• 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 invention relates to a propulsion assembly (100) of an aircraft, said propulsion unit (100) comprising: - a turbojet engine (102) comprising a fan casing (110) and a central casing (112) around a longitudinal axis (105), - an attachment pylon (104) having a rigid structure (106), - a front engine attachment (152) interposed between a front end of the rigid structure (106) and an upper portion of the fan casing ( 110), said upper portion being in a vertical median plane (P) passing through the longitudinal axis (105), - a rear engine attachment (154) interposed between a median zone of the rigid structure (106) and a rear upper portion of the central casing (112), and - a device (156) for taking up the thrust forces generated by the turbojet engine (102) comprising two rods (158) arranged on both sides of the median plane (P) and articulated, d one side to the front, on a front part of the central casing (112), and, on the other hand at the back, directly on the rigid structure (106). Such an arrangement allows a simplification of the constraints in the presence and the possibility of designing a simpler rigid structure (106).
    公开号:FR3032180A1
    申请号:FR1550737
    申请日:2015-01-30
    公开日:2016-08-05
    发明作者:Olivier Pautis；Rohan Nanda
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the general field of the attachment of a turbojet engine under the wing of an aircraft. It relates in particular to a propulsion unit comprising a turbojet engine, in particular with a double flow, as well as an attachment device intended for attaching the turbojet engine under the wing of an aircraft. It also relates to an aircraft equipped with such a propulsion assembly. PRIOR ART FIG. 1 shows a propulsion unit 10 of the state of the art which is fixed under a wing 12 of an aircraft. The propulsion unit 10 comprises a turbojet engine 16 and an attachment pylon 14 through which the turbojet engine 16 is fixed. under the wing 12. Overall, the attachment mast 14 comprises a rigid structure 18, also called primary structure, carrying first fastening elements for fastening the turbojet 16. These first fasteners are formed of two engine fasteners 20 and 22, as well as a device 24 for taking up the thrust forces generated by the turbojet engine 16. The attachment mast 14 further comprises second fastening elements (not shown) for fixing the attachment pylon 14 at the wing 12. Of course, the propulsion unit 10 is intended to be surrounded by a nacelle (not shown).
    [0002] The attachment pylon 14 also has a plurality of secondary structures 26 attached to the rigid structure 18 and ensuring the segregation and maintenance of the systems while supporting aerodynamic fairing elements. The turbojet engine 16 comprises at the front a fan casing 28 surrounding an annular fan duct, and towards the rear a central casing 30 of smaller size, enclosing the heart of the turbojet engine 16. The casings 28 and 30 are, of course, integral with each other. one of the other. The first fastening elements comprise a front engine attachment 20 interposed between a front end of the rigid structure 18 and an upper part of the fan casing 28. On the other hand, the first fastening elements comprise the rear engine attachment 22 interposed between the rigid structure 18 and a rear portion of the central casing 30. Finally, these first fixing elements comprise the device for taking up the thrust forces generated by the turbojet engine 16, which comprises two connecting rods 24 (only one of which is visible on the 1) disposed on either side of a median vertical plane P of the turbojet engine 16 and hinged, on the one hand, on the fan casing 28, and, on the other hand, on a spreader fixed to the structure rigid 18. The device for taking up the thrust forces formed by the two connecting rods 24 and the spreader is designed to recover all or most of the forces oriented in the longitudinal direction The first fastening elements preferably form an isostatic system of connections between the rigid structure 18 and the turbojet engine 16. The front engine attachment 20 makes it possible to take up part of the forces oriented along the Y and Z directions, this being the case. generating strong moments of flexion My and Mz in the front part of the rigid structure 18, as well as a torsion moment Mx. Such loads require the establishment of a particular rigid structure 18 which takes the form of a closed box extending from the rear towards the front, substantially in the longitudinal direction X, and provided with transverse ribs (not represented) each taking the form of a rectangle oriented in a transverse plane.
