• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    In order to reduce the overall mass of an engine assembly (1) for an aircraft, it comprises a set of rear engine attachments (7a) comprising: a first shackle (7a1) hinged to a fixed fitting of the engine (10) and on a fitting made in one piece with one of the two side panels (24), the shackle (7a1) being oriented in a vertical direction (Z); - A second shackle (7a2) hinged to a fixed fitting of the motor (10) and a fitting made in one piece with the other of the two side panels (24), the second shackle (7a2) being oriented in the direction vertical (Z); and - a third shackle (7a3) transverse efforts, inclined relative to the vertical direction (Z), hinged to a fixed fitting of the motor (10) and a bracket integral with the primary structure (6).
    公开号:FR3044297A1
    申请号:FR1561516
    申请日:2015-11-27
    公开日:2017-06-02
    发明作者:David Ewens；Jonathan Blanc；Yves Belloc
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    AIRCRAFT ENGINE ASSEMBLY COMPRISING REAR ENGINE FASTENERS
    IN THE FORM OF MANILITIES
    DESCRIPTION
    TECHNICAL AREA
    The present invention relates to the field of engine assemblies for aircraft, comprising a motor, a motor attachment pylon as well as means for attaching the motor to a primary structure of the attachment pylon. The invention also relates to an aircraft equipped with such an engine assembly. It applies preferentially to commercial aircraft.
    STATE OF THE PRIOR ART
    On existing aircraft, engines such as turbojet engines are suspended below the wing by complex attachment devices, also called "EMS" (of the English "Engine Mounting Structure"), or the attachment mast. The attachment devices usually employed have a rigid structure, called primary structure. This primary structure forms a box, that is to say that it consists of the assembly of lower and upper spars interconnected by a plurality of transverse stiffening ribs, located inside the box. The spars are arranged in lower and upper faces, while side panels close the box side faces.
    In known manner, the primary structure of these masts is designed to allow the transmission to the wing of the static and dynamic forces generated by the engines, such as weight, thrust, or the different dynamic forces.
    In the known solutions of the prior art, the transmission of forces between the engine and the primary structure is provided conventionally by attachment means consisting of a front engine attachment, a rear engine attachment and a device resumption of pushing efforts. A conventional example of embodiment of the rear engine attachment is shown in FIG.
    This rear engine attachment 7a connects the exhaust casing of the engine to the primary structure 6 of the box-shaped attachment pylon. To do this, the fastener 7a comprises a body 100 and a plurality of shackles 102 articulated on the engine attachment body and on the exhaust casing. More precisely, the body 100 comprises two stages of beams stacked in the vertical direction. This is one or more upper beams 104 fixed by bolts on the outer face of the lower spar closing the box 6, and one or more lower beams 106 fixed by bolts to the upper beams 104. It is this lower beam. which carries, in an articulated manner, the shackles 102. More commonly, the upper beams are called "intermediate fittings", while it is generally implemented a single lower beam, more commonly referred to as "motor beam". It is noted that during the dismantling of the engine, for example for carrying out maintenance operations, the separation is effected at the interface referenced 108, located between the upper beams which remain attached to the caisson 6, and the beam lower which remains attached to the engine via the shackles 102.
    Although it is satisfactory in many ways, this solution remains perfectible. In particular, there is a need to reduce its overall mass and / or to improve the transfer of forces between the engine and the primary structure of the suspension pylon.
    DISCLOSURE OF THE INVENTION The object of the invention is therefore to propose an aircraft assembly at least partially remedying the problems mentioned above, encountered in the solutions of the prior art.
    To do this, the subject of the invention is an engine assembly for an aircraft comprising a motor, a motor attachment pylon on a structure of the aircraft, said mast comprising a primary structure forming a caisson made from lower longitudinal members and upper interconnected by a plurality of transverse stiffening ribs located inside the box, the latter being closed laterally by two side panels, the motor assembly further comprising means for attaching the motor to the primary structure of the mast hooking.
