• 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:
    The present invention relates to a propulsion unit (101) for an aircraft, comprising: - a stationary assembly, - a cover, pivoting between an operating position and a maintenance position allowing access to the turbojet engine for regular maintenance operations and operations. maintenance irregular, - at least one jack (123) secured to the stationary assembly via a main fitting (125) mounted on the stationary assembly, and secured to the movable cowl, - at least one safety rod ( 129) secured to the movable cowl and the stationary assembly via said main fitting. The propulsion unit according to the invention is remarkable in that: the jack (123) is dimensioned to allow an alternative passage of the cover between an operating position and a regular maintenance position only, - the safety rod (129) is dimensioned to maintain the bonnet in the regular maintenance position only, - the main fitting (125) is dimensioned to allow only regular maintenance operations, and in that it includes a secondary fitting (145) mounted on the main fitting ( 125), dimensioned to allow irregular maintenance operations, and supporting at least said cylinder (123) when the hood is in an irregular maintenance position.
    公开号:FR3025556A1
    申请号:FR1458399
    申请日:2014-09-08
    公开日:2016-03-11
    发明作者:Jean-Philippe Joret；Emmanuel Lesteven；Vincent Peyron；Patrick Boileau
    申请人:Aircelle SA；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a propulsion unit for an aircraft and a method of opening a movable cowl of said propulsion unit. An aircraft is driven by several turbojets each housed in a nacelle. A nacelle generally has a tubular structure along a longitudinal axis comprising a fixed upstream section constituted by an air inlet upstream of the turbojet engine, a fixed median section intended to surround a fan of the turbojet engine, a downstream section housing inversion means. of thrust and intended to surround the combustion chamber of the turbojet, the upstream and downstream of the nacelle being defined with reference to the direction of flow of the air flow in the nacelle in direct jet operation, the upstream of the nacelle corresponding to a part of the nacelle through which the flow of air enters, and the downstream corresponding to an ejection zone of said air flow. A propulsion unit for aircraft is constituted by a nacelle and a turbojet engine. FIG. 1 diagrammatically shows a downstream portion 15 of a propulsion unit 1 for an aircraft, in the closed position. Such a propulsion unit 1 is typically suspended from a fixed structure of the aircraft, for example under a wing or on the fuselage, by means of a suspension mast 3 attached to the turbojet engine 5. The modern nacelles are intended to house a double flow turbojet engine capable of generating, via the blades of the rotating fan, a flow of hot air (also called "primary flow") coming from the combustion chamber of the turbojet engine, and a cold air flow ( "Secondary flow") which flows outside the turbojet through an annular passage also called flow vein. The terms "downstream" and "upstream" refer here to the direction of flow of air circulation in the turbojet engine. A turbojet engine usually comprises a section called "upstream" comprising the blades of the fan and a section called "downstream" housing the gas generator. The downstream part of a propulsion unit comprises a thrust reverser 7 comprising two half-annular half-covers 9 surrounding the downstream section 30 of the turbojet engine 5. The thrust reverser 7 represented in FIG. 1 is of the "D-duct" type. That is to say that each half-cover 9 of the inverter comprises a fixed outer half-structure 11, called "Outer Fixed Structure" (OFS) and a fixed internal half-structure 13, called "Inner" Fixed Structure "(IFS), surrounding the structure of the engine 35 proper downstream of the turbojet engine and integral with the fixed outer half-structure 11. The inner and outer half-structures 11 and 13 define a flow vein 15 intended to channel the flow of cold air flowing outside the turbojet engine. The primary and secondary flows are ejected from the engine by the rear of the nacelle.
    [0002] The fixed external structure 13 comprises an upstream portion and a downstream portion on which is mounted a cover (not visible in the figures) movable in translation and adapted to cover the thrust reversal means when they are not used. In case of need of the thrust reversal means, the movable cowling translates downstream to a position called "reverse jet position" in which the thrust reverser means are discovered. Each half-cover 9 of the thrust reverser is mounted on a hinge 17 fixed to the suspension mast 3. In order to carry out the maintenance of the turbojet engine 5, it is known to access the latter by pivoting each half-cover 9 of the thrust reverser about axes 19 substantially collinear with a longitudinal axis 21 of the propulsion unit, thanks to the hinges 17, as shown in Figure 2 schematically illustrating the downstream portion of the propulsion assembly 1 in the maintenance position. In this position, each half-cover 9 of the thrust reverser has pivoted about the axes 19, and an operator can access the turbojet engine 5 to perform maintenance of the turbojet engine.