    [0003] Such a structure is therefore relatively complex to design and implement. SUMMARY OF THE INVENTION An object of the present invention is to propose a propulsion assembly comprising a turbojet engine and a coupling device intended for the attachment of the turbojet engine under a wing of an aircraft, and which does not have the drawbacks of the prior art and which in particular simplifies the structure of the attachment pylon. For this purpose, is proposed a propulsion unit of an aircraft having a wing, said propulsion unit comprising: a turbojet engine comprising a fan casing and a central casing about a longitudinal axis; a suspension pylon having a structure rigid, - a front engine attachment interposed between a front end of the rigid structure and an upper part of the fan casing, said upper part being in a vertical median plane passing through the longitudinal axis, - a rear engine attachment interposed between a zone median of the rigid structure and an upper part of the central casing, and - a device for taking up the thrust forces generated by the turbojet comprising two connecting rods arranged on both sides of the median plane and articulated, on the one hand, on a front part of the central casing, and, secondly, directly on the rigid structure allowing, on the one hand, a recovery of the bending moments (Mz) around a vertical direction Z, and, secondly, an introduction at the engine attachment before only the turbojet engine suspension forces in the vertical direction Z and a biasing of the front part of the structure rigid by a simple bending moment (My) around a transverse direction Y.
    [0004] Such attachment allows to have only a resumption of suspension forces oriented along the Z axis at the front engine attachment and thus simplifies the structure of the rigid structure. Advantageously, the front part of the rigid structure takes the form of two C beams placed back to back.
    [0005] Advantageously, the front end of the rigid structure comprises a bore whose axis is parallel to the transverse direction of the turbojet, the upper part of the fan casing comprises a bore whose axis is parallel to the transverse direction, and the Front engine attachment consists of two shackles, each shackle receiving the bore of the rigid structure or the bore of the fan casing allowing the establishment of a pin in the axis of each of them. Advantageously, the central casing has two bores parallel to the longitudinal axis and on either side of the median plane, the rear engine attachment consists of two female yokes whose axis is parallel to the longitudinal axis, each clevis female receiving one of the bores fixed by the establishment of a pawn.
    [0006] Advantageously, each link is fixed to the central casing at a fastening plane passing through the longitudinal axis and parallel to the transverse direction of the turbojet engine. Advantageously, the propulsion unit comprises second fixing elements ensuring the attachment of the rigid structure to the wing and taking the form of two wings fixed on either side of the rigid structure at a rear portion, and each being pierced with a bore and, for each connecting rod, the longitudinal axis of said connecting rod passes through the bore disposed on the same side of the rigid structure as that of said connecting rod.
    [0007] Advantageously, the median zone of the rigid structure is in the form of a box comprising a set of transverse ribs, and one of them is in a plane defined by the longitudinal axis of the connecting rod and the transverse direction. Advantageously, the propulsion unit comprises a safety system comprising a rudder mounted rotatably under the rigid structure and extending on either side of the median plane and where each of the ends of the rudder is hingedly mounted on the central casing. Advantageously, at least one of the links between the link between the lifter and the rigid structure, or the links between the lifter and the central casing are loose. The invention also proposes an aircraft comprising a wing and a propulsion unit according to one of the preceding variants, the rigid structure of which is fixed under the wing. BRIEF DESCRIPTION OF THE DRAWINGS The characteristics of the invention mentioned above, as well as others, will appear more clearly on reading the following description of an exemplary embodiment, said description being given in relation to the accompanying drawings, among which: FIG. 1 shows an axial section of an assembly comprising an aircraft wing and a propulsion assembly of the state of the art, FIG. 2 is a side view of an aircraft according to the invention, FIG. 3 shows a perspective view of an assembly comprising an aircraft wing and a propulsion assembly according to the invention. DETAILED DESCRIPTION OF EMBODIMENTS FIG. 2 shows an aircraft 50 which has a wing 52 in which is mounted a propulsion assembly 100 which comprises a turbojet engine 102 and a pylon 104. By convention, X is called the longitudinal direction of the turbojet engine 102, this direction X being parallel to a longitudinal axis (105, Fig. 3) of this turbojet engine 102. On the other hand, Y is the transverse direction of the turbojet engine 102 which is horizontal when the aircraft is on the ground, and Z is the vertical direction or vertical height when the aircraft is on the ground, these three directions X, Y and Z being orthogonal to each other.
