• 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:
    To reduce bending deformation of an engine, the invention provides a motor assembly (5) comprising: - a device for attaching the engine to a structure of the aircraft, the attachment device comprising a primary structure (8); - Fastening means of the engine on the primary structure (8) of the attachment pylon; and a nacelle comprising thrust reversing covers (20), each equipped with an inner structure (26) arranged around a crankcase portion (40a) of the engine. According to the invention, the assembly comprises flexible means (50) for transmitting forces arranged between the housing part (40a) and the inner structures (26) of the covers, each device (50) comprising an elastically deformable means ( 52) configured so that in the closed position of the hood, with the engine stopped, the means (52) adopts a state of partial elastic deformation allowing the device (50) to apply a prestressing force on the part of casing (40a).
    公开号:FR3048957A1
    申请号:FR1652159
    申请日:2016-03-15
    公开日:2017-09-22
    发明作者:Olivier Pautis；Wolfgang Brochard
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    AIRCRAFT ENGINE ASSEMBLY, COMPRISING SOFT FIXED DEVICES
    TRANSMISSION OF AGENCY EFFORTS BETWEEN THE THRUST INVERSION COVERS AND THE ENGINE
    DESCRIPTION
    TECHNICAL AREA
    The present invention relates to the field of engine assemblies for aircraft comprising a nacelle, a motor, and a device for attaching the engine to a structure of the aircraft, preferably under a wing of this aircraft.
    It applies preferentially to commercial aircraft.
    STATE OF THE PRIOR ART
    On existing aircraft, engines such as double-flow and double-body turbojets are suspended below the wing or attached to the fuselage by complex shackles, also known as "EMS" (from the English "Engine"). Mounting Structure "), or suspension mast. The hoisting masts usually employed have a primary structure, also called rigid structure. This primary structure generally 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 attachment devices 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. These elements together form an isostatic fastening system.
    Usually, the front engine attachment is fixed on the outer ring of an intermediate casing or on the fan casing, as is disclosed in document FR 3 014 841. Alternatively, this front engine attachment can be attached to the hub of the intermediate casing, connected by radial arms to the aforementioned outer shell. The rear engine attachment connects the primary structure to the engine exhaust housing, located at the rear end of the engine.
    The attachment means thus ensure the transmission of forces towards the mast, while limiting the internal deformation of the engine. However, engines with high dilution rate (the English "Ultra High Bypass Ratio") have a blower diameter increasingly high, in order to improve their performance in terms of fuel consumption. But this dimensioning generally leads to increase the flexibility of the engine, resulting in a loss of performance related to the games at the end of turbine blades. Indeed, the bending deformation of the motor leads to the wear of the compressor blades and the high and low pressure turbines, which creates significant stops at the end of the blade and reduces the performance / the efficiency of the engine (or increases its consumption fuel).
    There is therefore a need to limit the deformation of the motor.
    STATEMENT OF THE INVENTION
    To at least partially meet this need, the invention relates to an engine assembly for aircraft comprising: - a dual flow motor; - An attachment device of the engine on a structure of the aircraft, said attachment device comprising a primary structure; - Fastening means of the engine on the primary structure of the attachment pylon; and a nacelle comprising thrust reversing cowls, each equipped with an inner structure as well as an outer structure delimiting between them a circulation channel of a secondary flow of the engine, said inner structure being arranged around a housing part of said engine.
    According to the invention, the motor assembly comprises a plurality of flexible force transmission devices arranged, preferably radially, between said housing portion and the internal structures of the thrust reversing covers, each flexible transmission device of forces comprising elastically deformable means configured so that in the closed position of the thrust reverser cover, with the engine stopped, this means adopts a state of partial elastic deformation allowing said force transmission device to apply a prestressing force on said housing portion. The invention therefore provides for interposing elastic devices between the thrust reverser cowls and the crankcase portion they surround, in order to reduce flexural deformation of the engine. In other words, these devices specific to the invention make it possible to reduce the displacements of the crankcase, by relying on the thrust reversing covers which thus take up higher forces than in the configurations of the prior art. . As a result, wear at the end of the turbine blades is lower, which improves the overall efficiency of the engine.
    Furthermore, the state of partial elastic deformation of the deformable means, in the closed position of the thrust reverser cover, makes it possible to ensure that the force transmission device is permanently active, for a greater limitation of the deformation of the engine. The state of elastic deformation being only partial when the engine is stopped (the first level of prestressing applied when closing the covers), the deformable means can thus continue to deform elastically when the engine is running. Indeed, following the warm-up of the propulsion unit, the dilatations of the crankcase and substructures make it possible to increase the prestressing forces, in order to reach a nominal level. The consequence lies in the application of a reaction force of greater intensity on the concerned crankcase portion, and thus allows flexural deformation even better controlled. In addition, when closing the thrust reversing covers, it is easy for an operator to constrain the deformable means, to achieve the desired partial elastic deformation. In this regard, it is noted that the nominal state of prestressing of the flexible system is achieved by the mechanical prestressing related to the closure of the covers and the thermomechanical prestressing created by the heating of the propulsion unit (increase in the diameter of the Crankcase). In this way, the system has a low stiffness to facilitate the closure of the covers, and the stiffness increases under the thermomechanical effects to better constrain the engine and limit its movements. The invention may also have at least one of the following additional features, taken alone or in combination.
