• 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 an aircraft engine assembly comprising a motor (52), a mast (54) and a motor link connecting the motor (52) and the mast (54). The aircraft engine assembly is characterized in that the front engine attachment (92) of the engine connection comprises: at least one forward link (104) which connects the primary structure (76) of the mast and the core (58); ) of the motor (52) and which takes up the vertical forces, and - at least one link (106) which connects the primary structure (76) of the mast (54) and the fan casing (70) of the motor (52) and which ensures the recovery of horizontal forces and perpendicular to the axis of rotation of the motor and / or a torque along the axis of rotation of the motor.
    公开号:FR3040369A1
    申请号:FR1558137
    申请日:2015-09-02
    公开日:2017-03-03
    发明作者:Frederic Journade；Eric Renaud；Laurent Agostini
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    AIRCRAFT ENGINE ASSEMBLY COMPRISING A FRONT ENGINE ATTACHMENT
    IMPROVED
    The present invention relates to an aircraft engine assembly comprising an improved front engine attachment.
    As illustrated in FIGS. 1 and 2, an aircraft 10 comprises several engine assemblies 12 which are positioned under the wing 14 of the aircraft 10 in a configuration.
    As illustrated in FIG. 2, a motor unit 12 comprises a motor 15, a nacelle 16 positioned around the motor 15 and a mast 18 which provides the connection between the motor 15 and the rest of the aircraft 10, in particular the wing 14.
    As illustrated in FIGS. 3A and 3B, the mast 18 comprises a rigid primary structure 20 which ensures, among other things, the transmission of forces between the engine 15 and the rest of the aircraft 10 and a secondary structure 21 which envelops the primary structure 20 and which limits the drag of the mast.
    The present invention more specifically relates to aircraft engines of the turbojet turbofan type. As illustrated in FIGS. 3A and 3B, this type of motor 15 comprises a core 22 which notably comprises a rotor pivotable relative to a stator along an axis of rotation 24 and a fan casing 26 which has approximately a cylindrical shape and in which is positioned a blower connected to the rotor of the core 22 of the engine.
    Throughout the description, the front and rear concepts refer to the direction of flow of the gases, the front corresponding to the admission of gases (air) into the engine and the rear corresponding to the exhaust gas (combustion gas). In addition, an intermediate portion of an element corresponds to a portion disposed between a front portion and a rear portion. The notions high and low refer to the links between the mast and the rest of the aircraft, the top corresponding to the connection between the mast and the wing of the aircraft and the bottom corresponding to the connection between the mast and the engine.
    The core 22 extends from a front casing 28 which includes an air inlet to a rear casing 30 which includes an exhaust of the combustion gases.
    According to one design, the primary structure 20 of the mast 18 is connected to the engine 15 by a link which comprises a rear engine attachment 32, a front engine attachment 34 and a pair of push rods 36 which ensure the resumption of the thrust forces.
    According to a first variant illustrated in FIG. 3A and described in document FR-2 963 322, the rear engine attachment 32 connects an intermediate portion 38 of the primary structure 20 of the mast 18 and the rear case 30 of the core 22 of the engine 15. , the forward engine attachment 34 connects the front end 40 of the primary structure 20 of the mast 18 and the front housing 28 of the core 22 of the engine 15 and the thrust rods 36 connect the intermediate portion 38 of the primary structure 20 and the front casing 28 of the heart 22 of the engine. According to a first drawback related to this variant, the area between the core 22 of the engine and the primary structure 20 is reduced and does not allow the integration of equipment complementary to the engine which are therefore positioned above the primary structure 20 of the mast. This implantation leads to increase the volume of the secondary structure 21 and impacts the drag of the aircraft.
    According to another disadvantage, this variant leads to providing a relatively large distance between the core 22 of the engine and the wing 14.