    [0008] On the other hand, the terms "front" and "rear" are to be considered with respect to a direction of advancement of the aircraft during operation of the turbojet engine 102, this direction being represented diagrammatically by the arrow 107. FIG. 3 shows the propulsion unit 100 which comprises the turbojet engine 102 and the pylon 104 by which the turbojet engine 102 is fixed to the wing 52. The pylon 104 is here represented by the rigid structure 106, also called primary structure , carrying first fasteners 150 for attachment of the turbojet engine 102. The rigid structure 106 extends in the longitudinal direction X between a front end and a rear end between which there is a central zone.
    [0009] These first fastening elements are formed of a front engine attachment 152 and a rear engine attachment 154, as well as a device 156 for taking up the thrust forces generated by the turbojet engine 102. in addition to the second fastening elements 108 for fixing the attachment pylon 104, and more particularly the rigid structure 106, to the wing 52. The turbojet engine 102 comprises at the front a fan casing 110 surrounding an annular fan duct , and inside and towards the rear of the fan casing 110, a central casing 112 of smaller size, enclosing the heart of the turbojet engine 102. The casings 110 and 112 are integral with one another.
    [0010] The front engine attachment 152 is interposed directly between a front end of the rigid structure 106 and an upper part of the fan casing 110, said upper part being in a vertical median plane XZ of the turbojet engine 102 which passes through the longitudinal axis 105 and which is subsequently called the median plane P. Thus, with the rear engine attachment 154 and the recovery device 156 described hereinafter, only the suspension forces of the turbojet engine 102 in the vertical direction Z are introduced at the level of the engine. front engine attachment 152. The fan casing 110 is thus suspended under the front end of the rigid structure 106. The front portion of the rigid structure 106 is thus solicited by a simple bending moment (My), contrary to what is obtained in the case of the state of the art where the front part of the rigid structure is solicited by a combined bending moment (My / Mz). The attachment pylon 104 is symmetrical with respect to the median plane P. The rear engine attachment 154 is interposed directly between the median zone of the rigid structure 106 and an upper rear portion of the central casing 112. The rear engine attachment 154 enables also a recovery of the suspension forces of the turbojet engine 102 in the vertical direction Z and the recovery of lateral or transverse forces oriented in the Y direction. The rear engine attachment 154 is constituted here of a plurality of attachment points which are distributed on either side of the median plane P. The device 156 for taking up the thrust forces generated by the turbojet engine 102 comprises two connecting rods 158 arranged on either side of the median plane P and articulated, on the one hand, to the front, on a front portion of the central casing 112, and, secondly, at the rear, directly on the rigid structure 106. The recovery device 156 is designed to resume the integrali or the majority of the forces oriented in the longitudinal direction of the rods 158. The two rods 158 are fixed to the rigid structure 106 independently of each other and directly, that is to say without mobile intermediate between they and the rigid structure 106 other than their articulation on the rigid structure 106 unlike the state of the art where the rudder is an intermediate element movable between the connecting rods and the rigid structure. The two connecting rods 158 also allow the recovery of the bending moments Mz. This arrangement makes it possible to avoid the recovery of the combined bending moments (My + Mz + Mx) by means of the front part of the rigid structure 106 and thus makes it possible to dispense with a complex structure of the front part of this structure rigid 106 which can be simplified compared to that of the state of the art. In the embodiment of the invention presented here, the front part of the rigid structure 106 takes the form of two C-beams placed