    [0003] Also known in the prior art are thrust reversers of the C-duct type, for which each half-cover comprises an external half-structure and an internal half-structure similar to those described with reference to FIGS. 1 to 4. Unlike the D-duct type thrust reverser previously described, the internal half-structure of a C-duct-type thrust reverser half-cover is not integral with the external half-structure of said half-helmet. inverter hood. Whatever the type of inverter, C-duct or D-duct, the passage of an operating position in which the inverter is closed to a maintenance position in which the inverter is open is typically carried out by the actuation of a jack. Referring to Figures 3 and 4, illustrating the downstream portion of the propulsion assembly 1 in isometric view, the thrust reverser 7 being shown respectively in the operating position and in the maintenance position. The pivoting of each half-cover 9 of the inverter 7 is obtained by the actuation of a jack 23 called cylinder "COS", acronym frequently used to designate the Anglo-Saxon term "Cowl Opening System". The jack 23, which may be for example hydraulic, electric or pneumatic, comprises a fixed part 3025556 mounted on a fitting 25 mounted on the turbojet engine 5, and a movable part fixed on a fitting 27 mounted on the half-cover 9 inverter. The maintenance of the hoods in the maintenance position is further reinforced by means of a safety rod 29, a rod frequently designated by the acronym 5 "HOR" for "Hold Open Rod" in English terminology The rod 29 comprises a fixed first end on the fitting 25 mounted on the turbojet engine 5, and a second end attached to a fitting 31 mounted on the half-cover 9. Access to the turbojet engine may also require the opening of half-cowl constituting the fan housing of the turbojet engine. The opening of these half-covers can also be performed in the manner of what has been described with reference to Figures 1 and 2, that is to say by pivoting these half-covers around substantially collinear axes. to the longitudinal axis of the propulsion unit via COS cylinders and HOR rods. Among the maintenance operations commonly carried out on a turbojet engine, there are so-called "regular" maintenance operations and so-called "irregular" maintenance operations. The regular maintenance operations concern propulsion equipment that requires frequent control, typically several times a month. This is equipment generally positioned near the gas generator of the turbojet, more generally in an area of the propulsion unit requiring an opening angle of each half-inverter cover between 30 and 45 degrees approximately . The irregular maintenance operations concern equipment of the propulsion system for which infrequent control is required, typically one to two times during the life of the aircraft. This is equipment of the propulsion assembly generally positioned near the turbojet engine suspension pole, more generally in an area of the propulsion unit requiring an opening angle of each half-inverter cover of between 50 and about 60 degrees.
    [0004] The regular or irregular maintenance operations are performed thanks to the cylinder COS 23 and the rod HOR 29 described with reference to FIGS. 3 and 4. For this purpose, the cylinders 23 of the propulsion unit have a stroke making it possible to reach the opening angles of the half-covers 9 required to perform irregular maintenance operations. The connecting rods 29 and the fittings 25, 27 and 31 are dimensioned to withstand the forces generated by the opening of the half-covers during a transition to the irregular maintenance position. Such sizing of the fittings and connecting rods substantially increases the mass of the nacelle. Moreover, these COS cylinders and these HOR rods of the prior art have two distinct lengths of deployment, each length making it possible to obtain an opening angle for regular maintenance operations and for irregular maintenance operations. Each of these two positions requires the presence of a stabilizer and a stability indicator of the rods and jacks, to indicate to the operator the position reached and to prohibit any unexpected closure of the hood. The presence of these stabilizers and position indicators on the COS cylinders and 10 HOR rods of the prior art complicates and increases the mass of these rods and jacks. In addition, in addition to the limited reliability offered by these rods and jacks of the prior art, their manufacturing complexity leads to relatively high manufacturing costs. According to another embodiment of the prior art, two points of attachment of the HOR rod and two points of attachment of the jack COS equip the hood, 15 to reach the regular and irregular maintenance positions with connecting rods and cylinders having a single deployment length. For this purpose, the cover includes fittings adapted to support the COS cylinders and HOR rods adapted to support the two maintenance positions. The presence of these two fittings for each cylinder and for each rod substantially increases the mass of the nacelle. The present invention aims to provide an easy-to-use means for accessing the propulsion unit to perform irregular maintenance operations, while reducing the weight of the nacelle compared to the prior art.
    [0005] To this end, the present invention relates to a propulsion unit for an aircraft, comprising a nacelle and a turbojet engine, said propulsion unit comprising: a stationary assembly, at least one hood, pivotally mounted on a substantially collinear axis at a longitudinal axis of the propulsion unit, between an operating position and a maintenance position allowing access to the turbojet engine for regular maintenance operations and irregular maintenance operations, said irregular maintenance operations requiring an opening angle of said hood, relative to its operating position, greater than the opening angle of said cover required to perform regular maintenance operations, - at least one jack secured to the movable cowl and secured to the stationary assembly via 'a main fitting mounted on the stationary assembly, - at least one safety connecting rod It is secured to the movable cowl and secured to the stationary assembly by means of said main fitting, the propulsion assembly according to the invention being remarkable in that: the jack is sized to allow an alternating passage of the cowl between a operating position and a maintenance position allowing access to the turbojet engine for regular maintenance operations only, 10 - the safety rod is dimensioned to maintain the hood in the maintenance position allowing access to the turbojet engine for regular maintenance operations only, the main fitting is dimensioned to allow only regular maintenance operations, and in that it comprises a secondary fitting mounted on the main fitting, said secondary fitting being dimensioned to allow irregular maintenance operations and supporting at least said jack when the hood is da ns a maintenance position allowing access to the turbojet engine for irregular maintenance operations.
