Components between aircraft pylons and turbines

Abstract

The invention relates to an assembly between an aircraft pylon (30) and a turbine (20) having a longitudinal axis (X), the pylon (30) and the turbine (20) each comprising a front longitudinal region and a rear longitudinal region, the assembly comprising a rear support (40) configured to connect the rear region of the turbine (20) to the rear region of the pylon (30), the assembly being characterized in that the rear support (40) comprises a sliding pivot connection arranged between the rear region of the turbine (20) and the rear region of the pylon (30) such that the turbine (20) can only perform translational movements along the longitudinal axis (X) and rotational movements about the longitudinal axis, translational movements along the vertical axis (Z) and rotational movements about the vertical axis, and rotational movements about the transverse axis (Y).

Description

Technical Field

[0001] The present invention relates to suspending an aircraft turbine to an aircraft pylon. Background Art

[0002] The prior art includes, in particular, documents FR 3 039 204 A1 and US 2015 / 175268 A1.

[0003] In a conventional manner, an aircraft turbomachine, such as a turbojet engine, comprises, from upstream to downstream in the direction of gas flow, a fan, at least one compressor, a combustion chamber, and at least one turbine. Each element of the turbomachine is usually surrounded by a casing, such as a fan casing surrounding the fan, a turbine casing surrounding one or more turbines, and an exhaust casing arranged downstream of the turbines.

[0004] The turbine is hooked under the wing of the aircraft by means of a suspension. Figure 1 A turbine 10 is shown extending longitudinally along an axis X, transversely along an axis Y, and vertically along an axis Z, as shown in FIG. Figure 1 As shown, the turbine:

[0005] - hooked at the rear of the engine (ie downstream) by a suspension 12 on the exhaust casing of the engine, this suspension occupying two degrees of freedom (along the Y and Z axes, indicated by the arrows F1 ),

[0006] is hooked at the front of the engine (i.e. upstream) by a suspension 14 which takes up the remaining four degrees of freedom (along the Y and Z axes, indicated by arrows F2, and along the X and Y axes, indicated by arrows F3, of the engine torque), and

[0007] It is hooked by two connecting rods 16 for absorbing the thrust of the engine, which occupy only one degree of freedom (along the axis X, indicated by the arrow F4 ).

[0008] However, the engine's hook suspension is not perfectly aligned with the engine's thrust, which creates significant vertical loads. This results in bending moments on the engine shaft and the housing surrounding it, leading to internal running clearances in the engine that are detrimental to engine efficiency.

[0009] This deformation may also be aggravated by the expansion of the engine, which becomes longer as the operating temperature increases, while the aircraft pylon remains the same length (along the axis X).

[0010] Various methods have been implemented to mitigate this bending, such as changing the angle of the thrust reaction connecting rod to minimize the vertical force on the rear suspension due to the thrust of the engine.

[0011] French patent application FR 3 058 127 A1 describes an assembly between an aircraft structure pylon and an aircraft turbine, comprising a beam attached to the turbine and a spherical joint mounted in the beam. The beam comprises suspension ears, each of which comprises a hole for the passage of an axle. The axle also passes through a hole in the pylon to connect the beam to the pylon. A joint (plot) fixed to the pylon cooperates with the spherical joint of the beam. At the rear suspension, the beam has an elliptical aperture extending along the longitudinal axis X of the turbine, into which a finger fixed to the pylon engages with clearance. The elliptical aperture is intended to be fully consumed in the event of a fail-safe (English term for "fail-safe") situation to transmit thrust (along axis X), and to enable the engine to expand (along axis X) before the clearance is fully consumed.

[0012] French patent application FR 3 015 434 A1 describes a method for suspending an aircraft engine from a support structure for the aircraft. The rear suspension comprises two uprights forming a joint and interconnected by a slide, on which a roller is freely mounted and slides between the uprights forming a stop, while rolling in an elliptical groove (extending along the transverse axis Y) in the ear of the engine's exhaust casing. In particular, the rear suspension allows for response to thermal expansion issues. Elongation (i.e., expansion) along the engine's longitudinal axis X and rotation (i.e., torque) about the axis X are permitted, but the engine cannot be displaced along the vertical axis Z in the rear region of the engine. This has the effect of constraining the engine shaft, which would fold in the casing surrounding the engine (via the bearings supporting the engine shaft), with the casing itself being blocked along the axis Z. This thus provides a running gap between the engine shaft and the casing, which is detrimental to the engine's performance.

