intermediate structure and one of said first and second lateral beams. Finally, the subject of the invention is also an aircraft comprising at least one assembly such as that which has just been described. Other advantages and features of the invention will become apparent in the detailed non-limiting description below.
    [0010] BRIEF DESCRIPTION OF THE DRAWINGS This description will be made with reference to the appended drawings among which; FIG. 1 represents a schematic perspective view of an aircraft assembly according to a first preferred embodiment of the present invention; - Figure 2 shows a rear view of the assembly shown in Figure 1; - Figure 3 shows a side view of the assembly shown in Figure 1; - Figure 4 shows a top view of the assembly shown in Figure 1; and FIG. 5 represents a perspective view similar to that of FIG. 1, with the assembly being in the form of a second preferred embodiment. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS With reference to FIGS. 1 to 4, there is shown an assembly 1 for an aircraft, according to a first preferred embodiment of the present invention. Overall, this assembly 1 comprises a wing element 2 corresponding to a wing of the aircraft, a double-flow engine 10 such as a turbojet, and a latching pylon 4 of the engine 10. In addition, the assembly 1 comprises hooking means 7 of the turbojet engine 10 on a primary structure 6 of the mast 4, as well as fastening means 8 of the primary structure 6 on the wing element 2. In the following description, by convention , the direction X corresponds to the longitudinal direction of the mast 4, which is also comparable to the longitudinal direction of the turbojet engine 10. This direction X is parallel to a longitudinal axis 5 of this turbojet engine 10. On the other hand, the direction Y corresponds to the direction oriented transversely to the mast 4 and also comparable to the transverse direction of the turbojet engine 10, while the direction Z corresponds to the vertical direction or the height. These three directions X, Y and Z are orthogonal to each other and form a direct trihedron.
    [0011] 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 turbojets 10, this direction being represented schematically by the arrow 19. The wing 2 comprises a wing box 21, intended to form the structural part of the wing. This box is delimited forward by a front spar 34 of the wing element 2, and delimited rearward by a rear spar 36. The two spars 34, 36, which extend substantially in the full thickness of the wing, are oriented in a conventional manner in the direction of wingspan. In addition, the wing box 21 is closed upwards by the upper surface portion 35 of the wing, and closed downwards by the lower section 37 of the same wing. The two longitudinal members 34, 36 are internally fixed to the extrados and intrados 35, 37, which form the aerodynamic surfaces of the wing. In the figures, only the primary structure 6 of the attachment pylon 4 has been shown, accompanied by the attachment means 7, 8 mentioned above. 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 primary structure 6, or rigid structure, allows the transmission to the wing box 21 static and dynamic forces generated by the turbojet 10. It has a specific design to the invention, in that it consists of three distinct elements and independent of each other. By independent of each other, it is understood that the elements concerned are not mechanically connected to each other, except of course indirectly at their front and rear ends, respectively through the engine housing and the wing box 21. All first, there is provided a first lateral beam 40a and a second lateral beam 40b, arranged on either side of a median vertical plane P1 of the motor, passing through the axis 5. These beams 40a, 40b are of preferably arranged substantially diametrically opposite, on or near a horizontal median plane of the motor 10, as shown in the non-limiting example of Figure 2. Also, the two beams 40a, 40b are placed at said positions at 3 o'clock and at 9 o'clock, or at positions close to them. They also extend substantially parallel to the axis 5, from the rear end of a fan casing 17 to the wing box 21. In other words, the lateral beams 40a, 40b are arranged substantially symmetrical with respect to the median vertical plane Pl, being traversed by a horizontal plane diametrically traversing the motor 10. In addition, these lateral beams 40a, 40b are substantially aligned with