    According to a second variant illustrated in FIG. 3B, the front engine attachment 34 connects the front end 40 of the primary structure 20 of the mast 18 and the fan casing 26. This solution leads to increasing the area situated between the core 22 of the engine and the primary structure 20 which allows to accommodate equipment complementary to the engine. This variant also leads to reducing the distance between the core 22 of the engine and the wing 14. However, the front end 40 of the primary structure 20 being positioned above the fan casing 26, this second variant leads to limiting the diameter. 26. This diameter tends to become larger because of the increase in the dilution ratio of the new engines.
    Also, the present invention aims to overcome the disadvantages of the prior art. For this purpose, the subject of the invention is an aircraft engine assembly comprising a motor, a mast and a nacelle in which the engine is positioned, the engine comprising: a core which comprises a stator and a rotor, the pivoting rotor along an axis of rotation relative to the stator, - a blower connected to the rotor and positioned in a fan casing, the mast comprising a primary structure connected to the motor by an engine link which comprises: - a rear engine attachment which connects an intermediate part of the primary structure and the engine core, - a front engine attachment which connects a front end of the primary structure and the engine, and - at least two thrust rods.
    According to the invention, the aircraft engine assembly is characterized in that the forward engine attachment comprises at least one forward link connecting the primary structure of the mast and the engine core and at least one link which connects the primary structure mast and the engine blower housing.
    According to a first advantage, this configuration makes it possible to accommodate at least one additional equipment in an area located between the engine core and the primary structure of the mast.
    According to another advantage, the front end being shifted upwards relative to the rear engine attachment, the distance separating the heart of the engine and the wing is reduced.
    According to another advantage, the diameter of the fan casing which conditions the engine dilution ratio is not limited by the distance separating the front end of the primary structure of the mast and the ground.
    According to another advantage, the forces related to the weight of the engine are taken up by the front rod at the engine core, which tends to reduce the stresses on the fan casing. Advantageously, each forward link is connected at a first end to a front end of the primary structure of the mast by a pivoting connection along a horizontal axis perpendicular to the axis of engine rotation and at a second end at the heart of the engine by a link. pivoting along a horizontal axis and perpendicular to the axis of engine rotation.
    Preferably, the front link is connected to a portion of the stator and the orientation of the front link is convergent with the axis of rotation in a plane perpendicular to the axis of rotation, the plane containing a front bearing providing guidance in rotation of the rotor with respect to the stator positioned the most at the front of the engine.
    According to another characteristic, the connection which connects the primary structure of the mast and the fan casing comprises at least one pair of connecting elements arranged in a plane perpendicular to the axis of rotation, each connecting element of the pair being symmetrical with the other connecting element with respect to the primary structure, each connecting element being connected on the one hand to the primary structure and on the other hand to the fan casing or to at least one element of the nacelle immobile in rotation according to the axis of rotation relative to the fan casing.
    According to a first variant, the connection comprises two lateral links, each of them comprising a first end connected to the primary structure by a pivoting connection along an axis parallel to the axis of rotation and a second end connected to the fan casing by a pivotal connection along an axis parallel to the axis of rotation.
    According to a second variant, the connection comprises at least a first connecting element connecting a first hood of the nacelle to the primary structure of the mast and at least a second element connecting a second hood of the nacelle to the primary structure of the mast, the first and second covers being immobile in rotation along the axis of rotation relative to the fan casing.
    According to a first embodiment, the first and second connecting elements are in the form of at least one fitting disposed in a plane perpendicular to the axis of rotation which comprises a central portion fixed to the primary structure of the mast and which extends on either side of the primary structure, symmetrically, the fitting comprising ends connected to the first and second covers of the nacelle.
