• 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:
    For aerodynamic performance gains, the invention relates to an aircraft engine assembly comprising a turbomachine (6), an attachment pylon (4) of the turbomachine, and at least one foldable fan cover (34) surrounding the turbomachine and comprising: a first hood sector (34a) comprising a first end portion (34a1) articulated on the attachment pylon (4), along a first articulation axis (36a), and - a second hood section (34b) comprising a first end portion (34b1) articulated on a second end portion (34a2) of the first hood sector, along a second hinge axis (36b) parallel to the first axis of the hood; articulation (36a). According to the invention, the second end portion (34b2) is mounted guided on either side thereof, respectively by a thrust reverser cover (33) of the motor assembly (1), and by an air intake structure (32) of this assembly.
    公开号:FR3024435A1
    申请号:FR1457436
    申请日:2014-07-31
    公开日:2016-02-05
    发明作者:Olivier Pautis
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The invention relates to the field of aircraft engine assemblies, preferably commercial aircraft. BACKGROUND OF THE INVENTION It preferably relates to motor assemblies intended to be fixed under the wings of aircraft.
    [0002] The invention relates more specifically to the design of the fan cowls equipping the nacelle engine sets. STATE OF THE PRIOR ART Aircraft engine assemblies evolve with an increasingly high dilution rate. This results in an increase in the diameter of the fan, which is accompanied by an increase in the size of the fan cowls equipping the nacelle. The fan cowls, generally articulated on a hooking mast, allow in flight to ensure an aerodynamic function, being wedded by the outside air. Furthermore, when they are in the open position on the ground, they allow access to the turbomachine and its equipment for carrying out maintenance operations. The increase in the size of these hoods poses certain problems, such as that of aerodynamic performance. Indeed, in flight, the fan cowls hanging from the attachment mast undergo deformations under the pressure force of the outside air. These deformations are all the more important that the hoods are large, with the result that a significant drop in aerodynamic performance of the engine assembly. Another problem associated with large hoods is the risk of interaction with the movable flap nose of the leading edge of the wing, during the maximum opening. From the prior art, it is for example known the document WO 2010/007218, which offers foldable fan cowls, suspended at the junction between the fuselage and the mast, the latter being hung laterally to the fuselage, at the rear part of the aircraft. Nevertheless, this solution does not solve the problems raised above, related to aerodynamic performance and the risks of interactions. There is therefore a need to optimize the design of the fan cowls equipping the nacelles of aircraft engine assemblies. DISCLOSURE OF THE INVENTION The object of the invention is therefore to remedy at least partially the disadvantages mentioned above, relating to the embodiments of the prior art. To do this, the subject of the invention is an aircraft engine assembly comprising a turbomachine, an attachment pylon of the turbomachine, and at least one foldable fan cowl surrounding the turbomachine and comprising: a first sector of bonnet comprising a first articulated end portion articulated on the attachment pylon, according to a first hinge axis, said first bonnet sector comprising a second end portion opposite the first, in a circumferential direction of the bonnet; and a second hood sector comprising a first end portion articulated on said second end portion of the first hood sector, along a second axis of articulation parallel to the first axis of articulation, said second hood sector comprising a second end portion opposite the first, in the circumferential direction of the hood. According to the invention, said second end portion of the second hood sector is mounted guided on either side thereof, respectively by a thrust reverser cover at the rear and by an input structure. of air at the front of the engine assembly. The invention thus cleverly provides guidance of the foldable cover using adjacent elements of the motor assembly, namely the thrust reverser cover and the air intake structure. In the closed position, this guidance provides a circumferential maintenance of the cover which adds to its mechanical connection with the attachment pylon. This results in a better resistance to the deformation of the hood, and, consequently, an improvement in the overall aerodynamic performance of the engine assembly. The invention also has at least one of the following optional technical characteristics, taken separately or in combination. The thrust reverser cover of the engine assembly and the air intake structure of this assembly respectively comprise two rails for guiding said second end portion of the second hood sector. The two guide rails each have a substantially circular arc shape, centered on an axis of the motor assembly. Said fan cowl comprises a mechanism for locking the cowl in a closed position, said mechanism cooperating with said thrust reverser cowl of the engine assembly and / or with the air intake structure of this assembly. Said hood locking mechanism comprises a manual actuating means, for example a handle, arranged close to an articulated connection between the first hood sector and the second hood sector. Said actuating means is arranged, in the closed position of the fan cowl, on or near a diametral plane of the motor assembly, orthogonal to a diametral plane of this assembly passing through the attachment pylon. The motor assembly comprises a third hood sector comprising a first end mounted articulated on the second end portion of the second hood sector, according to a third axis of articulation parallel to the first axis of articulation, said third hood sector comprising a second end portion opposite to the first, in the circumferential direction of the hood, and guided mounting on either side thereof, respectively by the thrust reverser cover of the engine assembly and the structure air inlet of this set. Said second end portion of the third hood sector cooperates, on each side thereof, respectively with said two guide rails.