    [0006] Thus, by providing for dimensioning the jack, the safety rod and the main fitting so as to allow only regular maintenance operations, the weight of the nacelle is considerably lightened compared to the prior art, in that it It is no longer necessary to dimension the cylinder stroke and the safety rod length so as to allow passage and maintenance of the associated half-cover in a position allowing irregular maintenance operations, for which the angle of opening of said cover is greater than that required to allow the opening of said cover in a position for regular maintenance operations. The passage in a position of the movable cowl allowing irregular maintenance operations is made possible by the secondary fitting, dimensioned to allow irregular maintenance operations and supporting at least the jack. According to all the optional features of the propulsion assembly according to the invention: the main fitting and the secondary fitting comprise bores adapted to receive means for holding the secondary fitting in a position allowing regular maintenance operations or in a position allowing irregular maintenance operations; the means for holding the secondary fitting on the main fitting comprise holding rods adapted to pass at least partially through said bores; - the safety rod is mounted on the secondary fitting when the secondary fitting is positioned to allow irregular maintenance operations; the safety rod is mounted on the stationary assembly of the propulsion unit when the secondary fitting is positioned so as to allow irregular maintenance operations; the secondary fitting has a substantially triangular shape; - The safety rod is mounted on an extension of the secondary fitting; 15 - the hood is constituted by a hood included in the following group: D-duct type thrust reverser cowl, C-duct type thrust reverser cowl, thrust reverser door to doors, half-cover of the turbojet fan casing. The present invention also relates to a method for opening a movable propulsion assembly cowl according to a first embodiment of the invention, remarkable in that it comprises the following steps aimed at: lengthening the jack up to open the hood in a position suitable for regular maintenance operations; - disconnect the cylinder from the main fitting; Positioning the secondary fitting on the main fitting; the secondary fitting is considered as a maintenance tool and is not embedded in the aircraft. It is only available in maintenance shops that perform irregular maintenance tasks. Regular maintenance tasks must be able to be carried out at any airport where the aircraft is landing; - Fix the cylinder on the secondary fitting so that said cylinder take the efforts of the hood; - disconnect the safety rod from the main fitting; - secure the safety rod to the secondary fitting.
    [0007] The present invention furthermore relates to a method of opening a movable propulsion assembly cowl according to a second embodiment of the invention, remarkable in that it comprises the following steps aimed at: lengthening the jack to open the hood in a position suitable for regular maintenance operations; - rotate the secondary fitting so as to at least increase the relative distance between a point of attachment of the cylinder and the main fitting; - disconnect the safety rod from the main fitting; - Fix the safety rod on the secondary fitting or on the stationary assembly of the propulsion unit. Other features, objects and advantages of the present invention will appear on reading the description which follows and on examining the appended figures, in which: FIG. 1 schematically represents a downstream part of a set propellant of the prior art, in the closed position; - Figure 2 shows schematically the downstream portion of the propulsion unit of Figure 1, in the maintenance position; FIG. 3 illustrates the downstream part of the propulsion unit of the prior art in isometric view, in which the thrust reverser is represented in the operating position; - Figure 4 illustrates is a view similar to that of Figure 3, the thrust reverser is shown in the maintenance position; FIG. 5 is an isometric view of the propulsion unit according to a first embodiment of the invention, in which the inverter cover is in the operating position; FIG. 6 is a detailed view of zone VI of FIG. 5; FIG. 7 is an isometric view of the propulsion unit of FIG. 5, in which the inverter cover is in the maintenance position allowing access to the turbojet engine for regular maintenance operations; FIG. 8 is a detailed view of zone VIII of FIG. 7; FIGS. 9a to 9f illustrate the steps of the method according to the invention making it possible to pass from a maintenance position of the inverter cover allowing access to the turbojet engine for regular maintenance operations to a maintenance position allowing a access to the turbojet engine for irregular maintenance operations; FIG. 10 is an isometric view of the propulsion unit of FIG. 5, in which the inverter cover is in the maintenance position allowing access to the turbojet engine for irregular maintenance operations; FIGS. 11a to 11f relate to a first variant of a second embodiment of the invention; FIGS. 12a to 12f relate to a second variant of the second embodiment of the invention. Note that in the description and in the claims, the terms "upstream" and "downstream" must be understood in relation to the flow of air flow inside the propulsion unit formed by the nacelle and the turbojet engine. That is, from left to right with reference to Figs. 5 to 12. In addition, throughout the figures, like or similar references represent like or like members or assemblies.
    [0008] In the description and claims of the present application, the stationary assembly of the propulsion unit is understood to mean a region of the propulsion unit which remains stationary during a passage between an operating position and a maintenance position. This region may belong to the turbojet engine or to the nacelle.
    [0009] Figures 5 to 10 refer to a propulsion assembly 101 made according to a first embodiment of the invention. Referring to Figure 5, showing the propulsion assembly 101 in isometric view, wherein the inverter cover is in the operating position.
    [0010] The propulsion unit 101 comprises a nacelle, in downstream part of which is mounted a thrust reverser 107, and a turbojet engine 105 constituting a stationary assembly of the propulsion unit. The propulsion unit 101 is suspended from a fixed structure of the aircraft, for example under a wing or on the fuselage, by means of a suspension pylon 103, attached to the turbojet engine 105.