    According to a second embodiment, the first and second connecting elements are lateral connecting rods arranged on either side of the primary structure, each lateral connecting rod comprising a first end connected by means of an articulation to the primary structure and a second end. connected to one of the hoods. Preferably, each joint is a pivot connection with a vertical pivot axis. The invention also relates to an aircraft comprising at least one engine assembly according to the invention. Other features and advantages will become apparent from the following description of the invention, a description given by way of example only, with reference to the appended drawings in which:
    FIG. 1 is a perspective view of an aircraft,
    FIG. 2 is a perspective view of an aircraft engine assembly,
    FIG. 3A is a side view of a nacelle-free aircraft engine assembly which illustrates a first variant of the prior art,
    FIG. 3B is a side view of an aircraft engine assembly without a platform that illustrates a second variant of the prior art,
    FIG. 4 is a side view of an aircraft engine assembly without a nacelle which schematically illustrates the invention,
    FIG. 5 is a perspective view of a front engine attachment which illustrates a first variant of the invention,
    FIG. 6 is a perspective view at a first angle of view of the front end of a primary structure of a mast which illustrates the first variant of the invention,
    FIG. 7 is a perspective view along a second angle of view of the front end of the primary structure visible in FIG. 6,
    FIG. 8 is a perspective view of a front engine attachment which illustrates a second variant of the invention,
    FIG. 9 is a perspective view from above of an engine assembly which illustrates the second variant of the invention,
    FIG. 10 is a perspective view of the front end of a primary structure of a mast which illustrates the second variant of the invention,
    FIG. 11 is a side view of the front end of the primary structure visible in FIG.
    Figures 4, 8 and 9, there is shown at 50 a motor assembly of an aircraft which comprises a motor 52, a mast 54 and a nacelle 56 (partially visible only in Figures 8 and 9).
    According to one embodiment, the motor 52 is a turbofan engine. It comprises: a core 58 which comprises a rotor 60 pivoting about an axis of rotation 62 relative to a stator 64 which comprises a front casing 66 with an air inlet and a rear casing 68 with an exhaust of the combustion gases, a blower connected to the rotor 60 positioned in a fan casing 70 connected to the front casing 66 by radial arms.
    The front casings 66, rear 68 and fan 70 are approximately concentric with the axis of rotation 62. In addition, the motor 52 comprises bearings ensuring the rotational guidance of the rotor 60 relative to the stator 64. One of the bearings is positioned the front of the engine 52, inside the front casing 66, and is called front bearing 72.
    For the rest of the description, an axis X coincides with the axis of rotation 62 of the motor 52, a Y axis is perpendicular to the X and horizontal axis and an axis Z is perpendicular to the X and vertical axis. A vertical longitudinal plane contains the X axis and the Z axis, a horizontal longitudinal plane contains the X axis and the Y axis, a transverse plane is a plane perpendicular to the X axis.
    According to a configuration illustrated in FIG. 4, the mast 54 makes it possible to connect the motor unit 50 to a wing 74, the motor unit 50 being positioned under the wing 74.
    The mast 54 comprises a primary structure 76 positioned in a fairing (not shown) which gives the mast 54 aerodynamic characteristics. According to one embodiment, the primary structure 76 is a box structure which comprises an upper spar 78, a lower spar 80, side panels 84 and stiffeners 86.
    The primary structure 76 is connected by a wing link 94 to the wing 74 and connected by an engine link to the engine 52.
    According to one configuration, the engine link comprises a rear engine attachment 88 which connects an intermediate portion 90 of the primary structure 76 and the core 58 of the engine 52, more particularly the rear casing 68. The engine connection also comprises a front engine attachment 92 which connects a front end 102 of the primary structure 76 and the motor 52. Finally, the engine connection also comprises at least two thrust rods 96 arranged symmetrically with respect to the vertical longitudinal plane and which connect the intermediate portion 90 of the primary structure 76 and the core 58 of the motor 52, more particularly the front casing 66.
    According to one embodiment, the primary structure 76 of the mast has in a vertical longitudinal plane an approximately triangular section, a first substantially horizontal side forms the upper spar 78, the lower spar 80 forming a second side of the triangle positioned forwards, a rear spar 98 (visible in Figure 4) connecting the upper spar 78 and lower 80. The lower spar 80 and the rear spar 98 are connected at a low edge 100 offset downwardly relative to the upper spar 78.
    The upper spar 78 and the lower spar 80 are joined or separated by a small distance at the front end 102.