    Said housing part corresponds to any of the following parts: a part of a central casing of the engine enclosing a combustion chamber; a part of the central casing of the motor enclosing a turbine; or - part of the engine exhaust casing.
    Alternatively, it may be a part of the central casing of the engine containing a compressor.
    Said resiliently deformable means is integral with said housing portion, or integral with the inner structure of the thrust reverser cover. It could also be secured to the housing portion and the inner structure of the hood, being made in two separate parts cooperating with each other. The motor assembly also comprises a plurality of rigid force transmission devices arranged between said housing portion and the interior structures of the thrust reversing hoods, each rigid force transmission device being arranged so that in position when the engine is stationary, a radial clearance remains between this rigid device and said housing part or between this rigid device and the internal structure of the thrust reverser cover, so that the rigid force transmission device is in an inactive state. Thus, it is only from a certain level of engine deformation that the rigid devices become active, that is to say after the consumption of the radial games.
    The distribution of the flexible force transmission devices around a longitudinal axis of the motor, in a circumferential direction of the latter, is not regular. Alternatively, the distribution could be regular, without departing from the scope of the invention.
    In the preferred case where the distribution is irregular, it is performed such that the density of flexible force transmission devices arranged at a half-portion of the engine opposite to the attachment device, is greater than the density of flexible force transmission devices arranged at another half-portion of the engine located opposite the attachment device. This makes it possible to benefit from greater rigidity at the level of the half-portion of the engine opposite to the attachment device, that is to say at the place where the deformation of the motor is the most important. This feature could also be obtained by differentiating the stiffness of elastically deformable means.
    The elastically deformable means takes the form of one of the following elements, or a combination thereof: a spiral spring, preferably operating in compression; - a spring with one or more blades; - a circular cable spring; an elastomeric block; - a metal cushion.
    Each flexible force transmission device comprises a force transmission interface defined by a first end piece integral with said housing portion, and a second end piece integral with the inner structure of the reversing cover of the housing. thrust.
    According to a first embodiment, the first and second end pieces are contact plates, defining a substantially flat interface. Nevertheless, a slight curvature is possible on these plates, so that they adapt to the curvature of the housing portion or that of the internal structure of the reverse thrust cover. Alternatively, the plates of several flexible force transmission devices could be replaced by a single support bar fixed on said housing portion, or on the internal structure of the reverse thrust cover.
    Preferably, the second platinum-shaped end piece is fixed on one end of said elastically deformable means, and / or the first platinum-shaped end piece is fixed on said casing portion. This last fixation can be direct or indirect by interposing an intermediate structure between the two entities.
    According to a second preferred embodiment, one of the first and second end pieces is a male finger-shaped member of section narrowing towards the other end piece, the latter being a female member. shaped sleeve receiving the finger and having a shape complementary to that of this finger. Thanks to this male / female cooperation, the flexible devices advantageously provide the recovery of forces in three orthogonal directions.
    Preferably, said first end piece is integral with an intermediate frame fixed on said housing part, said intermediate frame being arranged between said first end piece and said housing part.
    Preferably, the intermediate armatures associated with at least two directly consecutive flexible devices in the circumferential direction, are connected to each other preferably forming a single piece. Optionally, a hoop may be arranged between this piece in one piece and said housing part, or this piece in one piece is directly attached to this housing part.
    Alternatively, each intermediate frame has connecting rods articulated at their ends. Preferably, it is pair of rods arranged in a V, with their tip oriented radially outwards. The invention also relates to an aircraft comprising at least one such engine assembly, preferably fixed under a wing of this aircraft. Other advantages and features of the invention will become apparent in the detailed non-limiting description below.