    [0011] The thrust reverser 107 of the propulsion unit 101 comprises two semi-annular half-covers 109 surrounding the downstream section of the turbojet engine 105. In FIG. 5, only one of these two half-covers has been shown. The thrust reverser 107 shown in FIG. 5 is of the "D5 duct" type, but the invention is also applicable to "Cduct" type thrust reversers. The half-cover 109 of the thrust reverser 107 is mounted on a hinge 117 fixed to the suspension pylon 103. The thrust reverser 107 of the propulsion unit 101 comprises the so-called "COS" jacks 123, which jacks may be for example hydraulic, electric or pneumatic, as well as safety rods 129 called "HOR". Each jack 123 comprises a fixed part mounted on the main fitting 125, and a movable part fixed on a fitting 127 mounted on the half-cover 9 of inverter, while each safety rod 129 is secured to the turbojet and the hood mobile, in that each rod comprises a first end attached to the main fitting 125 and a second end attached to a fitting 131 mounted on the half-cover 109. As seen in more detail in Figure 6, illustrating an enlargement of the zone VI of FIG. 5, the jack 123 is integral with the turbojet engine 105 via the main fitting 125 mounted on the turbojet engine 105. The cylinder 123 is mounted on the main fitting via a holding rod 133, substantially transverse to a side wall 135 of said bracket and passing through the main fitting through a bore 137 passing through the thickness of the fitting 125. The safety rod 129 is itself pivotally mounted on a holding rod 139, 25 also substantially transverse to the side wall 135 of said bracket and through the main fitting through a bore 141 passing through the thickness of the fitting 125. The main fitting 125 comprises furthermore a bore 143 passing through the thickness of said fitting. According to the invention, the main fitting 125 is dimensioned to allow only regular maintenance operations, that is to say that it has mechanical characteristics adapted to support maintenance operations allowing access to the turbojet engine for regular maintenance operations. The passage from an operating position to a maintenance position permitting access to the turbojet engine for regular maintenance operations is performed by pivoting each half-cover 109 of the thrust reverser 107 about a substantially collinear axis 119. to a longitudinal axis 121 of the propulsion unit, thanks to the hinges 117. The pivoting of each half-cover 109 of the inverter 107 is obtained by the actuation of the jack 123. According to the invention, the jack 123 is sized to 5 allow an alternative passage between an operating position and a maintenance position allowing access to the turbojet engine for regular maintenance operations only. Fig. 7 illustrates the half-cover 109 in the regular maintenance position, in which position the half-cover 109 has rotated by an angle of between about 30 and about 45 degrees with respect to its operating position. This maintenance position, called regular, allows access to equipment generally positioned near the gas generator of the turbojet engine. The maintenance of each half-cover 109 in the regular maintenance position is reinforced by the safety rod 129, sized to maintain the half-cover in the maintenance position allowing access to the turbojet engine for regular maintenance operations only. FIG. 8 is an enlargement of the zone VIII of FIG. 7, on which the safety rod 129 has pivoted on the rod 139, with respect to the position which was represented in FIG.
    [0012] When an operator wishes to carry out irregular maintenance operations, operations concerning propulsion unit equipment generally positioned near the turbojet engine suspension column, and more generally in an area of the propulsion unit requiring an opening angle. of each half-cover of inverter between approximately 50 and 60 degrees, the operator 25 proceeds as follows, according to the method of opening movable covers of the propulsion unit according to the invention, the steps of which are illustrated Figures 9a to 9f referred to herein. When the half-covers 9 are in the operating position, that is to say closed, the operator actuates the cylinders 123 to lengthen them (step A of FIG. 9a) until they arrive at the end stop and that they are in a position in which the half-covers 9 are open in a position allowing regular maintenance operations, position typically having an opening angle between about 30 and about 45 degrees relative to their operating position. This position is shown in Figure 9a.
    [0013] In this position, the half-covers 9 are held in the regular maintenance position via the safety rods 129, which are locked, in abutment. In this position, no effort passes through the cylinders 123, and the operator removes the rods 133 on which the cylinders 123 (step B) are mounted, which makes it possible to disconnect the cylinders 123 from their main fitting 125, in any case. security. The fixed end of each cylinder 123 is then moved to shorten the length of the cylinder (step C), as shown in Figure 9b. As shown in FIG. 9c, the operator positions a secondary fitting 145 on the main fitting 125 (step D). The secondary fitting has a substantially triangular shape, having a base 146 and an extension 148, and is dimensioned to allow irregular maintenance operations, and for this purpose has suitable mechanical characteristics and geometry to support maintenance operations allowing access to the turbojet engine for irregular maintenance operations.
    [0014] The secondary fitting 145 comprises four bores 147, 149, 151, 153, for example through the thickness of the fitting, a positioning of which in the alignment of some of the bores of the main fitting makes it possible to maintain the secondary fitting on the main fitting, through rods passing through said bores. The bores 147, 149 and 151 are made at the base 146 of the secondary fitting 145, and the bore 153 is made at the extension 148 of the secondary fitting. The operator introduces a holding rod 155 passing through the bore 147 of the secondary fitting and the bore 143 of the main fitting, and a holding rod 157 passing through the bore 151 of the secondary fitting and the bore 137 of the 25 main fitting, which ensures the maintenance of the secondary fitting 145 on the main fitting 125. The operator then introduces a holding rod 159 through the bore 149 of the secondary fitting 145 and supporting the cylinder 123 (step E). The operator then adjusts the jack so as to relieve the safety rod 129, until the cylinder 123 takes up the efforts of the associated half-cover 9.