back to back in order to constitute an I-beam. The front end of the rigid structure 106 comprises a bore whose axis is parallel to the transverse direction Y. In the embodiment of FIG. 3, the bore is made in a tab that the rigid structure 106 has at its front end. The upper portion of the fan casing 110 has a bore whose axis is parallel to the transverse direction Y. In the embodiment of FIG. 3, the bore is formed in a tab that the fan casing 110 has the periphery of its outer ring. Advantageously this leg is located in the rear area and twelve hours, but this position is not limiting to the latter. The front engine attachment 152 takes the form of two shackles 160, of which an upper shackle cooperates with the bore of the front end of the rigid structure 106, and a lower shackle cooperates with the bore of the upper part of the housing. 110. For each shackle, the fixing is then ensured by the establishment of a pin 162 through the bore. Thus the front engine attachment 152 consists of two shackles, each receiving the bore of the rigid structure 106 or the bore of the fan casing 110. The rear engine attachment 154 here takes the form of two female yokes 164 whose The axis is parallel to the longitudinal axis 105, each being disposed on either side of the median plane P and receiving a bore parallel to the longitudinal axis 105 of the central casing 112 which is fixed by a pin. Each female clevis 164 is rigidly fixed to the median zone of the rigid structure 106. In the embodiment shown in FIG. 3, the central casing 112 has, for each bore, a tab integral with said central casing 112 and in which the bore is made. Each connecting rod 158 is fixed by a yoke 166 to the rigid structure 106, the axis of each yoke 166 is here substantially parallel to the transverse direction Y. Each connecting rod 158 is fixed to the central casing 112 at a passing fastening plane. by the longitudinal axis 105 and parallel to the transverse direction Y. The attachment is provided here by a female yoke 168 of the rod 158 which receives a bore (not shown) of the central casing 112 which is fixed by a pin 170. L common axis between the yoke 168, the bore and the pin 170 is here contained in the attachment plane perpendicular to the longitudinal axis 105. The second fastening elements 108 allow the rigid structure 106 to be fixed to the wing 52 and take the form of two wings 172 fixed on either side of the rigid structure 106 at a rear portion of the rigid structure 106. Each wing 172 is pierced with a bore 174 provided to receive a fixing shaft 190 assuran t securing under the wing 52. The fixing shaft 190 and the wing 52 are here shown schematically in phantom for reasons of clarity. To ensure a better transfer of the stresses of the turbojet engine 102 to the wing 52, each connecting rod 158 is disposed on either side of the rigid structure 106 so that, for each connecting rod 158, the longitudinal axis of said connecting rod 158 passes through the bore 174 disposed on the same side of the rigid structure 106 as that of said connecting rod 158. This alignment is represented here by the transfer line 176 which coincides with the longitudinal axis of the connecting rod 158. The two wings 172 s extend substantially in the direction of the axis 176, for each of the sides. The middle zone of the rigid structure 106, which is seen in FIG. 3 in transparency, is in the form of a box having a set of transverse ribs 178, 179, 180 distributed in planes containing the transverse direction Y and each taking the form of a rectangle.
    [0011] To ensure a better transfer of the stresses of the turbojet engine 102 to the wing 52, one of the ribs 180 is aligned with the transfer line 176, that is to say that the rib 180 is in a plane defined by the line of transfer 176, or the longitudinal axis of the connecting rod 158, and the transverse direction Y. In other words, it can be said that to constitute a 'perfect' thrust line, at least one strand of the ribs 180 is aligned longitudinally with the transfer axis 176 and with the bore 174 of a wing 172. The propulsion unit 100 has a safety system 200 which ensures the maintenance of the turbojet 102 when an unforeseen event occurs, such as breaking of a connecting rod 158.