    According to the invention, said attachment means comprise a set of rear engine fasteners comprising: a first shackle articulated at one of its ends to a bracket integral with the engine, and articulated at the other end to a fitting made in one piece with one of the two side panels closing the box, said first shackle being oriented in a vertical direction of the motor assembly and articulated on its associated fittings along hinge axes oriented in a transverse direction of the motor assembly; a second shackle articulated at one of its ends to a bracket integral with the motor, and articulated at the other end to a fitting made in one piece with the other of the two side panels closing the casing, said second shackle being oriented in the vertical direction of the motor assembly and articulated on its associated fittings along axes of articulation oriented in the transverse direction of the motor assembly, said first and second shackles being arranged so as to be traversed by a vertical plane and transverse of the motor assembly; and a third shackle of transverse loading of the forces, inclined with respect to the vertical direction and traversed by said vertical and transverse plane, said third shackle being articulated at one of its ends to a bracket integral with the motor, and articulated to the other end on a bracket integral with the primary structure of the mast. The invention is remarkable in that it allows a healthier and more direct transfer of the forces from the engine and towards the primary structure of the mast, thanks to the aforementioned shackles. In particular, the proposed arrangement makes it possible to better load the box-like primary structure by further biasing the side panels by introducing direct force into these side panels. This advantage relative to the improvement of the transfer of forces is added to that of a reduction of the overall mass of the set of rear engine fasteners. Indeed, it is no longer required vertical stacking of transverse beams as in the embodiments of the prior art, and it is no longer necessary to mechanically strengthen the structural elements at their interfaces connected by bolts. The invention preferably has at least one of the following optional features, taken singly or in combination.
    Said third shackle is inclined at approximately 30 to 60 ° with respect to the vertical direction.
    Said third shackle is articulated on its associated fittings along hinge axes oriented in a longitudinal direction of the motor assembly.
    For each of the first and second shackles, the end which is articulated on the fitting made in one piece with the associated side panel, is also articulated on an additional fitting integral with the primary structure of the mast, said bracket and the additional fitting being facing each other to form a screed.
    Said additional fitting is made in one piece with one of the transverse stiffening ribs of the box. Alternatively, it can be attached to this rib.
    The integral fitting of the primary structure of the mast, on which is articulated the third shackle, is made in one piece with one of the transverse stiffening ribs of the box, and preferably takes the form of a yoke. Here too, this fitting can alternatively be fixedly attached to the rib.
    Said first, second and third shackles are connected to an engine exhaust casing. The set of rear engine attachments also includes at least one backup shackle, solicited only in accident conditions of at least one of the first, second and third shackles. This feature allows to provide a so-called "Fail Safe" function for the recovery of forces, in case of damage to any of the first, second and third shackles intended for the recovery of these efforts in normal operating conditions.
    For example, at least one spare shackle crosses with the third shackle, so as to form together an X in rear view.
    Said attachment means also comprise a front engine attachment, and a device for taking up the thrust forces oriented in the longitudinal direction of the motor assembly.
    Preferably, the set of rear engine attachments, said forward engine attachment and the thrust force recovery device are attachment means of the engine forming an isostatic system of recovery efforts.
    The device for taking up the thrust forces comprises: a support element fixed on the box, on the outside thereof; - Two lateral rods of recovery of thrust forces; and a spreader articulated on the support element, the two lateral connecting rods being articulated on the two opposite ends of the spreader, respectively.
    Said support member is arranged at the front relative to the set of rear engine attachments. Alternatively, it could be integrated with this set of rear engine attachments.
    Said engine is a double-flow, double-body turbojet engine.
    Finally, the invention also relates to an aircraft comprising at least one engine assembly as described above. Other advantages and features of the invention will become apparent in the detailed non-limiting description below.
    BRIEF DESCRIPTION OF THE DRAWINGS
    This description will be made with reference to the appended drawings among which; - Figure 1, already described, shows a motor assembly for aircraft according to the prior art, comprising an attachment pylon and a rear engine attachment; FIG. 2 represents an aircraft equipped with an engine assembly according to the invention; FIG. 3 represents a schematic side view of the motor assembly shown in the preceding figure, according to a preferred embodiment of the present invention; FIG. 4 represents a perspective view of the set of rear engine attachments implemented in the assembly shown in FIG. 3; - Figure 5 shows a rear view of the set of rear engine attachments; - Figure 6 shows a side view of the set of rear engine attachments; and FIG. 7 is a view schematically showing the recovery of the forces by the attachment means of the engine on the mast.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
    Referring to Figure 2, there is shown an aircraft 200 comprising a fuselage 3 on which are fixed two wing members 2 (only one visible in Figure 2), each wing member carrying a motor assembly 5 according to the invention. This engine assembly 5 comprises a double-flow, double-body engine 10, such as a turbojet engine, and a motor attachment mast 4.