[0013] The object of the present invention is to propose a solution that enables an aircraft engine to expand axially and deform vertically without imposing constraints on the surrounding casing, thereby making it possible to reduce the internal running clearances of the engine and thus improve its efficiency. Summary of the Invention

[0014] To this end, the invention relates to an assembly between an aircraft pylon and a turbine having a longitudinal axis X, the pylon and the turbine each comprising a front longitudinal region and a rear longitudinal region, the assembly comprising a rear support configured to connect the rear region of the turbine to the rear region of the pylon, the assembly being characterized in that the rear support comprises a sliding pivot connection arranged between the rear region of the turbine and the rear region of the pylon in such a way that the turbine can only perform translational and rotational movements along the longitudinal axis X, translational and rotational movements along the vertical axis Z, and rotational movements along the transverse axis Y.

[0015] According to the invention, the rear support reacts only to forces in the transverse direction Y. The rear support according to the invention therefore makes it possible to block translational movements of the engine along the transverse axis Y.

[0016] Hooked to the aircraft pylon is a rear support which transmits the thrust (along the longitudinal axis X) and also acts as a transverse stop for the rear area of the engine.

[0017] Advantageously, the present invention enables the engine to expand axially and deform vertically without imposing constraints on the surrounding casing and thereby limiting deformation relative to the internal rotating components.

[0018] Advantageously, the present invention enables unconstrained movement of the stator and rotor of the engine, thereby enabling internal running clearances to be reduced and improving the efficiency of the engine.

[0019] The rear region of the turbine includes an exhaust casing. A sliding pivot connection is arranged between the exhaust casing and the aircraft pylon to allow for deformation of the engine (due to thrust and flight constraints) and expansion (due to temperature).

[0020] In the following description, the terms "turbine" and "engine" are used interchangeably to refer to a turbomachine.

[0021] According to one embodiment, the turbine includes a smooth shaft extending along a longitudinal axis X, and the pylon has a slot oriented along a vertical axis Z. The sliding pivot connection is formed by the smooth shaft of the turbine, which is configured to slide in the slot of the pylon. The smooth shaft can be coupled to a turbine wheel of the turbine.

[0022] According to another embodiment, the pylon includes a smooth shaft extending along a longitudinal axis X, and the turbine has a slot oriented along a vertical axis Z. The sliding pivot connection is formed by the smooth shaft of the pylon, which is configured to slide in the slot of the turbine. The slot may be formed in a turbine wheel of the turbine.

[0023] The turbine or pylon slots may be rectangular or oval.

[0024] The slot is oriented along the vertical axis Z so as to allow free vertical movement (translation and rotation) of the engine and to block only translational movement along the transverse axis Y. The shape of the oval slot enables transverse blocking along the axis Y, but allows rotation and translation of the engine along the axes X and Z.

[0025] The grooves are arranged such that the dimension of the grooves along the vertical axis Z is greater than the dimension of the grooves along the transverse axis Y. The shape of the grooves enables contact along the transverse axis Y between the smooth shaft and the grooves.

[0026] The assembly may comprise mechanical stops arranged at the ends of the smooth shaft of the turbine or of the pylon. These stops are configured to limit displacement of the turbine along the vertical axis Z.

[0027] Mechanical stops are required to limit displacement of the engine during abnormal loading conditions such as blade loss, hard landing, or belly landing of the aircraft.

[0028] Advantageously, the mechanical stop is configured to avoid any unhooking of the assembly.

[0029] The assembly may include an elastic device configured to exert a force on the smooth shaft of the turbine or the pylon along the transverse axis Y. The elastic device may be of pusher type or rotary type. The elastic device may include a return spring that exerts a force along the transverse axis Y to limit the gap between the smooth shaft and the vertical wall of the slot.

[0030] The elastic means form an automatic clearance adjustment system to avoid parasitic movements of the smooth shaft along the transverse axis Y and to enable angular displacement of the smooth shaft about the transverse axis Y.

[0031] Advantageously, the clearances required for the displacement and deformation of the engine are calculated to avoid any uncoupling of the components.

[0032] In order to increase the safety life (the English term is "safety life") and avoid failure of the rear support, the smooth shaft may include at least two concentric tubes, each tube being configured to maintain a limit load.

[0033] To promote fail-safety ("fail-safe"), smooth shafts may be constructed to sustain extreme loads and maintain the original capacity of the shaft throughout the service life of the aircraft.