    [0012] The security system 200 comprises a spreader 202 rotatably mounted below the median zone of the rigid structure 106, in particular under the median zone, about an axis of rotation substantially parallel to the longitudinal axis 105 and in the median plane P. For this purpose, the rigid structure 106 comprises, under the median zone, a pallet 204 on which the lifter 202 is rotatably mounted.
    [0013] The pallet 204 is in the extension and integral with one of the ribs 179. The spreader 202 extends on either side of the median plane P and each of its ends is articulated on the central casing 112. For this purpose, the central casing 112 comprises two attachment means 206, each taking the form of a female yoke whose axis is substantially parallel to the longitudinal axis 105, and each of which one end of the rudder 202 is articulated. From these three points of connection, the rudder 202 here takes a general triangular shape. In order to prevent the safety system 200 from generating stresses in the normal operating mode, at least one of the links between the link between the lifter 202 and the rigid structure 106, or the links between the lifter 202 and the central casing 112 are cowards. This loosening clearance can be obtained, for example, by making oblong holes at the clevises or the pivot connection under the rigid structure 106. When an incident occurs, such as for example the breakage of a connecting rod 158, the Release clearance is then compensated for example by a slight deformation of the central casing 112 and the spreader 202 then supports said central casing 112 to resume the bending moments Mz.
    权利要求:
    Claims (10)
    [0001]
    CLAIMS1) Propulsion unit (100) of an aircraft (50) having a wing (52), said propulsion unit (100) comprising: - a turbojet engine (102) comprising a fan casing (110) and a central casing (112) about a longitudinal axis (105), - an attachment pylon (104) having a rigid structure (106), - a front engine attachment (152) interposed between a front end of the rigid structure (106) and a portion upper part of the fan casing (110), said upper portion being in a vertical median plane (P) passing through the longitudinal axis (105), - a rear engine attachment (154) interposed between a central zone of the rigid structure (106). ) and an upper part of the central casing (112), and - a device (156) for taking up the thrust forces generated by the turbojet engine (102) comprising two connecting rods (158) arranged on either side of the median plane (P). ) and articulated, on the one hand, on a front part of the central casing (112 ), and, secondly, directly on the rigid structure (106) allowing, on the one hand, a recovery of the bending moments (Mz) around a vertical direction Z, and, on the other hand, an introduction at the front engine attachment (152) only suspension forces of the turbojet engine (102) in the vertical direction Z and biasing the front portion of the rigid structure (106) by a simple bending moment ( My) around a transverse direction Y.
    [0002]
    2) Propulsive assembly (100) according to claim 1, characterized in that the front portion of the rigid structure (106) takes the form of two C beams placed back to back.
    [0003]
    3) propulsion unit (100) according to one of claims 1 or 2, characterized in that the front end of the rigid structure (106) comprises a bore whose axis is parallel to the transverse direction (Y) of the turbojet engine (102), in that the upper part of the fan casing (110) has a bore whose axis is parallel to the transverse direction (Y), and in that the front engine attachment (152) consists of two shackles (160), each shackle receiving the bore of the rigid structure (106) or the bore of the fan casing (110) allowing the placement of a pin (162) in the axis of each of them .
    [0004]
    4) Propulsive assembly (100) according to one of claims 1 to 3, characterized in that the central housing (112) has two bores parallel to the longitudinal axis (105) and on either side of the median plane ( P), in that the rear engine attachment (154) consists of two female yokes (164) whose axis is parallel to the longitudinal axis (105), each female yoke (164) receiving one of the bores fixed by the establishment of a pawn.
    [0005]
    5) Propulsion unit (100) according to one of claims 1 to 4, characterized in that each rod (158) is fixed to the central casing (112) at a fastening plane passing through the longitudinal axis (105). ) and parallel to the transverse direction (Y) of the turbojet engine (102).