    BRIEF DESCRIPTION OF THE DRAWINGS
    This description will be made with reference to the appended drawings among which; FIG. 1 represents a side view of an aircraft comprising motor assemblies according to the invention; - Figure 2 shows a perspective view of one of the engine sets of the aircraft shown in the previous figure; - Figure 2a is a schematic side view of a portion of the motor assembly shown in the previous figure; FIG. 3 is a perspective view of one of the two thrust reverser covers, forming an integral part of the nacelle fitted to the engine assembly shown in FIG. 2; FIGS. 4a and 4b are diagrammatic front views of the engine assembly shown in FIG. 2, respectively with the thrust reversing covers in the closed position and in the open position; FIG. 5 is a diagrammatic cross-sectional view of a part of the motor assembly shown in FIG. 2, taken along the plane P2 of FIG. 2a, with the motor assembly according to a first preferred embodiment. of the invention; FIG. 5a schematizes the level of stress in the flexible devices for transmitting forces, as a function of the bending deformations of the turbojet engine; - Figures 6 to 7a show views similar to those of Figures 5 and 5a, with the motor assembly being in the form of alternative embodiments of the first mode; - Figures 8a to 8e show various possibilities of leaf springs, for the realization of the elastically deformable means equipping the flexible force transmission devices; - Figures 9 and 9a show another solution with the elastically deformable means in the form of a metal cushion; - Figures 10 and 10a show yet another solution with the resiliently deformable means in the form of a circular cable spring; - Figure 11 shows a portion of the engine assembly in front view with the thrust reverser cover in the open position, according to another alternative form of the first preferred embodiment of the invention; - Figure 11a is a view similar to the previous one, with the reverse thrust cover in the closed position; - Figure 12 shows a portion of the motor assembly in front view with the reverse thrust cover in the open position, according to a second preferred embodiment of the invention; - Figure 12a is a view similar to the previous one, with the reverse thrust cover in the closed position; FIGS. 13 and 13a represent one of the flexible devices implemented in the assembly shown in FIG. 12, respectively in a state as adopted when the thrust reverser cowl is in the open position, and in a state as adopted when the reverse thrust cover is in the closed position; - Figures 14 and 14a are views similar to that of Figures 13 and 13a, with the flexible device being in the form of an alternative embodiment; - Figures 15 and 15a are views similar to those of Figures 12 and 12a, with the motor assembly in the form of an alternative embodiment of the second mode; FIGS. 16 and 16a represent one of the flexible devices implemented in the assembly shown in FIG. 15, respectively in a state as adopted when the thrust reverser cover is in the open position, and in a state as adopted when the reverse thrust cover is in the closed position; and - Figures 17 and 18 show motor assemblies incorporating flexible devices according to the first and second embodiments.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
    Referring to Figure 1, there is shown an aircraft 200 comprising a fuselage 3 on which are fixed two wing elements 2 (only one visible in Figure 11), each wing member carrying a motor assembly 5 according to the invention. This engine assembly 5, also known as a propulsion unit, comprises a dual-flow, double-body engine 10, such as a turbojet engine, a device 4 for attaching the engine 10, also known as a pylon, and a nacelle. 11 surrounding the engine. In a conventional manner, the motor assembly 5 is suspended under its wing 2.
    Throughout the following description, by convention, the direction X corresponds to the longitudinal direction of the device 4 which is also comparable to the longitudinal direction of the turbojet engine 10 and that of the engine assembly 5, this direction X being parallel to a longitudinal axis 6 of this turbojet engine 10. On the other hand, the direction Y corresponds to the direction transversely oriented relative to the device 4 and also comparable to the transverse direction of the turbojet and that of the engine assembly 5, and the direction Z corresponds to the vertical direction or height, these three directions X, Y and Z being orthogonal to each other. On the other hand, the terms "front" and "rear" are to be considered in relation to a direction of advancement of the aircraft encountered following the thrust exerted by the turbojets 10, this direction being represented schematically by the arrow 7.
    Referring to Figures 2 to 4b, there is shown the motor assembly 5 in more detail. The nacelle 11 comprises, from front to rear, an air inlet 16, fan cowlings 18, thrust reverser cowlings 20 and an exhaust system 22 fixed to the rear of the turbojet.
    The thrust reverser covers 20 are preferably two in number, each in the general form of a half-shell articulated at its upper end to a primary structure 8 of the attachment pylon, as will be detailed hereinafter.
    Each cover 20 has an inner structure 26 or "IFS" (English "Inner Fixed Structure") and an outer structure 28 or "OFS" of the English "Outer Fixed Structure"). The two structures 26, 28 are substantially concentric and define between them a circulation channel 30 through which circulates a secondary air stream 32 of the turbojet engine. This secondary air flow 32 is added to the primary gas flow 33, shown schematically in FIG. 2a.
    Referring more specifically to this Figure 2a, there is shown a portion of the motor assembly 5 to be fixed under the wing, using a series of fasteners (not shown) reported on the primary structure 8 .
    In Figure 2a, there is shown the primary structure 8 of the attachment device 4, but not the secondary structures reported on this primary structure 8. These secondary structures are conventional. They ensure the segregation and maintenance of systems while supporting aerodynamic fairing elements.
    The turbojet engine 10 has, at the front, a large fan casing 34 delimiting an annular fan duct 36. It has a smaller central casing 38 towards the rear, which flares out at its end. rear, itself secured to a gas exhaust casing 40.
    The thrust reverser covers 20 are each hinged to the primary structure 8, by means of hinges 39 spaced from one another in the direction X. The covers 20, which surround the casings 38, 40, are fixed on the other at their lower end, through conventional locking mechanisms 42 called "latch" in English. The number of hinges 39, as the number of locking mechanisms 42, is for example set at four.