    According to one embodiment, in a view from above, the lateral edges of the upper and lower spurs 78 and 80 are convergent towards the front so that the front end 102 forms a point oriented towards the front. The front engine attachment 92 is positioned at the forward end 102 of the primary structure 76 of the mast 54, the rear engine attachment 88 is positioned at the lower spar 80 near the lower edge 100.
    According to a feature of the invention, the front engine attachment 92 comprises at least one forward link 104 which connects the primary structure 76 of the mast 54 and the core 58 of the engine 52 and at least one link 106 which connects the primary structure 76 of the mast 54 and the fan casing 70.
    According to this configuration, the front end 102 of the primary structure 76 of the mast 54 is spaced from the core 58 of the motor 52 which makes it possible to accommodate at least one additional equipment 108 in an area between the core 58 of the engine and the structure primary 76. Thus, this configuration tends to reduce the volume enveloped by the fairing of the mast 54 and thus to limit the impact on the aerodynamics of the motor assembly 50.
    According to another advantage, the front end 102 being shifted upwards relative to the rear engine attachment 88, the distance between the core 58 of the motor 52 and the wing 74 is reduced.
    According to another advantage, the front end 102 of the primary structure 76 of the mast 54 is shifted rearwardly relative to the fan casing 70 and is no longer positioned above said fan casing 70. The diameter of the fan casing 70 which conditions the dilution ratio of the motor 52 is no longer limited by the distance separating the front end 102 of the primary structure 76 of the mast 54 and the ground S.
    According to another advantage, the forces along the Z axis are taken up by the connecting rod 104 before the core 58 of the engine 52, which tends to reduce the stresses on the fan casing 70. According to one embodiment, the fastener front engine 92 comprises a single front connecting rod 104 connected to the front end 102 of the primary structure 76 of the mast 54 and disposed in the vertical longitudinal plane. In the presence of several front rods 104, the latter are arranged symmetrically with respect to the vertical longitudinal plane.
    Preferably, each front link 104 is connected to each of its ends, either to the primary structure 76 or to the motor 52, by means of a joint which allows at least one degree of freedom in the direction of the Y axis. forward link 104 ensures the recovery of forces in the direction of the Z axis.
    Advantageously, each end of each front link 104 is pivotable with respect to an axis of rotation 110, 110 'parallel to the axis Y.
    According to an embodiment visible in FIGS. 6 and 7, the front end 102 of the primary structure 76 of the mast 54 comprises a yoke 112 with two wings arranged on either side of the front connecting rod 104 and a first end of the front connecting rod 104 comprises a bore traversed by an axis of rotation 110 supported by the yoke 112.
    According to another embodiment visible in Figure 10, the front end 102 comprises a connecting plate 114, disposed in the vertical longitudinal plane. The connecting plate 114 has a bore traversed by an axis of rotation 110 which is supported by a yoke 116 integral with the front rod 104.
    According to an embodiment visible in Figures 10 and 11, a yoke 118 secured to the heart 58 of the motor 52 comprises two wings which support an axis of rotation 110 ', a second end of the front rod 104 comprising a bore traversed by the rotation axis 110 '.
    Preferably, the front link 104 is connected to a portion of the stator 64 so that the orientation of the forward link 104 is convergent with the X axis in a transverse plane containing the front bearing 72. Thus, the flexion between the rotor 60 and the stator 64 is reduced.
    According to a first variant visible in FIGS. 5 to 7, the link 106 of the front engine attachment 92 directly connects the primary structure 76 and the fan casing 70.
    Preferably, the connection 106 comprises two lateral rods 120, 120 'arranged in a transverse plane, on either side of the primary structure 76.
    Each lateral rod 120, 120 'is connected at one end to the front end 102 of the primary structure 76 of the mast 54 and at a second end to the fan casing 70. Each end of each lateral rod 120, 120' is connected. either at the front end 102 or the fan casing 70 by a hinge.
    According to one embodiment, the front end 102 of the primary structure 76 of the mast 54 comprises a plate 122 with on either side ears 124, each of them being connected to a lateral rod 120, 120 'by a axis of rotation 126 parallel to the axis X. According to this embodiment, each lateral link 120, 120 'can pivot about the axis of rotation 126 in a transverse plane. Preferably, the plate 122 comprises the yoke 112 connected to the front rod 104.