    [0003] At least one of the hood sectors is equipped with a hatch. The first and second hood sectors are designed to fold into the wallet along said second axis of articulation, during a movement of the hood from a closed position to an open position.
    [0004] The engine assembly comprises two fan cowls, each extending around the turbomachine about 180 °. In the closed position of the two fan cowls, the two third cowhole sectors are arranged in the aerodynamic continuity of one another, being substantially diametrically opposite with respect to the hooking mast.
    [0005] The invention relates to an aircraft comprising at least one engine assembly as described above, preferably suspended under each wing of the aircraft. 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; - Figure 1 shows a side view of an aircraft according to the invention; - Figure 2 shows a perspective view of one of the engine sets equipping the aircraft shown in the previous figure; FIG. 3 represents a more detailed perspective view of one of the fan cowls specific to the invention, fitted to the nacelle of the engine assembly shown in the preceding figures; FIG. 4 is a schematic view of part of the fan cowl shown in the previous figure; - Figure 5 shows a perspective view of the nacelle, with the fan cover in the open position; FIG. 6 is an enlarged side view of the fan cowl locking mechanism; - Figure 7 shows a schematic view showing the two fan cowls according to the invention, respectively in the closed position and in the open position; - Figures 8a to 8d show one of the fan cowls in different states during an opening operation of the cover; and FIG. 9 represents a schematic view comparing the opening kinematics of a fan cover of the prior art with the opening kinematics of a fan cowl according to the invention. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS With reference to FIG. 1, an aircraft according to a preferred embodiment of the invention is shown in the form of a commercial aircraft typically comprising a number of passenger seats greater than one hundred. The aircraft 100 generally comprises a fuselage 102 and two wings 104 under each of which are suspended one or more motor assemblies 1, specific to the invention. Such a motor assembly 1 will now be described in greater detail, with reference to FIG. 2. The motor unit 1 comprises a hooking device 4, said hooking mast, a turbomachine 6 of the turbojet type hooked under the mast 4. , and a nacelle 3. Throughout 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 6, this direction X being parallel to a longitudinal axis 5 6. 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 turbojet engine 6. Finally, the direction Z corresponds to the vertical direction or height, these three directions X, Y and Z being orthogonal to each other. 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 turbojet engine 6, this direction being represented schematically by the arrow 7.
    [0006] Overall, the attachment pylon 4 comprises a rigid structure 8, also called primary structure, carrying means for attaching the turbojet engine 6, these attachment means having a plurality of engine attachments 12, as well as a device for taking up the thrust forces 14 generated by the engine 6.
    [0007] The device 14 conventionally comprises two lateral rods. As an indication, it is noted that the attachment mast 4 comprises another series of fasteners (not shown), reported on the rigid structure 8 and to ensure the suspension of this assembly 1 under the wing of the aircraft. In addition, the attachment mast 4 comprises a plurality of secondary structures reported on the rigid structure 8. These secondary structures ensuring the segregation and maintenance of the systems while supporting aerodynamic fairing elements. The turbojet engine 6 has at the front of a fan casing 18 of large size, delimiting an annular fan duct 20 for the passage of the secondary air flow of the engine. Towards the rear, it comprises a central casing 22 of smaller size, enclosing the heart of this turbojet, for the passage of the primary air flow. The housings 18 and 22 are of course integral with each other, and have a junction usually called intermediate housing. In this preferred embodiment of the present invention, the rigid structure 8 takes the form of a box extending from the front to the rear, substantially in the direction X. The box 8, visible in FIG. then takes the form of a mast of similar design to that usually observed for the turbojet hooks, in particular in that it is provided with transverse ribs 9 each taking the form of a rectangle oriented in a YZ plane .