an outer surface of the fan casing 17, in the longitudinal direction of the motor , that is to say in the direction of the axis 5. These beams 40a, 40b walk under the intrados 37, closer to it, as a rear portion of the turbojet engine 10, especially all or part of the turbine casing 25 and the elements located at the rear of this housing. More generally, it is a part of the crankcase located downstream of the fan casing 17, and said casing "core" or central casing of the turbojet engine. By bringing the turbojet engine 10 closer to the lower section 37, it is possible to envisage turbojet engine designs with high dilution rates, which results in a large fan diameter, while maintaining the required ground clearance. Each of the beams 40a, 40b also has a design similar to that of conventional primary structures, arranged at 12 o'clock. In other words, each lateral beam is of the "caisson" type, that is to say formed by the assembly of upper and lower spars and two side panels, these elements being connected to each other by means of internal transverse ribs (not shown), which are usually oriented in parallel YZ planes. These ribs are preferably uniformly distributed in the box, along the direction X. The beams 40a, 40b may be metallic or made of composite material because of their low thermal exposure to the flow of hot air through the secondary vein 41, in which these beams do not penetrate. The third constituent element of the primary structure 6 of the attachment pylon is an intermediate structure 42 of smaller dimension, here in the form of a pyramid. This intermediate structure 42 is centered relative to the lateral beams 40a, 40b, and traversed by the median plane Pl. It is therefore independent of these beams, namely not mechanically connected to them and arranged at a distance. The three elements 40a, 40b, 42 thus constitute three distinct and independent paths of effort between the engine and the wing box. The intermediate structure 42 here takes the form of a fitting, preferably metal, which extends in part in the leading edge 30 of the wing 2, to the right of the front spar 34 of the wing box 21. The fitting 42 extends also parallel to the axis 5, forwardly beyond the leading edge, but over a short distance. More specifically, this fitting 42 has a length, in the direction of the axis 5, between three to ten times lower than that of each lateral beam 40a, 40b. Indeed, as will be detailed below, this bracket 42 is provided to be connected to the turbine casing 25, and not on or in the vicinity of the fan casing 17 as for the beams 40a, 40b. A front portion of this bracket 42, in its zone of attachment to the turbine casing 25, being included in the secondary vein 40 of the engine, it is appropriate to dress it with a suitable aerodynamic fairing (not shown), so as to do not degrade the overall aerodynamic performance of the engine. This dressing being considered conventional, it will not be further described. The three independent elements 40a, 40b, 42 constituting the primary structure 6 show between them spaces conducive to the implementation of the systems usually present on this type of assembly 1. As examples, it may be motor feedback / return systems, electric / aerothermal generation / regulation, or safety systems. In addition, due to the lack of mechanical connection between these independent elements 40a, 40b, 42, the nacelle of the engine can come closer to the central casing, without problem of size. Furthermore, only the intermediate structure 42, similar to a point element, crosses the secondary vein 40. The overall aerodynamic performance of the assembly 1 are therefore higher.
    [0012] It is also noted that the space available between the beams 40a, 40b and the intermediate structure 42 allows the establishment of movable flaps leading edge at this location. As has been schematized in the top view of Figure 4, the invention advantageously makes possible the implementation of a movable leading edge flap 44 between the intermediate structure 42 and each lateral beam 40a, 40b. Indeed, the spaces located at the front of these movable flaps 44 shown in the retracted position in Figure 4, can be left free to allow their deployment forward, without mechanical interaction problem. The addition of such movable flaps at this location of the leading edge 30, compared to the solutions of the prior art in which these flaps were necessarily fixed, enhances the overall performance of the aircraft.