[0034] The assembly includes a front support configured to connect a front region of the turbine to a front region of the pylon. The front support includes a first suspension joint extending along a transverse axis Y and a vertical axis Z, and a first coupling extending along the transverse axis Y and the vertical axis Z and forming an articulated connection with the first suspension joint, the first coupling being inserted into the first suspension joint and being traversed by a first shaft extending along the longitudinal axis X.

[0035] In order to improve fail-safety ("fail-safe"), the front support may further comprise: a second suspension joint, which extends along the longitudinal axis X and the vertical axis Z; and a second connecting member, which extends along the longitudinal axis X and the vertical axis Z and forms an articulated connection together with the second suspension joint, the second connecting member being inserted into the second suspension joint and being passed through by a second shaft extending along the transverse axis Y.

[0036] The front region of the turbine comprises a center casing. Thus, according to the invention, the turbine is suspended at its top portion from its center casing by means of a front support attached to the aircraft pylon and a rear support attached to the rear region of the pylon (the engine is not hooked up at the rear).

[0037] The front support can be hooked to the intermediate casing, or to the intermediate casing sleeve (VCI) or to the root of the outlet guide vanes (OGV). Preferably, the turbine is suspended in the front region of the engine by its intermediate casing or by the VCI, eliminating all degrees of freedom at this interface.

[0038] The front support reacts to forces along the longitudinal axis X, the transverse axis Y and the vertical axis Z, and to moments about the X and Z axes (torques).

[0039] When the front support is configured to absorb thrust (along the longitudinal axis X), it may comprise a thrust reaction system comprising a rudder portion and two connecting rods.

[0040] Alternatively, the front support may include a thrust reaction system comprising a pin extending along the vertical axis Z and in an oval slot extending along the transverse axis Y.

[0041] The assembly may also include two connecting rods configured to connect the front region of the turbine to the rear support.

[0042] According to the invention, the thrust exerted by the engine (force along the longitudinal axis X) is absorbed by two connecting rods (also called thrust-reactive connecting rods) between the turbine's center casing and the pylon in the rear region, and by points on the front support between the center casing and the pylon in the front region, and is transmitted to the aircraft via the rear support. Thus, the rear support receives the thrust of the engine via the thrust-reactive connecting rods.

[0043] According to the invention, the thrust forces are not absorbed by the slots oriented along the vertical axis Z, but rather by the front suspension.

[0044] The dimensions of the slots enable the body of the engine to flex freely ("trunk flexion" in English) and enable the running clearances to be reduced.

[0045] The maximum size of the slot (limited by the mechanical stop) creates vertical contact and enables limiting the constraint in the event of important transient forces (for example during an impact or a hard landing).

[0046] According to the invention, the absence of force absorption by the slots along the vertical axis Z allows the engine to be displaced along the longitudinal axis X and along the vertical axis Z (limited by the dimensions of the slots and the mechanical stops), and also to be rotated along the axes X and Z. This advantageously allows the engine housing and the engine shaft to expand freely and to deform or bend without restraint.

[0047] The invention also relates to a propulsion assembly for an aircraft comprising a turbine having a longitudinal axis X, the turbine comprising a front longitudinal region and a rear longitudinal region, an assembly according to the invention and a cover arranged around the turbine, the cover being fixed to the turbine so that movement of the turbine causes movement of the cover.

[0048] In other words, the cover is fixed to the turbine so that a translational and / or rotational movement of the turbine along the longitudinal axis X, and / or a translational and / or rotational movement along the vertical axis Z, and / or a rotational movement along the transverse axis Y results in the same translational and / or rotational movement of the cover.

[0049] Thus, the propulsion assembly comprises an engine and a nacelle surrounding the engine and, consequently, various covers arranged around the engine.

[0050] The invention also relates to an aircraft comprising an assembly according to the invention.

[0051] The invention also relates to an aircraft comprising a propulsion assembly according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The invention will be better understood and other details, features and advantages of the invention will become clearer through the following description made by way of non-limiting example and with reference to the accompanying drawings, in which:

[0053] - Already described Figure 1 is a very schematic perspective view of a turbine equipped with a suspension according to the prior art,

[0054] - Figure 2 is a very schematic perspective view of a turbine hooked to an aircraft pylon by means of an assembly according to the invention,

[0055] - Figure 3 is a very schematic side view of a turbine hooked to an aircraft pylon by means of an assembly according to the invention,

[0056] - Figure 4 is a very schematic cross-sectional view of a turbine hooked to an aircraft pylon by means of an assembly according to the invention,

[0057] - Figure 5 is a very schematic rear view along axis X (engine shaft) of the rear part of a turbine hooked to an aircraft pylon by means of an assembly according to the invention,