    [0008] The nacelle 3 comprises, at its front end, an annular air inlet structure 32 fixed to the front of the fan casing 18. This structure, also called the air inlet 32, is directly followed towards the rear by two fan cowls 34 (only one visible because of the perspective view), each hingedly mounted on a portion of the pylon 4, and more specifically on a secondary aerodynamic structure 24 located at the front of this mast, and integral with the rigid structure 8. As will be detailed below, the fan cowlings 34 have the particularity of being foldable. On the other hand, the nacelle 3 comprises, in the rear continuity of the fan cowlings 34, two thrust reverser cowls 33 mounted articulated on the rigid structure 8 of the mast. In Figure 2, only a small portion of one of these inverter covers 33 has been shown, so as to reveal the attachment pylon 4 and the housing 22 of the turbojet engine. Referring now to Figures 3 to 5, there will be detailed the design of one of the two fan cowls 34. It is noted that the other fan cowl 34, not shown in these figures, has a symmetrical design. The cover 34 is here equipped with three sectors of covers 34a, 34b, 34c arranged in continuity with one another, in the circumferential direction 40. It is first of all a first hood sector 34a comprising a first end portion 34a1 and a second end portion 34a2 opposite to the first, in the circumferential direction 40. The first end portion 34a1 is articulated on the structure 24 of the attachment pylon (not shown in FIGS. to 5), according to a first hinge axis 36a substantially parallel to the longitudinal axis 5 of the turbojet engine. The cover 34 also comprises a second hood sector 34b comprising a first end portion 34b1 and a second end portion 34b2 opposite the first, in the circumferential direction 40. The first end portion 34b1 is articulated on the second end portion 34a2 of the first hood sector 34a, along a second hinge axis 36b parallel to the first hinge axis 36a. The portions 34a2 and 34b1 form an articulated connection 35 giving the cover 34 a foldable character. In other words, the cover 34 can fold into the wallet according to the second hinge axis 36b, at its connection 35, during a displacement of the cover from a closed position to an open position. Such a displacement will be described below. Also, the cover 34 has a third cover sector 34c comprising a first end portion 34c1 and a second end portion 34c2 opposite the first, in the circumferential direction 40. The first end portion 34c1 is articulated on the second end portion 34b2 of the second hood sector 34b, according to a third axis of articulation 36c parallel to the axes 36a, 36b, and allowing the aforementioned folding. The portions 34b2 and 34c1 form in fact another articulated connection 37. Each fan cowl 34 extends circumferentially around the turbojet engine 6, about 180 °. This value may actually be slightly lower, because of the circumferential extent of the portion of the mast on which these covers 34 are hinged. The first hood sector extends for example about 90 °, the second about 60 °, and the third over about 30 °. One or more of these sectors 34a, 34b, 34c may have one or more access hatches 52, providing access to certain equipment contained in the nacelle, without the need to raise the fan cowl 34. One of the particularities of the The invention resides in the fact that the second end portion 34b2 of the second hood sector 34b is mounted guided on both sides thereof in the axial direction, namely at the front and at the rear. of this second hood sector 34b. It is in fact intended to guide the end portion 34b2, at its forward axial end, by the air inlet structure 32 located axially facing. It is also intended to guide this end portion 34b2, at its rear axial end, by the adjacent inverter cover 33, also located axially facing. The aforementioned guidance can be carried out directly, that is to say with guide means directly connected to the end portion concerned 34b2, or indirectly, via the end portion 34c1. In the latter case, the guide means would be directly connected to this end portion 34c1. Also, it should be understood that whatever the design adopted, it is the entire articulated connection 37 which is mounted guided on either side of it, at its axial ends upstream and downstream. To carry out this guidance, a system of rails and rollers is preferably provided. For example, the front axial end of the portion 34b2 is equipped with a roller 42 rotatably mounted along an axis parallel to that of the third hinge axis 36c. This roller 42 is housed mobile in a C-guide rail integral with the air inlet structure 32, and running along the circumferential edge of this structure 32. Preferably, the rail 44 is fixedly mounted on the frame rear 45 of the air inlet structure 32. Similarly, the rear axial end of the portion 34b2 is equipped with a roller 46 rotatably mounted along an axis parallel to that of the third hinge pin 36c. This roller 46 is housed movable in a C-guide rail 48 integral with a structure of the inverter cover 33, and running along the circumferential edge of this cover. Preferably, the rail 48 is fixedly mounted on the front frame 47 of the inverter cover.