    [0015] As illustrated in FIG. 9d, the rod 139 on which the safety rod 129 is mounted is removed (step F), and the connecting rod 129 is disconnected from the main fitting 125. The end of the safety rod 129 is moved towards the bore 153 of the secondary fitting 145 (step G). The safety rod 129 is then attached to the extension 148 of the secondary fitting 145 via a holding rod 161 passing through the bore 153 of the secondary fitting 145 (step H).
    [0016] FIG. 9f illustrates the propulsion assembly according to the invention, equipped with the secondary fitting 145 according to the invention, on which the cylinder COS 123 and the safety rod HOR 129. are fixed. The propulsion assembly 101 according to the invention. The invention is illustrated in Figure 10 in the maintenance position for performing irregular maintenance operations. The presence of the secondary fitting 145 has made it possible to move the attachment points of the jack 123 and the safety rod 129 a few centimeters from those initially provided on the main fitting 125 to carry out regular maintenance operations. More specifically, the presence of the secondary fitting 10 makes it possible to increase by a few centimeters the relative distance between the point of attachment of the jack COS and the main fitting, as well as the relative distance between the point of attachment of the safety rod. HOR and the main fitting. This makes it possible to obtain a stroke of the cylinder COS and a longer length of the safety rod HOR compared to those obtained when the COS cylinders and the safety rods 15 HOR were positioned on the main fitting. A cylinder stroke and an identical rod length are then maintained for regular and irregular maintenance operations, which makes it possible to have COS cylinders and HOR rods with a single stable position and dimensioned for regular maintenance operations only, unlike COS cylinders and HOR rods 20 of the prior art, sized to support irregular maintenance operations requiring an opening angle of half-covers larger than that required to perform regular maintenance operations. This then makes it possible to reduce the weight of the propulsion unit in that the weight of the HOR rods, the COS cylinders and the main fitting is less than that obtained according to the prior art in which these parts are more complex, because the need for two stable positions and their oversizing. According to a second embodiment of the invention, the secondary fitting is permanently mounted on the main fitting, either so that it allows regular maintenance operations, or so that it allows operations to be carried out. irregular maintenance. Unlike the first embodiment which provides for mounting the secondary fitting on the main fitting only when it is desired to perform irregular maintenance operations, the second embodiment provides for a permanent mounting of the secondary fitting on the main fitting.
    [0017] According to a first variant of this second embodiment, shown in FIGS. 11a to 11f, which are now referred to, the secondary fitting 245 has a substantially triangular shape, having a base 246 and an extension 248. The main fitting 225 comprises four bores 263, 265, 267 and 269 (269 visible in FIG. 11c), for example through the thickness of the main fitting, and the secondary fitting also comprises four bores 247, 249, 251, 253, for example crossing the thickness of the secondary fitting. The bores 247, 249 and 251 are made at the base 246 of the secondary fitting 245, and the bore 253 is made at the extension 248 of the secondary fitting.
    [0018] When the half-covers 9 are in the maintenance position to carry out regular maintenance operations, as shown in FIG. 11a, the bores 247 and 249 of the secondary fitting 245 are respectively positioned relative to the bores 263. and 265 of the main fitting 225. Retaining rods 271 and 273, each substantially transverse to a side wall of the main fitting 15, respectively pass through the bores 247, 263, and the bores 249, 265, which allows the maintenance of the secondary fitting on the main fitting, both in the maintenance position shown in Figure 12a and in the operating position, not shown position. In the operating position and in the maintenance position to carry out regular maintenance operations, the fixed part of the jack 223 is mounted on the secondary fitting 245 thanks to a holding rod 275 passing through the bore 253 of the secondary fitting, and the mobile part of said cylinder is fixed on a fitting mounted on the half-inverter cover. In these same positions, the safety rod 229 is connected to the main fitting 225 by means of a retaining rod 277 passing through the bore 267 of the main fitting, and to a fitting mounted on the half -capot of inverter. When an operator wishes to perform irregular maintenance operations, he proceeds as follows, for each set consisting of the COS cylinder and the HOR rod.
    [0019] The operator removes the holding rod 273 passing through the bores 249 and 265 (step A). The operator then performs, manually and without tools, a rotation of the secondary fitting 245 (step B, Figure 11b) in the counterclockwise direction when looking at the propulsion unit from upstream to downstream. By thereby rotating the secondary fitting 245, the relative distance between the point of attachment of the jack 223 and the main fitting 225 has been increased by a few centimeters. This makes it possible to obtain a greater stroke of the jack 223 than that obtained when the secondary fitting 245 was mounted on the main fitting 225 in its position illustrated in FIG. 11a. When the jack 223 is in the position shown in FIG. 11c, the holding rod 273 is introduced into the bore 249 of the secondary fitting 245, which is positioned opposite the bore 269 of the main fitting 225 (step C). The rod 277 holding the safety rod 229 on the main fitting 225 is removed from the bore 267 (step D). As illustrated in FIG. 11d, the safety rod 229 is disconnected from the main fitting 225, and the end of said connecting rod is moved towards the bore 251 of the secondary fitting 245 (step E). The safety rod 229 is then attached to the extension 258 of the secondary fitting 245 via the holding rod 277, now passing through the bore 251 of the secondary fitting 245 (step H).