[0058] - Figure 6 yes Figure 5 A very schematic view of a cross section AA of

[0059] - Figure 7 is a very schematic front view of an automatic clearance adjustment system of the pusher type,

[0060] - Figure 8 is a very schematic cross-sectional view of an automatic clearance adjustment system of the pusher type,

[0061] - Figure 9 is a very schematic front view of an automatic clearance adjustment system of the rotary type,

[0062] - Figure 10 is a very schematic perspective view of a front support of an assembly according to a first embodiment of the invention,

[0063] - Figure 11 is a very schematic side view of the front part of a turbine hooked to an aircraft pylon by means of an assembly according to a first embodiment of the invention,

[0064] - Figure 12 is a very schematic top view of the front part of a turbine hooked to an aircraft pylon by means of an assembly according to a first embodiment of the invention,

[0065] - Figure 13 is a very schematic perspective view of a front support of an assembly according to a second embodiment of the invention,

[0066] - Figure 14 is a very schematic side view of the front part of a turbine hooked to an aircraft pylon by means of an assembly according to a second embodiment of the invention,

[0067] - Figure 15 is a very schematic top view of the front part of a turbine hooked to an aircraft pylon by means of an assembly according to a second embodiment of the invention,

[0068] - Figure 16 is a very schematic perspective view of a front support of an assembly according to a third embodiment of the invention,

[0069] - Figure 17 is a very schematic side view of the front part of a turbine hooked to an aircraft pylon by means of an assembly according to a third embodiment of the invention, and

[0070] - Figure 18 is a very schematic top view of the front part of a turbine hooked to an aircraft pylon by means of an assembly according to a third embodiment of the invention.

[0071] Elements having the same function in different exemplary embodiments are provided with the same reference numerals in the figures. DETAILED DESCRIPTION

[0072] As in Figure 2 and Figure 3 , the turbine 20 is suspended on a pylon 30 below a wing of an aircraft. The turbine 20 extends longitudinally along an axis X, transversely along an axis Y, and vertically along an axis Z. The pylon 30 extends longitudinally along the axis X. The pylon 30 and the turbine 20 each comprise a front longitudinal region and a rear longitudinal region in the direction of flow of the gas (along the axis X).

[0073] The turbine can be a turboshaft engine, a turbojet engine, or a turboprop engine. From upstream to downstream in the direction of gas flow, the turbine may include: a fan enclosed by a fan casing 22; at least one compressor; a combustion chamber; and at least one turbine enclosed by a turbine casing 24. An exhaust casing 26 is arranged downstream of the turbine. The fan casing 22 includes an upstream casing 28 that encloses the fan about the axis X; and an intermediate casing 32 located in an axial extension of the upstream casing 28.

[0074] The pylon 30 is attached to the body of the turbine 20, for example at its intermediate casing 32. The pylon is a rigid, substantially parallelepiped-shaped, non-deformable element.

[0075] The components between the pylon 30 and the turbine 20 include an aft support 40 configured to connect the aft region of the turbine 20 to the aft region of the pylon 30. The aft support 40 includes a sliding pivot connection disposed between the aft region of the turbine 20 and the aft region of the pylon 30 such that the turbine 20 is only capable of translational and rotational movement along the axes X and Z, and rotational movement along the axis Y. The sliding pivot connection is disposed to block translational movement of the turbine 20 along the axis Y.

[0076] A sliding pivot connection is provided between the exhaust casing 26 and the pylon 30 to allow deformation and expansion of the turbine 20. The turbine 20 can thus expand axially along the axis X and deform vertically along the axis Z without constraining the casings 22, 24, 26 surrounding the turbine.

[0077] According to Figure 4 In the first embodiment shown in FIG. 1 , the turbine 20 may include a smooth shaft 42 extending along an axis X (particularly visible in box A, which represents the Figure 4 ), and the pylon 30 may have a slot 44 oriented along the axis Z. The sliding pivot connection of the rear support 40 may be formed by a smooth shaft 42 of the turbine 20 configured to slide within the slot 44 of the pylon 30.

[0078] The smooth shaft 42 can be connected to the turbine of the turbine 20. The smooth shaft 42 has a generally cylindrical shape with a circular base. The smooth shaft 42 is a pin that is connected to the turbine 20 at one of its ends and is free at the other end.

[0079] To increase safe life ("Safe Life"), the smooth shaft 42 may include two concentric tubes, wherein a first tube is housed within a second tube, each tube being configured to hold a limit load.