    [0009] The two guide rails 44, 48 are substantially identical and parallel, in the form of circular arcs centered on the axis 5. They each extend over a circumferential extent of the order, for example 150 °. They have a radius of curvature that is identical or similar to that of the hood sectors 34a, 34b, 34c. In flight, the guidance provided provides a maintenance of the cover 34 which is added to its articulated connection with the attachment pylon. This results in better resistance to deformation of the hood, and therefore an improvement in aerodynamic performance. These are further strengthened when the second end portion 34c2 of the third hood sector 34c is also mounted guided on the adjacent inverter hood 33, and on the air inlet structure 32. This guidance is preferably performs in the same or similar manner to that described above for the articulated connection 37, preferably by connecting other rollers intended to walk within the same rails 44, 48. Being guided at its two opposite end portions 34c1 and 34c2, it is the whole of the third hood sector 34c which is guided by the rails 44, 48. These additional guide points, referenced 50 in Figure 3, are offset circumferentially from those attached to the articulated connection 37, and effectively reduce even more satisfactory displacements and deformations of the fan cowl 34, during flight phases. Referring now to Figure 6, the fan cowl 34 is equipped with a hood locking mechanism 60 in a closed position. The mechanism 60 comprises a manual actuating means, for example a handle 62. This handle is arranged near the articulated connection 35 between the two hood sectors 34a, 34b. In other words, in the closed position of the fan cowl 34, this handle is arranged on or near a diametral plane P1 of the motor assembly, orthogonal to another vertical diametrical plane P2, passing through the mast. hanging.
    [0010] The mechanism 60 furthermore comprises rods 64 controlled by the handle 62. These rods extend substantially axially and each have a latch-shaped distal end which, in the locked position of the mechanism, cooperates respectively with the frames 45, 47 of the latch. air inlet 32 and the inverter cover 33. The mechanism design is such that the rotation of the handle 62, from outside the cover 34, makes it possible to axially move the connecting rods 64, so as to engage the latches in the frames 45, 47, or on the contrary to extract the locks of these frames. Nevertheless, any other linkage system can be envisaged, without departing from the scope of the invention. In addition, it is indicated that this locking mechanism 60 is added to the guidance provided by the rollers and the aforementioned rails. Also, in the locked position adopted in flight, the mechanism 60 also offers other hood anchoring points circumferentially offset from the other points mentioned above. This further enhances the resistance to movement and deformation of the hood, resulting in better aerodynamic performance. In addition, the locking mechanism 60 is no longer in position at 6 o'clock as in the prior art, but becomes accessible laterally. The manipulation is facilitated for the opening of the fan cowl, and the risks of poor closure of the mechanism are reduced because the latter is arranged at a location making it better visible. In addition, the ground clearance of the motor unit 1 can be reduced to a minimum, because the access of an operator under this set, to open the fan cowls, is no longer to be taken into account. The reduction of the ground clearance makes it possible to increase the fan diameter, and thus simply to meet the existing needs for raising the dilution ratio. Figure 7 shows the two blower hoods 34. The one on the left is in the closed and locked position. The one on the right is in the open position, folded into a wallet with the two hood sectors 34a, 34b facing each other. When the two fan cowls 34 are in the closed position, the two hood sectors 34c are arranged in the aerodynamic continuity of one another, in the angular position at 6 o'clock. They are substantially diametrically opposed relative to the attachment pylon 4, with the aerodynamic junction between the two sectors 34c located on the plane P2.