    [0020] FIG. 11f illustrates the propulsion assembly according to the invention, equipped with the secondary fitting 245 according to the invention, on which the jack COS 223 and the safety rod HOR 229 are fixed. The rotation of the secondary fitting 245 has enabled to increase by a few centimeters the relative distance between the attachment point of the cylinder 223 and the main fitting 225, as well as the relative distance between the point of attachment of the safety rod 229 and the main fitting, with respect to their position according to which the jack and the safety rod make it possible to carry out regular maintenance operations. This makes it possible to obtain a greater stroke of the jack 223 and a longer connecting rod length than those obtained when the secondary fitting 245 was mounted on the main fitting 225 in the position illustrated in FIG. 11a. As for the first embodiment, this second mode makes it possible to have COS cylinders and HOR rods with a single stable position and dimensioned for regular maintenance operations only, unlike the COS cylinders and the HOR rods of the prior art. , dimensioned to withstand irregular maintenance operations requiring an opening angle of the half-covers larger than that required to perform regular maintenance operations. This then makes it possible to reduce the weight of the propulsion unit in that the weight of the HOR rods, the COS jacks and the main fitting is less than that obtained according to the prior art in which these parts are more complex due to the need for two stable positions and their oversizing.
    [0021] According to a second variant of this second embodiment, shown in FIGS. 12a to 12f, which is now referred to, the secondary fitting 345 has a substantially triangular shape. The main fitting 325 is identical to the main fitting 225 and comprises four bores 363, 365, 367 and 369 (369 visible in FIG. 12d), for example through the thickness of the main fitting. The secondary fitting 345 differs from the secondary fittings 145 and 245 in that it has no extension. The secondary fitting 345 comprises three bores 347, 349, and 353, for example through the thickness of the secondary fitting.
    [0022] When the half-covers 9 are in the maintenance position to carry out regular maintenance operations, as shown in FIG. 12a, the bores 347 and 349 of the secondary fitting 345 are respectively positioned relative to the bores 363. and 365 of the main fitting 325. Holding rods 371 and 373, each substantially transverse to a side wall of the main fitting 15, respectively pass through the bores 347, 363, and the bores 349, 365, which allows the maintenance of the secondary fitting on the main fitting both in the maintenance position shown in FIG. 12a and in the operating position, position not shown. In the operating position and in the maintenance position to carry out regular maintenance operations, the fixed part of the jack 323 is mounted on one of the vertices of the triangle constituted by the secondary fitting 345, by virtue of a holding rod 375 passing through the bore 353 of the secondary fitting, and the movable portion of said cylinder is fixed on a fitting mounted on the reverser half-cover. In these same positions, the safety rod 329 is connected to the main fitting 325 via a holding rod 377 passing through the bore 367 of the main fitting, and to a fitting mounted on the half -capot of inverter. When an operator wishes to perform irregular maintenance operations, he proceeds as follows, for each set consisting of the cylinder 30 COS and the HOR rod. The operator removes the holding rod 373 through the bores 349 and 365 (step A). The operator then enters a key 379 into a drive square 381 of the secondary fitting 345 (step B, FIG. 12b). This key is of the standard type 35 and makes it possible to temporarily mount a lever arm on the secondary fitting 345. The operator then makes a rotation of the secondary fitting 345 (step C, figure 3025556 16 12c) by means of the key 379, in counter-clockwise when looking at the propulsion unit from upstream to downstream. By thereby rotating the secondary fitting 345, the relative distance between the point of attachment of the jack 323 and the main fitting 325 has been increased by a few centimeters. This makes it possible to obtain a greater stroke of the jack 323 than that obtained when the secondary fitting 345 was mounted on the main fitting 325 in its position illustrated in FIG. 12a. When the jack 323 is in the position shown in FIG. 12d, the holding rod 373 is introduced into the bore 349 of the secondary fitting 345, which is positioned opposite the bore 369 of the main fitting 10 325 (step D). As shown in Fig. 12e, the key is removed from the drive square 381, and the rod 377 securing the safety link 329 to the main fitting 325 is removed from the bore 367 (step E). The safety rod 329 is then disconnected from the main fitting 325 (step F), and the end of said rod is moved to an attachment point (not shown) provided on the turbojet engine, said point of attachment. fastener being selected to allow opening of the hood in irregular maintenance position, having an opening angle greater than that required for a regular maintenance operation. FIG. 12f illustrates the propulsion assembly according to the invention, equipped with the secondary fitting 345 according to the invention, on which the jack COS 323 is fixed, the HOR 329 safety rod not being represented in this figure. The rotation of the secondary fitting 345 has made it possible to increase by a few centimeters the relative distance between the point of attachment of the jack 323 and the main fitting 325, with respect to its position according to which the jack makes it possible to carry out maintenance operations. regular. This makes it possible to obtain a greater stroke of the jack 323 than that obtained when the secondary fitting 345 was mounted on the main fitting 325 in its position illustrated in FIG. 12a. The safety rod 329 is itself positioned on an attachment point of the turbojet, separate from the secondary fitting. This attachment point is chosen so that the connecting rod allows the maintenance of the hood in a position allowing irregular maintenance operations of the propulsion unit. As for the first embodiment and the first variant of the second embodiment, this variant makes it possible to have COS cylinders and HOR rods with a single stable position and dimensioned for regular maintenance operations only, unlike the COS jacks. and HOR rods of the prior art, sized to withstand irregular maintenance operations requiring an opening angle half-hood larger than for performing regular maintenance operations. This then makes it possible to reduce the weight of the propulsion unit in that the weight of the HOR rods, the COS jacks and the main fitting is less than that obtained according to the prior art in which these 5 pieces are more complex (two positions). stable) and are oversized. According to an aspect common to the two embodiments of the invention, the cables or pipes arranged at the hinge portion of the inverter covers and supplying equipment integral with the inverter covers, are also shortened compared to the art. prior, so as to allow only one opening of the inverter covers in a regular maintenance position. When it is desired to move the propulsion unit into an irregular maintenance position, the parts in the hinge opening zone of the covers are removed so as not to prevent the opening of the covers in the irregular maintenance position.