[0080] To promote fail-safety ("fail-safe"), the smooth shaft 42 may be configured to maintain extreme loads and preserve the original capacity of the shaft throughout the useful life of the aircraft.

[0081] The groove 44 has a generally rectangular or oval shape. The groove 44 is arranged so that its dimension along the Z axis is greater than its dimension along the Y axis. The groove is oriented along the Z axis to allow vertical movement of the turbine 20 and only block translational movement along the Y axis. The shape of the groove 44 enables contact between the smooth shaft 42 and the groove 44 along the Y axis. Thus, the groove 44 blocks the turbine 20 laterally along the Y axis, but allows rotation and translation of the turbine 20 along both the X and Z axes.

[0082] According to a second embodiment, not shown, the pylon 30 comprises a smooth shaft extending along the axis X, and the turbine 20 has a slot oriented along the axis Z. In this embodiment, the sliding pivot connection is formed by the smooth shaft of the pylon 30 configured to slide inside the slot of the turbine 20. Of course, the same features as those shown for the first embodiment apply to this second embodiment.

[0083] As in Figure 4 As shown in box A of FIG, the assembly may include mechanical stops 50 arranged at the ends of the smooth shaft 42. These mechanical stops 50 are configured to limit the displacement of the turbine 20 along the axis Z. Arrows D1 and D2 represent the displacement / deformation clearance of the turbine 20 along the axis Z.

[0084] The mechanical stop 50 is configured to prevent the components from becoming unhooked.

[0085] Figure 5 A front view of a turbine 20 including a smooth shaft 42, a pylon 30 with a slot 44, and an assembly according to the present invention is shown. Figure 6 Shown Figure 5 Cross section AA.

[0086] The assembly may include an elastic device 60 configured to exert a force on the smooth shaft 42 along the axis Y. The elastic device 60 forms an automatic clearance adjustment system to avoid parasitic movements of the smooth shaft 42 along the axis Y and to enable angular displacement of the smooth shaft about the axis Y.

[0087] As in Figure 7 and Figure 8 As shown in FIG, the elastic device 60 may be of pusher type, Figure 7 yes Figure 5 An enlarged view of the first embodiment of frame B, Figure 8 yes Figure 6 Magnified view of frame C in FIG. The elastic means 60 may include a return spring 62 extending along the axis Y and configured to exert a force along the axis Y to limit the gap between the smooth shaft 42 and the vertical wall 46 of the groove 44 .

[0088] As in Figure 9 As shown in FIG, the elastic device 60 may be of the rotary type, Figure 9 yes Figure 5 4. An enlarged view of a second embodiment of frame B in FIG. The elastic device 60 may include a return spring 62 extending along the axis Y and configured to exert a force along the axis Y to limit the gap between the smooth shaft 42 and the vertical wall 46 of the groove 44. The return spring 62 may be arranged above the groove 44 and connected at one of its ends to a stop 64 and at the other end to a plate 66 that transmits the force of the return spring 62 along the axis Y to the smooth shaft 42.

[0089] The automatic slack adjustment system is configured to prevent the components from unhooking.

[0090] As in Figure 5 , the cover 70 is fixedly arranged around the turbine 20. In particular, the cover 70 is not hooked to the pylon 30. A translational movement of the turbine 20 along the axis X or the axis Z, or a rotational movement along the axis X, the axis Y or the axis Z, results in the same movement of the cover 70. In other words, when the turbine 20 is deformed and thus displaced (in Figure 5 This causes the cover 70 to shift as the turbine moves.

[0091] The assembly may also include a forward support 80 configured to connect a forward region of the turbine 20 to a forward region of the pylon 30 .

[0092] As in Figures 10 to 18 , the front support 80 includes a first suspension joint 82, 84. The suspension joint 82, 84 includes two vertical uprights 88, 90 extending in a plane including the axis Y and the axis Z. The vertical uprights 88, 90 are joined in pairs along the axis X so that an axial space 92 is formed between the two vertical uprights 88, 90.

[0093] The front support 80 comprises a first link 86 forming an articulated connection with the suspension joints 82, 84. The link 86 extends in a plane including the axis Y and the axis Z. The link 86 is inserted into the suspension joints 82, 84, more specifically into the space 92 between the two vertical uprights 88, 90 of the suspension joints 82, 84. The link 86 has shafts 94, 96 extending through the link along the axis X.