    The primary structure 8 of the attachment device 4 adopts a conventional shape, essentially comprising a central box extending from the rear towards the front, substantially in the direction X. The central box is provided with transverse stiffening ribs ( not shown) each taking the form of a rectangle oriented in a YZ plane. The hinges 39 are fixed on the side panels of the central box 8, so that their fastening means cooperate with the transverse stiffening ribs.
    Each thrust reverser cover 20 covers in particular a first housing portion 38a corresponding to a portion of the central housing 38 enclosing a combustion chamber 44, or containing a turbine 46. This first housing portion 38a is in a foreground transverse P1 of the turbojet, which passes through one of the hinges 39 of articulation of the cover 20, preferably the third articulation from the front. Each thrust reverser cover 20 also covers, with its rear end, a second housing portion 40a corresponding to a portion of the exhaust casing 40. This second housing portion 40a is located in a second transverse plane P2 of the turbojet engine.
    Still with reference to FIG. 2a, the motor assembly 5 comprises means for attaching the primary structure 8 to the turbojet engine 10. These means comprise a front engine attachment 46a connecting the front end of the box 8 to the fan case 34 They also comprise a rear engine attachment 46b connecting the exhaust casing 40 to a lower part of the casing 8. Finally, these means comprise two lateral links 46c for taking up the thrust forces articulated at their front ends on the central casing 38. turbojet, or on an intermediate casing thereof. These elements 46a-46c together form an isostatic fastening system effort recovery.
    However, because of the large diameter of the fan casing 34 in comparison with the diameters of the other casings of the turbojet, it is subject to an increased bending deformation with respect to the current generation of engine. This bending deformation operates along its axis 6, during the operation of the engine. The invention aims to solve this bending deformation problem by implanting, in addition to the aforementioned attachment means 46a-46c, flexible devices for transmitting forces between a housing portion and the interior structures 26 of the inversion hoods. 20. More specifically, a series of flexible devices is arranged at the first transverse plane PI, and / or a series of flexible devices is arranged at the second transverse plane P2.
    Referring now to Figure 5, there is shown the motor assembly 5 according to a first preferred embodiment of the invention. In this first embodiment, the flexible devices 50 are arranged in the transverse plane P2, and regularly distributed in the circumferential direction, about the axis 6. The number of flexible devices 50 associated with each cover 20 is preferably included between one and eight. Each flexible device 50 is interposed radially between the inner structure 26 of one of the thrust reverser covers 20 and the casing portion 40a of the exhaust casing 40.
    Each device 50 is defined as having a flexible character because of the integration of an elastically deformable means 52, for example a spiral spring preferably operating in compression. This means 52 is therefore advantageously provided to deform elastically, by loading under the action of the housing portion 40a which deforms in bending during operation of the turbojet engine. By loading in this way, the flexible device 50 transmits forces to the inner structure 26 of the cover 20, which thus has a structural character. Thanks to this recovery efforts, the engine fasteners 46a, 46b are discharged, and the bending of the turbojet attenuated. As a result, wear at the end of turbine blades is decreased, which increases the overall efficiency of the engine.
    In the closed position of the thrust reverser covers 20, each flexible device 50 has its means 52 which is in a state of partial elastic deformation. Therefore, it applies a prestressing force on the housing portion 40a, which allows the flexible device 50 to participate in limiting the deformation of the turbojet during all phases of operation of the latter.
    In addition, the prestressing force can be easily obtained by an operator, simply by closing the thrust reverser covers 20, and then locking them to each other. The nominal preload is obtained with the motor in operation, in order to apply the thermomechanical preload.
    In this first preferred embodiment, the resiliently deformable means 52 are integral with the inner structures 26 of the covers 20. Alternatively, they could be integral with the housing portion 40a. In the case where they are fixed on the internal structures 26, a fixing plate 54 can be interposed between an outer radial end of the means 52 and the inner structure 26.
    In addition, each flexible device 50 comprises a transmission interface 58. This interface 58 is defined by a first end piece 56a fixed directly on said housing portion 40a, and by a second end piece 56b fixed on the inner radial end of the means 52. The two end pieces 56a, 56b are here plates in surface contact, preferably defining an interface 58 of substantially flat shape. Nevertheless, a slight curvature is possible on these plates 56a, 56b, so as to follow the local curvature of the housing portion 40a.
    Alternatively, the plate 56b could come into direct contact with the housing portion 40a. However, in the embodiment described, the presence of the other plate 56a on the housing portion 40a allows the plate 56a to constitute a wear part easy to replace.