    With reference to FIG. 3, one of the motor assemblies 5 is shown in more detail. It represents the wing element 2, the turbojet engine 10 and the attachment pylon 4. In addition, it is provided hooking means 8 of the mast 4 on the wing element 2, as well as attachment means 7a, 7b, 7c of the turbojet engine 10 on the mast. These attachment means 7a-7c, the mast 4 and the turbojet engine 10 constitute the motor unit 5 according to the invention.
    The attachment means 8, located at the interface between the mast 4 and the wing element 2, are made in a conventional manner. They will not be described further.
    As regards the attachment means 7a-7c, they consist of a set of rear engine fasteners 7a, a thrust load recovery device 7b, and a front engine attachment 7c. In this regard, it is noted that the front end of the rigid structure 6 of the mast, also called the primary structure, is fixed via the engine attachment before 7c to an outer shell 13 of an intermediate casing 15 of the turbojet engine 10. This ferrule 13 extends in the axial extension of a fan casing 17, rearward, substantially with the same diameter. Alternatively, the front engine attachment 7c could be attached to the fan casing 17, closer to the longitudinal axis 30 of the turbojet engine 10.
    Throughout the following description, by convention, the direction X corresponds to the longitudinal / axial direction of the mast 4, which is also comparable to the longitudinal direction of the turbojet engine 10 and the engine assembly 5. This direction X is parallel to the longitudinal axis 30 of this turbojet engine 10. On the other hand, the direction Y corresponds to the direction transversely oriented relative to the mast 4 and also comparable to the transverse direction of the turbojet engine 10 and the engine assembly 5, while the Z direction corresponds to the vertical direction or height. These three directions X, Y and Z are orthogonal to each other and form a direct trihedron. On the other hand, the terms "front" and "rear" are to be considered in relation to a direction of advancement of the aircraft encountered following the thrust exerted by the turbojets 10, this direction being represented schematically by the arrow 19.
    Still with reference to Figure 3, it is stated that only the primary structure 6 of the attachment pylon 4 has been shown. The other non-represented constituent elements of this mast 4, of the secondary structure type ensuring the segregation and the maintenance of the systems while supporting aerodynamic fairings, are known elements of the prior art. Therefore, no detailed description will be given.
    The primary structure 6 consists essentially of a "box", that is to say formed by the assembly of upper and lower spars 20 and 22 and two side panels 24 (only one being visible because of the view of side), these elements 20, 22, 24 being connected to each other via transverse stiffening internal ribs 23, which are usually oriented in parallel planes YZ. These ribs are preferably uniformly distributed in the box 6, along the direction X.
    Returning to the attachment means 7a-7c, the device for taking up the thrust forces 7b is also produced in a conventional manner, using two lateral rods 9 for taking up forces in the direction X. These rods 9 are arranged symmetrically with respect to a median plane XZ of the motor assembly 5. They are articulated at their front end to an inner shell of the intermediate casing 15, and articulated at their rear end respectively to the two opposite lateral ends of a rudder 32. The spreader 32 is itself hinged at its center on a support member 34, fixed under the lower spar 22 of the rigid structure 6. The support member 34 is located in front and near the set of rear engine attachments 7a, which connects an exhaust casing 50 of the turbojet engine 10 to the lower spar 22. Alternatively, the lifter 32 could be integrated within the set of fasteners rear engine 7a, without departing from the scope of the invention.
    Referring now to Figures 4 to 6, the design of the rear engine attachment assembly 7a will be detailed. For the recovery of forces in normal operating conditions, that is to say in healthy case, this set consists of three separate fasteners, namely a first shackle 7al, a second shackle 7a2, and a third shackle 7a3 transversal recovery efforts. Conventionally in the technical field considered, the shackles used are substantially flat metal members, elongate while remaining relatively short compared to connecting rods, and articulated at their two opposite ends.
    The rear part of the engine with which these fasteners cooperate 7al, 7a2, 7a3 corresponds to the exhaust casing 50, which is the part of the engine closest to the primary structure 6 of the mast, in the vertical direction Z.