    [0006]
    6) propulsion unit (100) according to one of claims 1 to 5, characterized in that it comprises second fastening elements (108) ensuring the attachment of the rigid structure (106) to the wing (52) and taking the shape of two wings (172) fixed on either side of the rigid structure (106) at a rear portion, and each being pierced with a bore (174) and, in that, for each connecting rod (158), the longitudinal axis of said rod (158) passes through the bore (174) disposed on the same side of the rigid structure (106) as that of said rod (158).
    [0007]
    7) Propulsive assembly (100) according to claim 6, characterized in that the central zone of the rigid structure (106) is in the form of a box having a set of transverse ribs (178, 180), and in that that one of them (180) is in a plane defined by the longitudinal axis of the connecting rod (158) and the transverse direction (Y)
    [0008]
    8) propulsion unit (100) according to one of claims 1 to 7, characterized in that it comprises a safety system (200) comprising a spreader (202) rotatably mounted under the rigid structure (106) and s extending on either side of the median plane (P) and where each end of the spreader bar (202) is hingedly mounted on the central casing (112).
    [0009]
    9) propulsion assembly (100) according to claim 8, characterized in that at least one of the links between the link between the lifter (202) and the rigid structure (106), or the links between the lifter (202) and the central casing (112) are loose.
    [0010]
    10) Aircraft (50) having a wing (52) and a propulsion unit (100) according to one of claims 1 to 9, the rigid structure (106) is fixed under the wing (52).
    类似技术:
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    FR2931800A1|2009-12-04|DEVICE FOR RETRIEVING THE THRUST EFFORTS FOR AN AIRCRAFT ENGINE HITCHING MATERIAL, COMPRISING SIDEWHEEL RODS WITH INTEGRATED PALIERIER STOPS
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    FR2961172A1|2011-12-16|SUSPENSION OF A TURBOMOTOR OR THE LIKE TO AN AIRCRAFT PYLON WITH INTEGRATED SAFETY.
    EP2763898A1|2014-08-13|Aircraft propulsion assembly
    FR2887522A1|2006-12-29|Aircraft shipset, has turboshaft engine fixing mast with units to fix box forming rigid structure under box forming aerofoil unit, where fixing units have fastener with insert fitting placed inside structure and box forming aerofoil unit
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    同族专利:
    公开号 | 公开日
    CN105836143A|2016-08-10|
    US9919804B2|2018-03-20|
    US20160221682A1|2016-08-04|
    CN105836143B|2019-12-13|
    FR3032180B1|2018-05-18|
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    法律状态:
    2016-01-21| PLFP| Fee payment|Year of fee payment: 2 |
    2016-08-05| PLSC| Publication of the preliminary search report|Effective date: 20160805 |
    2017-01-20| PLFP| Fee payment|Year of fee payment: 3 |
    2018-01-19| PLFP| Fee payment|Year of fee payment: 4 |
    2020-01-21| PLFP| Fee payment|Year of fee payment: 6 |
    2021-01-21| PLFP| Fee payment|Year of fee payment: 7 |
    2022-01-19| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1550737A|FR3032180B1|2015-01-30|2015-01-30|PROPELLANT ASSEMBLY COMPRISING A TURBOJET ENGINE AND A COUPLING MAT FOR A NEW DISTRIBUTION OF EFFORTS BETWEEN THE TURBOJET AND THE VIL|
    FR1550737|2015-01-30|FR1550737A| FR3032180B1|2015-01-30|2015-01-30|PROPELLANT ASSEMBLY COMPRISING A TURBOJET ENGINE AND A COUPLING MAT FOR A NEW DISTRIBUTION OF EFFORTS BETWEEN THE TURBOJET AND THE VIL|
    US15/008,593| US9919804B2|2015-01-30|2016-01-28|Propulsion assembly incorporating a turbofan and a mounting pylon enabling a new distribution of the forces between the turbofan and the wing|
    CN201610064064.7A| CN105836143B|2015-01-30|2016-01-29|aircraft propulsion assembly comprising a turbojet and a mounting pylon|
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