    With reference to FIG. 5a, the level of stress in the flexible power transmission devices 50 is schematized as a function of the flexural deformations of the turbojet engine. In this figure, the gray intensity is a function of the level of the stress in the device 50. The point A corresponds to an open position of the thrust reversing cowls, while the point B corresponds to a closed position of the cowling cowls. thrust reversal with the turbojet engine in operation. The point C corresponds to a limit loading level of the turbojet engine as encountered in operation, while the point D corresponds to an ultimate loading level.
    For this preferred embodiment, it is noted that between points A and B, the prestressing resulting from the simple closing of the thrust reverser covers 20 is of low intensity. Then, from the point B (mechanical and thermomechanical prestress) to beyond the point D, the stress becomes greater but it is such that the deformation of the means 52 remains in the elastic range.
    FIG. 6 represents an alternative embodiment, in which the flexible devices 50 are combined with rigid power transmission devices between the housing part 40a and the inner structure 26 of the cover 20. Each rigid device 60 is fixedly supported by the 26. It is arranged so that in the closed position of the cover 20, with the engine stopped, a radial clearance 62 is present between the device 60, and the housing portion 40a. As a result, the devices 60 remain in an inactive state when the turbojet engine is stopped, only the flexible devices 50 providing a prestressing force on the housing part 40a. The devices 60 are qualified as rigid because they are not designed to deform elastically like the devices 50. On the contrary, they are provided to form rigid support points for the turbojet, when it reaches a certain level of deformation during its operation. The rigid devices 60 are here pads extending substantially radially inwardly from the inner structure 26, these pads being preferably hollow and substantially rectangular, square, trapezoidal or other shape.
    In this alternative, the devices 50, 60 are arranged alternately in the circumferential direction. The arrangement is such that the distribution of the flexible devices 50 in the circumferential direction remains uniform / regular.
    In this alternative embodiment, as shown in Figure 6a, it is noted that between the points B and D, the stress of the deformable means 52 increases, still in the elastic deformation field of this means 52. At point D the level of deformation of the turbojet engine is such that one or more of the rigid devices 60 become active and participate in limiting the deformation of the turbojet engine, together with the flexible devices 50.
    FIG. 7 represents another alternative embodiment in which the flexible devices 50 are always combined with rigid force transmission devices 60. However, the number of flexible devices 50 is reduced and their distribution is no longer regular. the circumferential direction. Indeed, the density of flexible devices 50 arranged at a half-portion 10a of the turbojet opposite the rigid structure 8, is greater than the density of flexible devices 50 arranged at another half-portion 10b located in look at this structure 8.
    In this alternative, the principle is pushed to the extreme since no flexible device is implanted at the level of the upper half-portion 10b. Thus, only the lower half portion 10b is equipped with such flexible devices 50, which allows to benefit from greater rigidity at this point where the deformation of the turbojet engine is the most important during its operation.
    In this alternative embodiment, as shown in FIG. 7a, the lower density of flexible devices 50 implies that the rigid devices 60 become more rapidly active, even before point C, from an intermediate loading level of turbojet.
    The flexible means 52 can be made in different shapes, for example using a conventional spiral spring as described above. Nevertheless, other forms are possible, such as leaf springs. Such solutions have been shown in Figures 8a to 8e. In FIG. 8a, there is for example a spring with two blades 64 arranged symmetrically, each of the blades having a general shape of S. The free end of the blades 64 bears directly against the first end piece 56a, integral. of the housing portion 40a. Alternatively, the free end of the blades 64 could carry a second end piece to cooperate with the first end piece 56a, in the manner of the solution of Figure 5.
    The other embodiments envisaged and shown in FIGS. 8b to 8e also each comprise two blades 64 arranged symmetrically. Each blade 64 has, respectively in Figures 8b to 8e, a general shape of Z, Z stretched width, U coated, and lying triangle. However, to have the desired rigidity, the shape of the blades 64 can be adapted, particularly with respect to their curvatures, thicknesses, number of convolutions, etc.
    FIG. 9 represents another embodiment of the elastically deformable means 52, which is here a metal cushion mounted on the fixing plate 54. The metal cushion 52, an example of which is shown in FIG. 9a, carries at its opposite end the second end piece 56b which cooperates with the first end piece 56a, fixed on the housing part 40a. The metal cushion 52 essentially makes it possible to take up compression forces, namely forces oriented substantially radially with respect to the axis of the turbojet engine. It is noted that this cushion could be replaced by an elastomeric block, without departing from the scope of the invention.
    Figure 10 shows yet another embodiment, in which the means 52 is a circular cable spring, also commercially available. More specifically, it comprises one or more metal cables 70 shaped loops or circles, arranged next to each other so that their centers are substantially aligned on the same line. The second end piece 56b engages with a radially inner end of each of the cables 70, while another similarly diametrically opposite part 68 engages a radially outer end of each of these cables 70. The workpiece 68 is fixed on the mounting plate 54, while the second end piece 56b is in plane support on the first end piece 56a, fixed on the housing portion 40a. The circular cable spring 70 not only resumes compressive forces in the radial direction, but also transverse forces along the circumferential and longitudinal directions.