    [0023] This advantageously makes it possible also to limit the weight of the propulsion unit, in that all of these pipes and cables are dimensioned to allow the opening of the bonnet in the maintenance position, permitting only regular maintenance operations.
    [0024] The description of the present application refers to D-duct type thrust reverser hoods. It should be understood that the present invention is not limited to D-duct type reverser half-covers, but on the contrary covers all types of movable covers of the propulsion unit, such as for example a half -capot C-duct a thrust reverser, a door thrust reverser door 25, or a half-cover of turbojet fan casing. As goes without saying, the invention is not limited to the embodiments of the propulsion unit, described above only as illustrative examples, but it encompasses all the variants involving the technical equivalents. described means and combinations thereof if they fall within the scope of the invention.
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A propulsion unit (101, 201, 301) for an aircraft, comprising a nacelle and a turbojet engine, said propulsion unit comprising: - a stationary assembly, - at least one hood, pivotally mounted on an axis (119) substantially collinear with a longitudinal axis ( 121) of the propulsion unit, between an operating position and a maintenance position allowing access to the turbojet engine for regular maintenance operations and irregular maintenance operations, said irregular maintenance operations requiring an opening angle of said hood, relative to its operating position, greater than the opening angle of said cover required to perform regular maintenance operations, - at least one jack (123, 223, 323) integral with the movable cowl and secured to the stationary assembly via a main fitting (125, 225, 325) mounted on the stationary assembly, - at least one safety rod (129, 229, 329) secured to the movable cowl and secured to the stationary assembly by means of said main fitting (125, 225, 325), said propulsion unit (101, 201, 301) being characterized in that: - the jack (123, 223, 323) is dimensioned to allow an alternative passage of the cover between an operating position and a maintenance position allowing access to the turbojet engine for regular maintenance operations only, - the safety rod (129, 229, 329 ) is dimensioned to maintain the hood in the maintenance position allowing access to the turbojet engine for regular maintenance operations only, - the main fitting (125, 225, 325) is dimensioned to allow only regular maintenance operations, and in that it comprises a secondary fitting (145, 245, 345) mounted on the main fitting (125, 225, 325), said secondary fitting being dimensioned to permit op irregular maintenance rations and supporting at least said actuator (123, 223, 323) when the cover is in a maintenance position providing access to the turbojet for irregular maintenance. 3025556 19
    [0002]
    2. Propulsion unit (101, 201, 301) according to claim 1, characterized in that the main fitting (125, 225, 325) and the secondary fitting (145, 245, 345) comprise bores (137, 141, 143). , 147, 149, 151, 153, 247, 249, 251, 253, 263, 265, 267, 269, 347, 349, 353, 363, 365, 367, 369) adapted to receive means 5 for holding the fitting secondary (145, 245, 345) in a position allowing regular maintenance operations or in a position allowing irregular maintenance operations.
    [0003]
    3. Propulsion unit (101, 201, 301) according to claim 2, characterized in that the means for holding the secondary fitting (145, 245, 345) on the main fitting (125, 225, 325) comprise rods holding means (133, 139, 155, 157, 159, 161, 271, 273, 275, 277, 371, 373, 375, 377) adapted to at least partially traverse said bores. 15
    [0004]
    4. Propulsion unit (101, 201) according to any one of claims 1 to 3, characterized in that the safety rod (129, 229) is mounted on the secondary fitting (145, 245) when the secondary fitting is positioned so as to allow irregular maintenance operations. 20
    [0005]
    5. Propulsion unit (301) according to any one of claims 1 to 3, characterized in that the safety rod (329) is mounted on the stationary assembly of the propulsion unit when the secondary fitting is positioned so as to allow improper maintenance operations. 25
    [0006]
    6. Propulsive assembly (101, 201, 301) according to any one of claims 1 to 5, characterized in that the secondary fitting (145, 245, 345) has a substantially triangular shape.