    Each lateral link 120, 120 'comprises at each end bores 128, 128' oriented along the X axis, a bore 128 housing the axis of rotation 126 connected to the primary structure 76 and a bore 128 'housing an axis of rotation. 130 connected to the fan casing 70.
    According to a second variant visible in FIGS. 8 to 11, the link 106 of the front engine attachment indirectly connects the primary structure 76 and the fan casing 70.
    The nacelle 56 is on the one hand connected to the mast 54 and more particularly to the primary structure 76 of the mast 54 and on the other hand immobilized in rotation about the axis X with respect to the fan casing 70.
    According to one embodiment, the nacelle 56 comprises two covers 132 and 132 'approximately symmetrical with respect to the vertical longitudinal plane. Each cover 132, 132 'has a half-cylindrical shape and comprises a first edge 136, 136' connected by a link 134, 134 'to the mast 54 and a second edge opposite the first edge 136, 136'.
    According to one embodiment, the connection between each cover 132 and 132 'and the mast 54 is a pivotal connection, each cover 132, 132' being movable relative to the mast 54 about a pivot axis 138, 138 'between a open position in which the second edges of the covers 132, 132 'are spaced apart and a closed position in which the second edges are contiguous, a locking / unlocking system ensuring the maintenance of the covers 132, 132' in the closed position. In this closed position, the covers 132, 132 'are immobilized in rotation around the axis X relative to the fan casing 70.
    Preferably, the connection 134, 134 'comprises for each cover 132, 132' at least one connecting element 140, 140 'arranged in a transverse plane, connected on the one hand to the primary structure 76 of the mast 54 and on the other hand share hood 132,132 '.
    Advantageously, the connecting elements 140 connecting the first cover 132 to the primary structure 76 of the mast 54 are aligned with the connecting elements 140 'of the second cover 132' in order to limit the appearance of moments in the primary structure 76.
    According to a first configuration, the connecting elements 140, 140 'are fixed with respect to the primary structure 76. According to one embodiment, the connecting elements 140, 140' are in the form of at least one fitting 142 arranged in a transverse plane whose central portion is fixed on the upper spar 78 of the primary structure 76 and which extends on either side of the primary structure 76, symmetrically, the fitting 142 comprising at each end a bore 144, 144 ', a first bore 144 guiding the pivot axis 138 of the first cover 132, the second bore 144' guiding the pivot axis 138 'of the second cover 132'.
    According to a second configuration, the connecting elements 140, 140 'are articulated with respect to the primary structure 76 of the mast 54. According to one embodiment, the connecting elements 140, 140' are lateral connecting rods 146, 146 'disposed of on each side of the primary structure 76, each lateral connecting rod 146, 146 'comprising a first end connected by means of a hinge 148 to a plate 150 fixed to the upper spar 78 of the primary structure 76 and a second end which comprises a boring 152, 152 'guiding one of the pivot axes 138, 138' of the covers 132, 132 '.
    Depending on the case, the hinge 148 is a pivot connection with a pivot axis oriented along the Z axis as illustrated in Figures 9 and 10 or with a pivot axis oriented along the X axis.
    According to the second variant, the connecting elements 140, 140 'are symmetrical with respect to the vertical longitudinal plane. As illustrated in FIGS. 9 and 10, some connecting elements 140, 140 'can be fixed and others articulated with respect to the primary structure 76 of the mast 54.