    Referring now to FIGS. 11 and 11a, there is shown a motor assembly 5 according to another alternative form of the first preferred embodiment of the invention. This alternative is preferably dedicated to be implanted at the level of the transverse plane PI, with the flexible devices 50 arranged around the other housing part 38a of the central casing 38.
    In this alternative, the elastically deformable means 52 take any of the forms described above, but are here reported on the housing portion 38a. Their fixing is carried out using connecting rods 72 articulated at their ends. More specifically, each means 52 is associated with two connecting rods 72 articulated on the one hand on the housing portion 38a, and on the other hand on a body 74 for fixing the deformable means 52. The connecting rods 72 converge at the body 74 while spaced apart from each other at the housing portion 38a. Therefore, the rods are provided in pairs and arranged in V, with the tip of the V oriented radially outwardly.
    The deformable means 52 here carries the first end piece 56a, at a radial distance from the housing portion 38a. This piece 56a cooperates with a second piece fixed on the inner structure 26 of the cover 20, or with a hoop 76 internally attached to the same structure 26. In the latter case, the hoop 76 is common to all the means 52 associated with the same cover 20, along the inner surface of the structure 26. In case of wear following friction with the first end pieces 56a carried by the elastically deformable means 52, the hoop 76 can be easily replaced.
    Figures 12 to 13a show a second preferred embodiment of the invention, the flexible devices 50 are preferably dedicated to be arranged in the transverse plane PI. This second mode contrasts with the first mode essentially in that the force transmission interface 58 is no longer substantially flat. Indeed, this interface 58 is obtained with a first end piece 56a which is a male element shaped finger. The section of the finger 56a is here frustoconical, tapering radially outwardly towards the second end piece 56b constituting a female element. This second piece 56b is thus in the form of a bushing, the inner surface of which is complementary to the outer surface of the finger 56a, so that the latter is housed in the bushing in the closed position of the thrust reverser covers 20. The orientations of the finger 56a and of the bushing 56b are substantially transverse, so as to allow the introduction of one into the other at the end of closing the cover 20. The interface 58 is therefore substantially frustoconical, which allows it to ensure the transmission of forces not only in the direction defined by the axis of the finger 56a, but also in the other two transverse directions.
    The finger 56a is preferably made in one piece with the body 74, itself hingedly supported by two connecting rods 72. At the opposite end, these connecting rods are hinged directly on the housing portion as has been described. with reference to Figures 11 and 11a, or articulated on a belt 80 centered on the axis 6 and fixed around this housing portion.
    The socket 56b is fixedly supported by the deformable means 52, itself fixed on the arch 76 or directly on the inner structure 26 of the cover. The alternative shown in Figures 14 and 14a provides a finger 56a and a bush 56b of different shapes, truncated pyramids. It is the same for the interface 58 formed by the two complementary surfaces in contact.
    In this second embodiment, the rods 72 form an intermediate armature arranged and fixed radially between the finger 56a and the housing part surrounded by the belt 80. In the alternative shown in Figures 15 to 16a, the intermediate frames of all the flexible devices 50, associated with the same cover 20, are connected to each other so as to form a piece 85 in one piece. The piece 85 is recessed in the manner of a lattice structure, for a saving in mass. It runs in an arc along the housing portion, possibly being fixed on the belt 80, or directly on the same housing part.
    In this alternative, the finger 56a is fixed directly on an outer peripheral edge of the piece 85 made in one piece.
    Finally, Figures 17 and 18 show embodiments in which the motor assemblies 5 incorporate flexible devices according to each of the first and second preferred embodiments of the invention. In this regard, it is noted that all of the embodiments and alternatives described above are combinable and interchangeable, without departing from the scope of the invention.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    An aircraft engine assembly (5) comprising: - a dual flow engine (10); - A device (4) for attaching the engine (10) to a structure of the aircraft, said attachment device (4) comprising a primary structure (8); - Fastening means (46a-46c) of the engine on the primary structure (8) of the attachment pylon; and - a nacelle (11) comprising thrust reversing covers (20), each equipped with an inner structure (26) and an outer structure (28) delimiting between them a channel (30) for circulating pressure. a secondary flow of the motor, said inner structure (26) being arranged around a housing portion (38a, 40a) of said motor, characterized in that it comprises a plurality of flexible devices (50) for transmission of forces arranged between said housing portion (38a, 40a) and the interior structures (26) of the thrust reversing hoods (20), each flexible force transmission device (50) having an elastically deformable means (52) configured so that in the closed position of the thrust reverser cover (20), with the engine stopped, this means (52) adopts a state of partial elastic deformation allowing said force transmission device (50) to apply a prestressing force on said housing portion ( 38a, 40a).