    [0011] FIGS. 8a to 8d show the fan cowl in different states during an opening operation, beginning with the actuation of the handle 62. As a guide, it is noted that the elements for making the opening of the cowls may be conventional, such as hydraulic or pneumatic cylinders, or even a system of compensation springs.
    [0012] Furthermore, it is noted that to allow opening of an inverter cover 33 independently of the adjacent fan cover 34, a disengageable system can be provided to allow the extraction of the rollers 46 outside the rail 48. This system disengageable may for example consist in providing that the inner branch of the C of this rail has, in the lower part, a retractable portion on command.
    [0013] Once this portion retracted, the rail 48 and the rollers 46 are automatically disconnected during the pivoting movement of the inverter cover 33, observed during its opening. In the open position of the cover 34 as shown in FIG. 8d and in FIG. 9, this cover is folded into a wallet and provides easy access to the interior of the nacelle. This access may be of a larger size than that obtained with a conventional fan cowl 34 ', shown for reference in FIG. 9. In addition, the enlargement of the access 70 does not take place at the expense of the vertical space of the open hood, since on the contrary, the high point of the folded open hood 34 is at a lower height than the high point of the open cover 34 'of the prior art.
    [0014] Also, the risks of mechanical interactions with the movable flaps of the leading edge of the wing are advantageously reduced. This can also make it possible to enlarge the fan, and therefore to increase the dilution ratio of the turbojet engine. Finally, the cantilever of the open hood 34 is limited by the design of the invention, so that the hinges ensuring the articulation of the hood sector 34a on the mast can be reduced in size. It is the same for the means for opening the fan cowl, of the type of those mentioned above. This advantageously results in a gain in terms of overall mass of the engine assembly, which results in a gain in fuel consumption. 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.
    权利要求:
    Claims (14)
    [0001]
    REVENDICATIONS1. Aircraft engine assembly (1) comprising a turbomachine (6), an attachment pylon (4) of the turbomachine, and at least one foldable fan cowl (34) surrounding the turbomachine and comprising: a first sector bonnet assembly (34a) comprising a first end portion (34a1) hingedly mounted on the attachment pylon (4), along a first hinge axis (36a), said first bonnet area comprising a second end portion (34a2) opposite the first, in a circumferential direction (40) of the hood; and a second hood sector (34b) comprising a first end portion (34b1) articulated on said second end portion (34a2) of the first hood sector, along a second hinge axis (36b) parallel to the first articulation axis (36a), said second hood sector comprising a second end portion (34b2) opposite the first, in the circumferential direction (40) of the hood, characterized in that said second end portion ( 34b2) of the second hood sector (34b) is mounted guided on either side thereof, respectively by a thrust reverser cover (33) of the motor assembly (1), and by a structure of air inlet (32) of this assembly.
    [0002]
    2. Engine assembly according to claim 1, characterized in that the thrust reverser cover (33) of the motor assembly (1) and the air inlet structure (33) of this set respectively comprise two rails. for guiding (48, 44) said second end portion (34b2) of the second hood area (34b).
    [0003]
    3. Engine assembly according to claim 2, characterized in that the two guide rails (44, 48) each have a substantially arcuate shape, centered on an axis (5) of the motor unit.
    [0004]
    4. Engine assembly according to any one of the preceding claims, characterized in that said fan cowl (34) comprises a mechanism (60) for locking the cowl in a closed position, said mechanism cooperating with said thrust reverser cowl (33) of the motor assembly and / or with the air inlet structure (32) of this assembly.
    [0005]
    5. Engine assembly according to claim 4, characterized in that said cap locking mechanism (60) comprises a manual actuating means, for example a handle (62), arranged near an articulated connection (35) between the first hood sector (34a) and the second hood sector (34b).
    [0006]
    6. Engine assembly according to claim 5, characterized in that said actuating means (62) is arranged, in the closed position of the fan cowl (34), on or near a diametral plane (P1) of the motor assembly, orthogonal to a diametral plane (P2) of this assembly passing through the attachment pylon (4).