    Whatever the variant, the link 106 of the forward engine attachment which directly or indirectly connects the primary structure 76 and the fan casing 70 comprises at least one pair of connecting elements arranged in a transverse plane symmetrically with respect to each other. to the primary structure 76, each connecting element being connected on the one hand to the primary structure 76 and on the other hand to the fan casing 70 or to at least one element of the nacelle stationary in rotation about the X axis by relative to the fan casing 70. Thus, these connecting elements 120, 140, 140 'ensure the recovery of the forces along the Y axis and / or a torque along the X axis. The fact of connecting the connecting elements to the casing blower allows to move them away from the axis of rotation 62 of the motor 52 and to increase their ability to absorb the forces along the Y axis and / or a torque along the X axis.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    An aircraft engine assembly (50) comprising a motor (52), a mast (54) and a nacelle (56) in which the engine (52) is positioned, the engine (52) comprising: - a core (58) ) which comprises a stator (64) and a rotor (60), the rotor (60) being pivotable about an axis of rotation (62) with respect to the stator (64), - a fan connected to the rotor (60) positioned in a fan casing (70), the mast (54) comprising a primary structure (76) connected to the motor (52) by an engine connection which comprises: - a rear engine attachment (88) which connects an intermediate portion (90) of the primary structure (76) and the core (58) of the engine (52), - a forward engine attachment (92) which connects a forward end (102) of the primary structure (76) and the engine (52), and - at at least two thrust rods (96), the aircraft engine assembly (50) being characterized in that the forward engine attachment (92) comprises at least one forward link (104) which connects the primary structure (76) of the mast and the core (58) of the engine (52) and at least one link (106) which connects the primary structure (76) of the mast and the fan case (70) of the engine.
    [2" id="c-fr-0002]
    2. Aircraft engine assembly (50) according to claim 1, characterized in that each front link (104) is connected at a first end to a front end (102) of the primary structure (76) of the mast (54). by a pivotal connection along a horizontal axis and perpendicular to the axis of rotation (62) and at a second end to the core (58) of the engine by a pivotal connection along a horizontal axis and perpendicular to the axis of rotation (62) .
    [3" id="c-fr-0003]
    3. Aircraft engine unit (50) according to claim 1 or 2, characterized in that the front link (104) is connected to a portion of the stator (64) and that the orientation of the front link (104) is convergent with the axis of rotation (62) in a plane perpendicular to the axis of rotation (62), the plane containing a front bearing (72) providing rotational guidance of the rotor (60) relative to the stator (64); ) positioned at the front of the engine (52).
    [4" id="c-fr-0004]
    4. Aircraft engine assembly (50) according to one of the preceding claims, characterized in that the link (106) which connects the primary structure (76) of the mast and the fan casing (70) comprises at least one pair connecting elements (120, 120 ', 140, 140') disposed in a plane perpendicular to the axis of rotation (62), each connecting element (120, 140) of the pair being symmetrical with the other element of connection (120 ', 140') with respect to the primary structure (76), each connecting element being connected on the one hand to the primary structure (76) and on the other hand to the fan casing (70) or to the at least one element of the nacelle (56) immobile in rotation along the axis of rotation (62) relative to the fan casing (70).
    [5" id="c-fr-0005]
    5. Aircraft engine assembly (50) according to claim 4, characterized in that the link (106) comprises two lateral rods (120, 120 '), each of which comprises a first end connected to the primary structure (76). ) by a pivotal connection along an axis parallel to the axis of rotation (62) and a second end connected to the fan casing (70) by a pivotal connection along an axis parallel to the axis of rotation (62).
    [6" id="c-fr-0006]
    6. Engine assembly (50) aircraft according to claim 4, characterized in that the link (106) comprises at least a first connecting element (140) connecting a first cover (132) of the nacelle (56) to the primary structure (76) of the mast and at least a second element (140 ') connecting a second cover (132') of the nacelle (56) to the primary structure (76) of the mast, the first and second covers (132, 132 ') being immobile in rotation along the axis of rotation (62) with respect to the fan casing (70).
    [7" id="c-fr-0007]
    7. Aircraft engine assembly (50) according to claim 6, characterized in that the first and second connecting elements (140, 140 ') are in the form of at least one fitting (142) arranged in a plane perpendicular to the axis of rotation (62) which comprises a central part fixed to the primary structure (76) of the mast (54) and which extends on either side of the primary structure (76), symmetrically, the fitting (142) having ends connected to the first and second covers (132,132 ') of the nacelle.