    [2" id="c-fr-0002]
    2. Engine assembly according to claim 1, characterized in that said housing portion (38a, 40a) corresponds to any of the following parts: - a portion of a central casing (38) of the engine enclosing a combustion chamber (44); a portion of the central casing (38) of the motor enclosing a turbine (46); or - a part of the exhaust casing (40) of the engine; or - a part of the central casing (38) of the engine containing a compressor.
    [3" id="c-fr-0003]
    3. Engine assembly according to claim 1 or claim 2, characterized in that said resiliently deformable means (52) is integral with said housing portion (38a, 40a), and / or integral with the inner structure (26) of the hood thrust reverser (20).
    [4" id="c-fr-0004]
    4. Motor assembly according to any one of the preceding claims, characterized in that it also comprises a plurality of rigid devices (60) for transmission of forces arranged between said housing portion (38a, 40a) and the inner structures ( 26) of the thrust reversing cowls (20), each rigid force transmission device (60) being arranged such that in the closed position of the thrust reverser cowl (20), with the engine at the stopping, a radial clearance (62) remains between this rigid device (60) and said housing portion (38a, 40a) or between this rigid device (60) and the inner structure (26) of the thrust reversal cover (20). ), so that the rigid force transmission device (60) is in an inactive state.
    [5" id="c-fr-0005]
    5. Motor assembly according to any one of the preceding claims, characterized in that the distribution of the flexible force transmission devices (60) about a longitudinal axis (6) of the motor, in a circumferential direction of the latter, is not regular.
    [6" id="c-fr-0006]
    6. Engine assembly according to the preceding claim, characterized in that said distribution is performed such that the density of flexible force transmission devices (50) arranged at a half-portion (10a) of the engine opposite to the gripping device (4) is greater than the density of flexible force transmission devices (50) arranged at another half-portion (10b) of the motor facing the attachment device (4) .
    [7" id="c-fr-0007]
    7. Motor assembly according to any one of the preceding claims, characterized in that the elastically deformable means (52) takes the form of one of the following elements, or a combination thereof: - a spiral spring preferably operating in compression; a spring with one or more blades (64); a circular cable spring (70); an elastomeric block; - a metal cushion.
    [8" id="c-fr-0008]
    8. Motor assembly according to any one of the preceding claims, characterized in that each flexible force transmission device (50) comprises a force transmission interface (58) defined by a first end piece (56a). integral with said housing portion (38a, 40a), and by a second end piece (56b) integral with the inner structure (26) of the thrust reversal cover (20).
    [9" id="c-fr-0009]
    9. Engine assembly according to claim 8, characterized in that the first and second end pieces (56a, 56b) are contact plates, defining a substantially flat interface (58).
    [10" id="c-fr-0010]
    10. Engine assembly according to claim 9, characterized in that the second end piece (56b), platinum-shaped, is fixed on one end of said resiliently deformable means (52), and / or in that the first piece end plate (56a) is attached to said housing portion (38a, 40a).
    [11" id="c-fr-0011]
    Engine assembly according to claim 8, characterized in that one (56a) of the first and second end pieces is a male section finger-shaped member tapering toward the other piece of end (56b), the latter being a socket-shaped female element receiving the finger and having a shape complementary to that of this finger.
    [12" id="c-fr-0012]
    12. Engine assembly according to claim 11, characterized in that said first end piece (56a) is integral with an intermediate frame (72, 85) fixed on said housing portion (38a), said intermediate frame being arranged between said first end piece (56a) and said housing portion (38a).
    [13" id="c-fr-0013]
    13. Motor assembly according to claim 12, characterized in that the intermediate armatures associated with at least two flexible devices (50) directly consecutive in the circumferential direction, are connected to each other preferably forming a single piece (85).
    [14" id="c-fr-0014]
    14. Motor assembly according to claim 12, characterized in that each intermediate frame comprises connecting rods (72) articulated at their ends, preferably pairs of rods arranged in a V with their tip oriented radially outwardly.
    [15" id="c-fr-0015]
    15. Aircraft (200) comprising at least one engine assembly (5) according to any one of the preceding claims, preferably fixed under a wing (2) of this aircraft or on its fuselage.