    The first shackle 7al is oriented in the direction Z to resume only efforts in this vertical direction. In addition, it is arranged in an XZ plane. Its lower end is articulated on a bracket 56.1 secured to the exhaust casing 50, preferably in the form of a yoke. The fitting 56.1 is attached fixedly or integrally with the exhaust casing 50. The articulation of this lower end of the shackle 7al is achieved by means of a hinge member defining a hinge axis 57.1 oriented according to the direction Y. The upper end of the shackle 7al is articulated on a fitting 54.1 made in one piece with one of the two side panels 24. Next to and associated with this bracket 54.1, there is provided a additional fitting 54.1 'made in one piece with one of the inner ribs 23, this fitting 54.1' being of a shape similar to that of the fitting 54.1. Together, these two fittings 54.1, 54.1 'form a yoke on which is articulated the upper end of the first shackle 7al, thanks to a hinge member defining a hinge axis 55.1 also oriented in the direction Y.
    The second shackle 7a2 is symmetrically arranged at the first shackle 7al, in a longitudinal and vertical median plane of the motor assembly 5. Therefore, this second shackle 7a2 and its associated connecting elements will not be further described. In the figures, the elements associated with this second shackle 7a2 and similar to the elements associated with the first shackle 7al, bear the same numerical references with the exception of the extension ".1", which has been replaced by the extension ". 2 ". By way of example, the fitting connecting the shackle 7a2 to the casing 6 bears the reference 55.2.
    The two shackles 7a1, 7a2 are traversed by a transverse fictional plane PI of the motor assembly 5, this plane also passing through the third shackle 7a3 dedicated to the transverse recovery of forces, that is to say to the resumption of efforts according to the direction Y. This third shackle 7a3 is more precisely arranged in the aforementioned plane PI, and is thus orthogonal to the first and second shackles 7al, 7a2. In front view as in Figure 5, this shackle 7a3 is inclined in the direction Z, at an angle Al between 30 and 60 °, and preferably of the order of 45 °. This shackle 7a3 is only dedicated to the recovery of efforts in direction Y.
    Its lower end is articulated on a fitting 60 secured to the exhaust casing 50, preferably in the form of a yoke. The fitting 60 is attached fixedly or integrally with the exhaust casing 50. Nevertheless, one of the ears of the cap 60 may be an additional fitting attached to the other ear of the yoke, without departing from the scope of the invention. The articulation of this lower end of the shackle 7a3 is achieved by means of a hinge member defining a hinge axis 62 oriented in the direction X. The upper end of the shackle 7a3 is articulated on a fitting 64 in the form of a clevis made in one piece with the rib 23 also integrating the other fittings 54.1 and 54.1 '. However, here too, one of the ears of the yoke 64 may be an additional fitting reported on the other ear of the yoke, without departing from the scope of the invention.
    It is noted that all these fittings 64, 54.1, 54.1 'locally pass through the lower spar 22 of the box. The articulation of this upper end of the shackle 7a3 is achieved by means of a hinge member defining a hinge axis 66 also oriented in the direction X.
    The three shackles 7al-7a3 make it possible to ensure the recovery of efforts in a healthy case, that is to say in the absence of failure of these shackles. To meet this same problem of failure, also called "Fail Safe", each of these shackles can be doubled, as the articulation members of these shackles. In addition, the yoke formed by the two fittings 54.1, 54.1 'and the yoke formed by the two fittings 54.2, 54.2' both respond to the function "Fail Safe", since the two portions of each yoke are integrated to separate pieces.
    To ensure the "fail safe" function shackles otherwise than by their doubling, it can alternatively be implemented one or more spare shackles 80 only intended to be requested in accident conditions. It may for example be one or two shackles 80, for example arranged axially on either side of the third shackle 7a3 and both of them inclined at an angle of 30 to 60 ° relative to the vertical direction . These emergency shackles 80 intersect with the third shackle 7a3, forming together an X in a rear view as shown in Figure 5. Each of these shackles 80 is arranged in a YZ plane, and has a low end articulated on a fitting 82 integral with the exhaust casing 50, preferably in the form of a clevis. The fitting 82 is fixedly attached or made integrally with the exhaust casing 50. The articulation of this low end is achieved by means of a hinge member defining a hinge axis 84 oriented in the direction X. The upper end of each shackle 80 is articulated on a fitting 86 in the form of a clevis made in one piece with the rib 23 also incorporating the other fittings 64, 54.1 and 54.1 ', this rib 23 falling within the transverse plane PI. Here too, the articulation of this upper end of each spare shackle 80 is achieved by means of a hinge member defining a hinge axis 88 also in the direction X.