    [8" id="c-fr-0008]
    8. Aircraft engine assembly (50) according to claim 6 or 7, characterized in that the first and second connecting elements (140, 140 ') are lateral rods (146, 146') arranged on both sides. other of the primary structure (76), each lateral link (146, 146 ') comprising a first end connected by a hinge (148) to the primary structure (76) and a second end connected to one of the covers (132, 132 ').
    [9" id="c-fr-0009]
    9. Aircraft engine assembly (50) according to claim 8, characterized in that each hinge (148) is a pivot connection with a vertical pivot axis.
    [10" id="c-fr-0010]
    10. Aircraft comprising at least one motor assembly (50) according to one of the preceding claims.
    类似技术:
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    FR2873985A1|2006-02-10|AIRCRAFT ENGINE ASSEMBLY
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    FR3071820A1|2019-04-05|AIRCRAFT ENGINE ASSEMBLY
    FR2610592A1|1988-08-12|COMBINATION OF AIRPLANE AND DRIVE GROUP
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    CA2716742A1|2009-09-17|Attachment structure for a turbojet engine
    FR2898336A1|2007-09-14|Aerodynamic fairing e.g. flap track fairing, for aircraft, has waist arranged along transversal direction, where waist is formed on lateral flanges using respective reinforcements which are opposite to each other
    WO2014174222A1|2014-10-30|Structure for suspending a twin prop-fan engine from a structural element of an aircraft
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    EP3670350B1|2021-03-24|Propulsion assembly of an aircraft comprising a connecting fairing between a nacelle and a pylon of the aircraft provided with a removable cover and aircraft provided with said propulsion assembly
    WO2015104494A1|2015-07-16|Structure for the suspension of a turboprop engine having two unducted propellers on a structural element of an aircraft with secure attachment of the air intake structure
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    同族专利:
    公开号 | 公开日
    CN106477054B|2021-05-07|
    US20170057652A1|2017-03-02|
    FR3040369B1|2018-07-13|
    CN106477054A|2017-03-08|
    US10239627B2|2019-03-26|
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    FR2891246B1|2005-09-26|2007-10-26|Airbus France Sas|ENGINE ASSEMBLY FOR AN AIRCRAFT COMPRISING AN ENGINE AND A DEVICE FOR HITCHING SUCH AN ENGINE|
    FR2924684B1|2007-12-07|2010-01-01|Snecma|SUSPENSION OF A TURBOJET ENGINE TO AN AIRCRAFT|
    FR2925016B1|2007-12-12|2010-06-18|Snecma|SUSPENSION OF A TURBOJET ENGINE TO AN AIRCRAFT|
    FR2926788B1|2008-01-25|2010-04-02|Snecma|ATTACHING A MULTIFLUX TURBOREACTOR TO AN AIRCRAFT|FR2981046B1|2011-10-06|2013-10-25|Aircelle Sa|PROPELLANT AIRCRAFT ASSEMBLY|
    CN107108039B|2015-01-07|2019-08-30|洛德公司|Aircraft engine mounting rack|
    US20170259929A1|2016-03-10|2017-09-14|General Electric Company|Method and system for mounting an aircraft engine|
    US10723471B2|2017-06-14|2020-07-28|General Electric Company|Method and system for mounting an aircraft engine|
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    2017-09-28| PLFP| Fee payment|Year of fee payment: 3 |
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    2021-09-21| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1558137A|FR3040369B1|2015-09-02|2015-09-02|AIRCRAFT ENGINE ASSEMBLY COMPRISING AN IMPROVED FRONT ENGINE ATTACHMENT|FR1558137A| FR3040369B1|2015-09-02|2015-09-02|AIRCRAFT ENGINE ASSEMBLY COMPRISING AN IMPROVED FRONT ENGINE ATTACHMENT|
    CN201610743204.3A| CN106477054B|2015-09-02|2016-08-26|Aircraft engine assembly including improved front engine attachment|
    US15/252,585| US10239627B2|2015-09-02|2016-08-31|Aircraft engine unit comprising an improved front engine attachment|
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