    [0007]
    7. Motor assembly according to any one of the preceding claims, characterized in that it comprises a third hood sector (34c) comprising a first end (34c1) articulated on the second end portion (34b2) of the second sector. hood (34b), according to a third hinge axis (36c) parallel to the first hinge axis (36a), said third hood sector (34c) comprising a second end portion (34c2) opposite to the first, in the circumferential direction (40) of the hood, and guided mounting on either side thereof, respectively by the thrust reverser cover (33) of the engine assembly and the input structure of air (32) of this set.
    [0008]
    8. Engine assembly according to claim 7 combined with claim 2, characterized in that said second end portion (34c2) of the third hood sector cooperates, on each side thereof, respectively with said two rails of guiding (44, 48).
    [0009]
    9. Engine assembly according to any one of the preceding claims, characterized in that at least one of the hood sectors (34a, 34b, 34c) is equipped with a inspection door (52).
    [0010]
    10. Motor assembly according to any one of the preceding claims, characterized in that the first and second hood sectors (34a, 34b) are designed to fold into the wallet along said second axis of articulation (36b), when moving the cover (34) from a closed position to an open position.
    [0011]
    11. Engine assembly according to any one of the preceding claims, characterized in that it comprises two fan cowls (34), each extending around the turbomachine about 180 °.
    [0012]
    12. Engine assembly according to claim 11 combined with claim 7, characterized in that in the closed position of the two fan cowls (34), the two third hood sectors (34c) are arranged in the aerodynamic continuity one of the other, being substantially diametrically opposed with respect to the attachment pylon (4).
    [0013]
    13. Aircraft (100) comprising at least one engine assembly (1) according to any one of the preceding claims.
    [0014]
    14. Aircraft according to the preceding claim, characterized in that at least one engine assembly (1) is suspended under each wing (104) of the aircraft. 30
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    同族专利:
    公开号 | 公开日
    CN105314119B|2020-05-19|
    CN105314119A|2016-02-10|
    FR3024435B1|2016-08-26|
    US20160031563A1|2016-02-04|
    US9783314B2|2017-10-10|
    引用文献:
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    FR2862045A1|2003-11-12|2005-05-13|Snecma Moteurs|Jet engine for use with fuselage of flight, has accessories are arranged at periphery of crank case having fixation points to fix hall stands, where accessories are arranged on case such that they are accessible from exterior of fuselage|
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    FR2832752B1|2001-11-27|2004-08-06|Airbus France|DEVICE FOR INDICATING FAULT IN THE CLOSING OF AT LEAST ONE LOCKING MECHANISM INTERPOSED BETWEEN TWO ELEMENTS|
    FR2907759B1|2006-10-31|2008-12-12|Aircelle Sa|NACELLE FOR TURBOREACTOR WITH SIDE OPENING|
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    US10875656B2|2017-09-15|2020-12-29|Bell Helicopter Textron Inc.|Bi-folding engine cowl having a plurality of open positions to provide access|
    FR3075886B1|2017-12-22|2019-12-27|Safran Nacelles|TURBOREACTOR NACELLE HAVING HOOD OPENINGS BEFORE ACCESS TO NACELLE FIXING POINTS|
    FR3079500A1|2018-03-29|2019-10-04|Airbus Operations|AIRCRAFT NACELLE WITH A ROTATING BLOWER HOOD INTEGRATING AN ACCESS HATCH|
    FR3081837B1|2018-06-05|2020-11-27|Airbus Operations Sas|AIRCRAFT TURBOMACHINE ASSEMBLY WITH ARTICULATED HOOD|
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    法律状态:
    2015-06-26| PLFP| Fee payment|Year of fee payment: 2 |
    2016-02-05| PLSC| Search report ready|Effective date: 20160205 |
    2016-07-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-07-24| PLFP| Fee payment|Year of fee payment: 4 |
    2018-07-25| PLFP| Fee payment|Year of fee payment: 5 |
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    2021-07-27| PLFP| Fee payment|Year of fee payment: 8 |
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