    [0013] In this regard, it is noted that other solutions for installing movable flaps 44 are conceivable, without departing from the scope of the invention. It could for example be a single movable flap located between the two beams 40a, 40b in plan view, and covering the intermediate structure 42. Anyway, these movable flaps are intended to be added to the movable flaps already present on the other sections of the leading edge 30 of the wing. Referring to Figures 1 to 3, there is shown the attachment means 7 of the primary structure 6 on the engine. These attachment means 7 comprise firstly one or more first motor fasteners 50a connecting a front end of the first beam 40a, to the fan casing 17. More specifically, there is provided a single first motor attachment 50a connected with a part at the front end of the beam 40a, and secondly to an outer shell 13 of an intermediate casing of the turbojet engine 10. This shell 13 extends in the axial extension of the fan casing 17, towards the rear , substantially with the same diameter. This fastener 50a, like all the other engine fasteners and wing fasteners, is made conventionally, that is to say using fittings, rods, shackles, bolts, etc.. Here, the fastener 50a is designed to ensure only the recovery of the forces oriented along the X and Z directions, the recovery efforts in the latter direction Z is essentially related to the mass of the engine. In this regard, it is noted that in Figure 1, the arrows schematize the recovery of efforts by the various fasteners. Similarly, the attachment means 7 comprise one or more second motor attachments 50b connecting a front end of the second beam 40b, to the shell 13. More specifically, there is provided a single second engine attachment 50b designed to ensure the recovery of the forces oriented along the three directions X, Y and Z. Finally, the attachment means 7 comprise one or more third motor attachments 50c connecting a front end of the intermediate structure 42 to the turbine casing 25, on one end superior of it. Preferably, the fastener 50c is designed to ensure only the recovery of the forces oriented in the direction Z. The attachment means 7 are only constituted by the three engine fasteners 50a, 50b, 50c, together forming an isostatic system of recovery of efforts. Thanks to these three isostatic recovery points efforts, arranged on two separate planes offset from each other in the X direction, engine removal / removal operations are facilitated and engine deformations are reduced, which strengthens the overall performance of the engine. The attachment means 8 of the primary structure 6 on the wing box 21 comprise firstly one or more first wing fasteners 52a, connecting a rear end of the first beam 40a to the lower section 37 of the wing box 21. More precisely, it is about three first wing fasteners 52a, together constituting an independent isostatic force recovery system. For example, two side wing fasteners 52a are designed so as to respectively take up the forces oriented only in the X and Z directions, and the recovery of the forces oriented along the three directions X, Y and Z.
    [0014] Still attached to the lower section 37, a first rear wing attachment 52a completes the other two, being designed to ensure only the recovery efforts in the latter direction Z. Similarly, the attachment means 8 comprise one or more second wing fasteners 52b connecting a rear end of the second beam 40b to the lower section 37 of the wing box 21. More precisely, it is three seconds 52b wing fasteners, also constituting an independent isostatic system of recovery forces . Finally, the attachment means 8 comprise one or more third wing fasteners 52c connecting a rear end of the intermediate structure 42 to the front spar 34 of the wing box 21. More specifically, it may also be three third wing fasteners. 52c together constituting an independent isostatic force recovery system, and preferably accommodated in the leading edge 30, right of the front spar 34. Also, the three isostatic recovery systems mentioned above are well independent of each other .
    [0015] The attachment means 8 consist only of wing fasteners 52a, 52b, 52c above. By having an isostatic force recovery system at the interfaces between the wing 2 and each of the three independent elements 40a, 40b, 42 of the primary structure 6, the invention responds satisfactorily to all the cases. loads likely to occur. In particular, the attachment to the wing is satisfactory even in case of vibration, for example caused by a loss of blade, a dynamic landing or in case of lateral bursts. With reference to FIG. 5, there is shown an assembly 1 according to a second preferred embodiment, which is distinguished from the first mode only by the fact that the rear end of the three independent elements 40a, 40b, 42 of the primary structure 6 are no longer connected under the wing box 21, but fixed in front of the latter, on the front wing spar 34. The above-mentioned wing fasteners 52a, 52b, 52c are thus preferably arranged in the leading edge 30 of the the wing.
    [0016] In addition, in this second mode, the recovery of forces and moments at the wing and engine interfaces is effected in the same way as that of the first preferred embodiment. Of course, various modifications may be made by those skilled in the art to the aircraft assemblies 1 which have just been described, solely as non-limiting examples.
    权利要求:
    Claims (2)
    [0001]
    REVENDICATIONS1. Aircraft assembly (1) comprising a wing element (2), a motor (10) with a double flow and an engine attachment pylon (4), said engine comprising a rear part arranged under the wing element (2) equipped with a wing box (21), the mast comprising a primary structure (6) for transmitting the forces of the engine to the wing box, and the assembly further comprising hooking means (7) of the primary structure (6) on the engine as well as hooking means (8) of the primary structure on the wing box (21), characterized in that said primary structure (6) consists of the following independent elements: first and second lateral beams (40a, 40b) arranged on either side of a median vertical plane of the engine (P1); and - an intermediate structure (42) traversed by said median vertical plane of the engine and located at a distance from each of the first and second lateral beams (40a, 40b).