    Each spare shackle 80 is thus mounted so as to be inactive under normal operating conditions, but proves to be capable of resuming the vertical and transverse forces in the event of accidental conditions occurring on the shackles 7al-7a3.
    The attachment means 7a-7c described above are the only elements of the motor assembly 5 to ensure the transfer of charges between the turbojet engine 10 and the rigid structure 10 of the mast. They constitute an isostatic system of recovery of forces, under normal operating conditions. Indeed, as has been shown schematically in Figure 7, the front engine attachment 7c only ensures the recovery of the forces along the directions Y and Z, while the device 7b ensures only the recovery efforts in the direction X. As for the rear engine attachment 7a split into three separate fasteners, the first and second shackles 7al, 7a2 each provide only the recovery efforts in the direction Z, while the third shackle 7a3 ensures mainly the recovery efforts in the direction Y.
    Therefore, the recovery efforts in the direction X is carried out using the device 7b, the recovery efforts in the direction Y is carried out using the front engine attachment 7c and the third shackle 7a3, while the recovery efforts in the direction Z is carried out jointly using the front engine attachment 7c and the first and second shackles 7al, 7a2. On the other hand, the recovery of the moment being exerted in the direction X is carried out vertically with the aid of the first and second shackles 7al, 7a2, the recovery of the moment being exerted in the direction Y is carried out vertically at the using these two shackles 7al, 7a2 together with the front engine attachment 7c, and the recovery of the moment being exerted in the direction Z is carried transversely with the aid of the third shackle 7a3 together with the front engine attachment 7c.
    As mentioned above, in the event of failure of any of the shackles 7al-7a3, the spare shackles 80 take over for the recovery of forces in the direction / directions concerned by this failure.
    Of course, various modifications may be made by those skilled in the art to the invention which has just been described, solely by way of non-limiting examples.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1. Engine assembly (5) foraoneonef comprising a motor (lO), a mast (4) attachment of the engine (10) on a structure of the aircraft, said mast comprising a primary structure (6) forming a box made from lower and upper longitudinal members (22, 20) interconnected by a plurality of transverse stiffening ribs (23) located inside the box, the latter being closed laterally by two side panels (24), the motor assembly comprising furthermore, attachment means (7a-7c) of the motor (10) on the primary structure (6) of the attachment pylon, characterized in that the said attachment means (7a-7c) comprise a set of fasteners rear engine (7a) comprising: - a first shackle (7al) articulated at one of its ends to a bracket (56.1) integral with the motor (10), and articulated at the other end to a bracket (54.1) made of one piece with one of the two side panels (24), said first e shackle (7al) being oriented in a vertical direction (Z) of the motor assembly and articulated on its associated fittings according to hinge axes (57.1, 55.1) oriented in a transverse direction (Y) of the motor assembly; - A second shackle (7a2) articulated at one of its ends to a fitting (56.2) integral with the motor (10), and articulated at the other end to a fitting (54.2) made in one piece with the other of the two side panels (24), said second shackle (7a2) being oriented in the vertical direction (Z) of the motor assembly and articulated on its associated fittings according to hinge pins (57.2, 55.2) oriented in the direction cross section (Y) of the motor assembly, said first and second shackles (7a1, 7a2) being arranged to be traversed by a vertical and transverse plane (PI) of the motor assembly; and a third shackle (7a3) for transverse loading of the forces, inclined with respect to the vertical direction (Z) and traversed by said vertical and transverse plane (PI), said third shackle being articulated at one of its ends to a fitting (60) secured to the motor (10), and hinged at the other end to a fitting (64) integral with the primary structure (6) of the mast.
    [2" id="c-fr-0002]
    2. Engine assembly according to claim 1, characterized in that said third shackle is inclined by about 30 to 60 ° relative to the vertical direction.
    [3" id="c-fr-0003]
    3. Motor assembly according to claim 1 or claim 2, characterized in that said third shackle (7a3) is articulated on its associated fittings along hinge axes (62, 66) oriented in a longitudinal direction (X) of the motor assembly.