    类似技术:
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    同族专利:
    公开号 | 公开日
    GB201704116D0|2017-04-26|
    GB2549600B|2021-08-18|
    US20180118355A1|2018-05-03|
    FR3048957B1|2018-03-09|
    CN107380460A|2017-11-24|
    CA2960264A1|2017-09-15|
    US10464683B2|2019-11-05|
    GB2549600A|2017-10-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20050194493A1|2004-03-04|2005-09-08|Airbus France|Mounting system inserted between an aircraft engine and a rigid structure of an attachment strut fixed under a wing of this aircraft|
    US20140130512A1|2011-06-23|2014-05-15|Snecma|Turbine engine attachment structure|
    US20140064950A1|2012-09-06|2014-03-06|Airbus Operations |Lateral propulsion unit for aircraft comprising a turbine engine support arch|EP3945033A1|2020-07-27|2022-02-02|Airbus Operations |Aircraft propulsion unit|US4044973A|1975-12-29|1977-08-30|The Boeing Company|Nacelle assembly and mounting structures for a turbofan jet propulsion engine|
    EP2076438A2|2006-10-11|2009-07-08|Aircelle|Bypass turbojet engine nacelle|
    FR2911372B1|2007-01-15|2009-02-27|Aircelle Sa|TRANSLATABLE PUSH INVERTER FOR REACTION ENGINE|
    FR2920145B1|2007-08-20|2009-09-18|Aircelle Sa|SHOCK ABSORBER TURBO BOREHOUSE FOR HALF SHELL|
    FR2933070B1|2008-06-25|2010-08-20|Snecma|PROPULSIVE AIRCRAFT SYSTEM|
    FR2948635B1|2009-07-31|2011-08-26|Airbus Operations Sas|AIRCRAFT ASSEMBLY COMPRISING A TURBOMACHINE HANDLING MACHINE HAVING THE ATTACHING MEANS ON THE SAIL|
    FR2948636B1|2009-07-31|2012-01-13|Airbus Operations Sas|AIRCRAFT ENGINE ASSEMBLY INCLUDING A STRUCTURAL ENVELOPE FOR THE INTERNAL RADIAL DELIMITATION OF THE SECONDARY FLOW|
    FR2978985B1|2011-08-10|2016-11-04|Snecma|SUSPENSION OF THE COLD FLOW CHANNEL OF A TURBOREACTOR BY LINKS WITH BUSHINGS IN ELASTOMER|
    FR3008136B1|2013-07-04|2017-12-15|Snecma|SUSPENSION OF A STRUCTURE IN A TURBOREACTOR BY A HYPERSTATIC MESH WITH PRE-TENSION BONDING ELEMENTS AND ASSOCIATED PRE-TENSIONING METHOD|
    FR3014841B1|2013-12-17|2017-12-08|Airbus Operations Sas|AIRCRAFT ASSEMBLY COMPRISING A PART ATTACHED ENGINE BODY MADE OF A SINGLE PIECE WITH AN INNER RIB OF A RIGIDIFICATION OF A HOUSING MAT SUBSTATION|
    FR3048957B1|2016-03-15|2018-03-09|Airbus Operations|AIRCRAFT ENGINE ASSEMBLY, COMPRISING SOFT DEVICES FOR TRANSMITTING EFFORTS AGENCIES BETWEEN THE THRUST INVERSION COVERS AND THE ENGINE|FR3048957B1|2016-03-15|2018-03-09|Airbus Operations|AIRCRAFT ENGINE ASSEMBLY, COMPRISING SOFT DEVICES FOR TRANSMITTING EFFORTS AGENCIES BETWEEN THE THRUST INVERSION COVERS AND THE ENGINE|
    JP6990639B2|2018-09-26|2022-01-12|本田技研工業株式会社|Turbofan engine|
    US10906661B2|2018-11-05|2021-02-02|Rohr, Inc.|Nacelle cowl hinge|
    CN110439707B|2019-07-26|2021-10-01|中国航发沈阳发动机研究所|Aircraft afterbody elastic sheet subassembly|
    法律状态:
    2017-03-22| PLFP| Fee payment|Year of fee payment: 2 |
    2017-09-22| PLSC| Publication of the preliminary search report|Effective date: 20170922 |
    2018-03-23| PLFP| Fee payment|Year of fee payment: 3 |
    2020-03-19| PLFP| Fee payment|Year of fee payment: 5 |
    2021-03-23| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1652159|2016-03-15|
    FR1652159A|FR3048957B1|2016-03-15|2016-03-15|AIRCRAFT ENGINE ASSEMBLY, COMPRISING SOFT DEVICES FOR TRANSMITTING EFFORTS AGENCIES BETWEEN THE THRUST INVERSION COVERS AND THE ENGINE|FR1652159A| FR3048957B1|2016-03-15|2016-03-15|AIRCRAFT ENGINE ASSEMBLY, COMPRISING SOFT DEVICES FOR TRANSMITTING EFFORTS AGENCIES BETWEEN THE THRUST INVERSION COVERS AND THE ENGINE|
    CA2960264A| CA2960264A1|2016-03-15|2017-03-08|Aircraft engine assembly, comprising flexible force transmitting devices radially arranged between the thrust reversal cowls and the engine|
    CN201710149697.2A| CN107380460B|2016-03-15|2017-03-14|Engine assembly for aircraft and aircraft|
    US15/458,567| US10464683B2|2016-03-15|2017-03-14|Aircraft engine assembly, comprising flexible force transmitting devices radially arranged between the thrust reversal cowls and the engine|
    GB1704116.1A| GB2549600B|2016-03-15|2017-03-15|Aircraft engine assembly, comprising flexible force transmitting devices radially arranged between the thrust reversal cowls and the engine|
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