    [0002]
    2. Aircraft assembly according to claim 1, characterized in that said means for hooking (7) of the primary structure (6) on the engine (10) comprise: - one or more first engine fasteners (50a) connecting a forward end of the first beam (40a) to a blower housing of the engine (17); - one or more second engine fasteners (50b) connecting a front end of the second beam (40b) to the fan case (17); and - one or more third motor attachments (50c) connecting the intermediate structure (42) to a central casing (25) of the motor, and that said hooking means (8) of the primary structure (6) on the housing of wing (21) comprise: - one or more first wing fasteners (52a) connecting a rear end of the first beam (40a) to the wing box (21); - One or more second wing fasteners (52b) connecting a rear end of the second beam (40b) to the wing box (21); and one or more third wing fasteners (52c) connecting the intermediate structure (42) to the wing box (21). Aircraft assembly according to claim 2, characterized in that: - the first wing fastener (s) ( 52a) constitute an independent isostatic system of recovery of efforts; the second wing fastener (s) (52b) constitute an independent isostatic force recovery system; the yes the third wing attachments (52c) constitute an independent isostatic system of recovery of efforts; and - the first motor attachment (s) (50a), the second motor attachment (s) (50b) and the third motor attachment (s) (50c) together constitute an isostatic load recovery system. 4. Aircraft assembly according to any one of the preceding claims, characterized in that said first and second lateral beams (40a, 40b) are arranged substantially symmetrically with respect to the median vertical plane (P1), being traversed by a plane substantially perpendicular to the same median vertical plane (P1) and diametrically traversing the motor (10), said first and second lateral beams (40a, 40b) being substantially aligned with an outer surface of the fan casing (17), in the longitudinal direction of the engine. 5. Aircraft assembly according to any one of the preceding claims, characterized in that said intermediate structure (42) has a length, in the longitudinal direction of the engine, between three to ten times lower than that of each of the first and second lateral beams (40a, 40b). 6. Aircraft assembly according to the preceding claim, characterized in that said intermediate structure (42) takes the form of a fitting, preferably in the general shape of a pyramid. Aircraft assembly according to any one of the preceding claims combined with claim 2, characterized in that the one or more third engine attachments (50c) are connected to a turbine casing (25) of the engine. Aircraft assembly according to any one of the preceding claims, characterized in that said first and second lateral beams (40a, 40b) extend substantially parallel to a longitudinal axis (5) of the engine. 9. Aircraft assembly according to any one of the preceding claims, characterized in that said wing element (2) comprises at least one movable leading edge flap (44) arranged at least partly in top view, between the intermediate structure (42) and one of said first and second lateral beams (40a, 40b). Aircraft comprising at least one assembly (1) according to any one of the preceding claims.
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    同族专利:
    公开号 | 公开日
    US20160130009A9|2016-05-12|
    CN105000187B|2018-12-18|
    FR3020343B1|2017-10-27|
    CN105000187A|2015-10-28|
    CA2889081A1|2015-10-23|
    US9868543B2|2018-01-16|
    US20150307199A1|2015-10-29|
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    法律状态:
    2015-04-21| PLFP| Fee payment|Year of fee payment: 2 |
    2015-10-30| PLSC| Publication of the preliminary search report|Effective date: 20151030 |
    2016-04-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-04-19| PLFP| Fee payment|Year of fee payment: 4 |
    2018-04-20| PLFP| Fee payment|Year of fee payment: 5 |
    2019-04-18| PLFP| Fee payment|Year of fee payment: 6 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 7 |
    2022-01-07| ST| Notification of lapse|Effective date: 20211205 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1453628A|FR3020343B1|2014-04-23|2014-04-23|AIRCRAFT ASSEMBLY COMPRISING A PRIMARY STRUCTURE OF HITCHING MATERIAL CONSISTING OF THREE INDEPENDENT ELEMENTS|FR1453628A| FR3020343B1|2014-04-23|2014-04-23|AIRCRAFT ASSEMBLY COMPRISING A PRIMARY STRUCTURE OF HITCHING MATERIAL CONSISTING OF THREE INDEPENDENT ELEMENTS|
    CA2889081A| CA2889081A1|2014-04-23|2015-04-20|An assembly for an aircraft comprising an attachment pylon primary structure formed with three independent elements|
    CN201510195023.7A| CN105000187B|2014-04-23|2015-04-22|Component and aircraft for aircraft|
    US14/693,545| US9868543B2|2014-04-23|2015-04-22|Assembly for an aircraft comprising an attachment pylon primary structure formed with three independent elements|
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