    [4" id="c-fr-0004]
    4. Motor assembly according to any one of the preceding claims, characterized in that for each of the first and second shackles (7al, 7a2), the end which is articulated on the fitting (54.1, 54.2) made in one piece with the associated lateral panel (24), is also articulated on an additional fitting (54.1 ', 54.2') secured to the primary structure (6) of the mast, said fitting (54.1, 54.2) and the additional fitting (54.1 ', 54.2 ') facing one another to form a clevis.
    [5" id="c-fr-0005]
    5. Engine assembly according to the preceding claim, characterized in that said additional fitting (54.1 ', 54.2') is made in one piece with one of the transverse ribs (23) for stiffening the box.
    [6" id="c-fr-0006]
    6. Motor assembly according to any one of the preceding claims, characterized in that the fitting (64) integral with the primary structure (6) of the mast, on which is articulated the third shackle (7a3), is made of a single piece with one of the transverse ribs (23) of stiffening of the box, and preferably takes the form of a yoke.
    [7" id="c-fr-0007]
    7. Motor assembly according to any one of the preceding claims, characterized in that said first, second and third shackles (7al-7a3) are connected to an exhaust casing (50) of the engine.
    [8" id="c-fr-0008]
    8. Engine assembly according to any one of the preceding claims, characterized in that the set of rear engine fasteners (7a) also comprises at least one emergency shackle (80) only requested in accident conditions of at least the one of the first, second and third shackles (7al-7a3).
    [9" id="c-fr-0009]
    9. Engine assembly according to the preceding claim, characterized in that at least one backup shackle (80) intersects with the third shackle (7a3), so as to form together an X in rear view.
    [10" id="c-fr-0010]
    10. Engine assembly according to any one of the preceding claims, characterized in that said attachment means (7a-7c) also comprise a front engine attachment (7c), and a device (7b) for recovery of the forces of thrust oriented in the longitudinal direction (X) of the motor assembly.
    [11" id="c-fr-0011]
    11. Engine assembly according to the preceding claim, characterized in that the set of rear engine fasteners (7a), said front engine attachment (7c) and the thrust force recovery device (7b) constitute hooking means. of the motor forming an isostatic system of recovery of efforts.
    [12" id="c-fr-0012]
    12. Motor assembly according to claim 10 or claim 11, characterized in that the device for taking up the thrust forces (7b) comprises: - a support element (34) fixed on the box (6), externally to the latter ; - Two lateral rods (9) of recovery of the thrust forces; and - a crossbar (32) hinged to the support element (34), the two lateral connecting rods (9, 9) being articulated on the two opposite ends of the crossbar (32), respectively.
    [13" id="c-fr-0013]
    13. Engine assembly according to the preceding claim, characterized in that said support member (34) is arranged at the front relative to the set of rear engine fasteners (7al).
    [14" id="c-fr-0014]
    14. Motor assembly according to any one of the preceding claims, characterized in that said motor (10) is a turbofan engine with double body.
    [15" id="c-fr-0015]
    15. Aircraft (200) comprising at least one engine assembly (5) according to any one of the preceding claims.
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    同族专利:
    公开号 | 公开日
    US20170152052A1|2017-06-01|
    CN107021234A|2017-08-08|
    CN107021234B|2022-01-04|
    US10189575B2|2019-01-29|
    FR3044297B1|2017-12-22|
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    法律状态:
    2016-11-18| PLFP| Fee payment|Year of fee payment: 2 |
    2017-06-02| PLSC| Publication of the preliminary search report|Effective date: 20170602 |
    2017-11-21| PLFP| Fee payment|Year of fee payment: 3 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-22| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1561516A|FR3044297B1|2015-11-27|2015-11-27|AIRCRAFT ENGINE ASSEMBLY INCLUDING REAR ENGINE FASTENERS|FR1561516A| FR3044297B1|2015-11-27|2015-11-27|AIRCRAFT ENGINE ASSEMBLY INCLUDING REAR ENGINE FASTENERS|
    US15/357,106| US10189575B2|2015-11-27|2016-11-21|Aircraft engine assembly comprising rear engine attachments in the form of shackles|
    CN201611062476.3A| CN107021234B|2015-11-27|2016-11-28|Engine assembly of an aircraft comprising an aft engine attachment in the form of a shackle|
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