    [0007]
    7. propulsion unit (101, 201) according to any one of claims 1 to 4 or 6, characterized in that the safety rod (129, 229) is mounted on an extension (148, 248) of the secondary fitting (145, 245).
    [0008]
    8. Propulsion unit (101, 201, 301) according to any one of claims 1 to 7, characterized in that the cover is constituted by a cover included in the following group: half-type thrust reverser hood D-duct, C-duct type thrust reverser cowl, thrust reverser door with doors, turbojet fan case half cover. 3025556 20
    [0009]
    9. A method of opening a movable propulsion assembly (101) according to any one of claims 1 to 4 and 6 to 8, characterized in that it comprises the following steps to: 5 - lengthen the cylinder (123) to open the hood in a position suitable for regular maintenance operations; - disconnect the cylinder (123) from the main fitting; - position the secondary fitting (145) on the main fitting (125); - Fix the cylinder (123) on the secondary fitting (145) so that said cylinder 10 take the efforts of the hood; - disconnect the safety rod (129) from the main fitting (125); - secure the safety rod (129) to the secondary bracket.
    [0010]
    10. A method of opening a movable propulsion unit (201, 301) according to claim 1, comprising the following steps: 223, 323) to open the hood in a position suitable for regular maintenance operations; - rotating the secondary fitting (245, 345) so as to at least increase the relative distance between a point of attachment of the jack (223, 323) and the main fitting (225, 325); - disconnect the safety rod (229, 329) from the main fitting (225, 325); - Fix the safety rod (229, 329) on the secondary fitting (245) or 25 on the stationary assembly of the propulsion unit.
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    同族专利:
    公开号 | 公开日
    EP3191368A1|2017-07-19|
    US10633103B2|2020-04-28|
    FR3025556B1|2016-09-09|
    US20170174353A1|2017-06-22|
    WO2016038286A1|2016-03-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4399966A|1980-12-31|1983-08-23|The Boeing Company|Power opening system for engine cowl doors|
    FR2771710A1|1997-12-03|1999-06-04|Aerospatiale|OPENING DEVICE COMMON TO TWO ADJACENT HOODS FOR AN AIRCRAFT NACELLE|
    FR2920145A1|2007-08-20|2009-02-27|Aircelle Sa|SHOCK ABSORBER TURBO BOREHOUSE FOR HALF SHELL|
    FR2920208B1|2007-08-20|2012-10-12|Aircelle Sa|AIRCRAFT ENGINE NACELLE HOOD OPENING HOOK|WO2014164238A1|2013-03-13|2014-10-09|United Technologies Corporation|Gas turbine engine hydraulically operated nacelle latch|
    US10173783B2|2016-08-23|2019-01-08|Airbus Helicopters|Rotorcraft with cowling able to rotate and translate relative to the fuselage|
    FR3077606B1|2018-02-05|2020-01-17|Airbus|NACELLE OF A TURBOREACTOR COMPRISING AN EXTERNAL REVERSE DOOR|
    FR3079878A1|2018-04-05|2019-10-11|Airbus Operations|TURBOREACTOR COMPRISING A NACELLE EQUIPPED WITH AN INVERTER SYSTEM COMPRISING AN ARTICULATED COVER|
    法律状态:
    2015-09-15| PLFP| Fee payment|Year of fee payment: 2 |
    2016-03-11| PLSC| Search report ready|Effective date: 20160311 |
    2016-08-10| PLFP| Fee payment|Year of fee payment: 3 |
    2017-08-24| PLFP| Fee payment|Year of fee payment: 4 |
    2018-03-02| CD| Change of name or company name|Owner name: SAFRAN NACELLES, FR Effective date: 20180125 |
    2018-09-07| PLFP| Fee payment|Year of fee payment: 5 |
    2019-08-20| PLFP| Fee payment|Year of fee payment: 6 |
    2020-08-19| PLFP| Fee payment|Year of fee payment: 7 |
    2021-08-19| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1458399A|FR3025556B1|2014-09-08|2014-09-08|PROPELLER ASSEMBLY FOR AIRCRAFT AND METHOD FOR OPENING A MOBILE HOOD THEREFROM PROPULSIVE ASSEMBLY|FR1458399A| FR3025556B1|2014-09-08|2014-09-08|PROPELLER ASSEMBLY FOR AIRCRAFT AND METHOD FOR OPENING A MOBILE HOOD THEREFROM PROPULSIVE ASSEMBLY|
    EP15770564.1A| EP3191368A1|2014-09-08|2015-09-07|Propulsion unit for an aircraft and method for opening a movable cowl of said propulsion unit|
    PCT/FR2015/052365| WO2016038286A1|2014-09-08|2015-09-07|Propulsion unit for an aircraft and method for opening a movable cowl of said propulsion unit|
    US15/453,308| US10633103B2|2014-09-08|2017-03-08|Propulsion unit for an aircraft and method for opening a movable cowl of said propulsion unit|
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