[0094] Suspension joint 82 is connected to center casing 32 of turbine 20, while suspension joint 84 is connected to pylon 30. Shaft 94 connects coupling 86 to suspension joint 82 of turbine 20, and shaft 96 connects coupling 86 to suspension joint 84 of pylon 30.

[0095] To enhance fail-safety ("fail-safe"), the front support 80 includes a second suspension joint 98, 100. The suspension joint 98, 100 includes two vertical uprights 102, 104 extending in a plane including the axis X and the axis Z. The vertical uprights 102, 104 are joined in pairs along the axis Y so that an axial space 106 is formed between the two vertical uprights 102, 104.

[0096] The front support 80 comprises a second link 108 forming an articulated connection with the suspension joints 98, 100. The link 108 extends in a plane including the axis X and the axis Z. The link 108 is inserted into the suspension joints 98, 100, more specifically into the space 106 between the two vertical uprights 102, 104 of the suspension joints 98, 100. The link 108 has shafts 110, 112 extending through it along the axis Y.

[0097] Suspension joint 98 is connected to center casing 32 of turbine 20, while suspension joint 100 is connected to pylon 30. Shaft 110 connects coupling 108 to suspension joint 98 of turbine 20, and shaft 112 connects coupling 108 to suspension joint 100 of pylon 30.

[0098] The turbine 20 is thus suspended at the top portion by its center casing 32 through a front support 80 attached to the pylon 30, eliminating all degrees of freedom at this interface. The front support 80 can also be hooked on the VCI or at the root of the OGV.

[0099] The front support 80 reacts to forces about the X, Y, and Z axes, and to moments about the X and Z axes.

[0100] The front support 80 may be configured to absorb thrust forces (along the axis X).

[0101] As in Figures 13 to 15 , the front support 80 may also include a thrust reaction system comprising a rudder 120 and two connecting rods 122. The connecting rods 122 are hooked at one end to the turbine 20 and at the other end to the rudder 120, which is hooked to the pylon 30, by means of a suspension joint 124 comprising a vertical column 126 extending in a plane including the X and Z axes.

[0102] As in Figures 16 to 18, the front support 80 may also include a thrust reaction system comprising a pin 130 extending along the axis Z and extending through an oblong slot 132 extending along the axis Y. The pin 130 is hooked to the turbine 20 , the elongated slot 132 being formed in the pylon 30 .

[0103] As in Figures 2 to 4 , the assembly may also include two connecting rods 140 configured to connect the front region of the turbine 20 to the rear support 40. The connecting rods 140 allow the thrust forces to be absorbed in the rear region between the intermediate casing 32 and the pylon 30. The thrust forces are then transmitted to the aircraft via the rear support 40.

Claims

1. An assembly between an aircraft pylon (30) and a turbine (20) having a longitudinal axis (X), the aircraft pylon (30) and the turbine (20) each comprising a front longitudinal region and a rear longitudinal region, the assembly comprising a rear support (40) configured to connect the rear longitudinal region of the turbine (20) to the rear longitudinal region of the aircraft pylon (30), the assembly being characterized in that the rear support (40) comprises a sliding pivot connection arranged between the rear longitudinal region of the turbine (20) and the rear longitudinal region of the aircraft pylon (30) such that the turbine (20) can only perform translational and rotational movements along the longitudinal axis (X), translational and rotational movements along the vertical axis (Z), and rotational movements along the transverse axis (Y).

2. The assembly according to claim 1, wherein The turbine (20) comprises a smooth shaft (42) extending along the longitudinal axis (X), the aircraft pylon (30) has a slot (44) oriented along the vertical axis (Z), and wherein the sliding pivot connection is formed by the smooth shaft (42) of the turbine (20) configured to slide in the slot (44) of the aircraft pylon (30).

3. The assembly according to claim 1, wherein The aircraft pylon (30) comprises a smooth shaft (42) extending along the longitudinal axis (X), the turbine (20) has a slot (44) oriented along the vertical axis (Z), and wherein the sliding pivot connection is formed by the smooth shaft (42) of the aircraft pylon (30) being configured to slide in the slot (44) of the turbine (20).

4. An assembly according to claim 2 or 3, wherein The slot (44) of the turbine (20) or the slot (44) of the aircraft pylon (30) is rectangular or elliptical in shape.

5. The assembly according to claim 2 or 3, wherein The assembly comprises a mechanical stop (50) arranged at the end of a smooth shaft (42) of the turbine (20) or at the end of a smooth shaft (42) of the aircraft pylon (30).

6. The assembly according to claim 2 or 3, wherein The assembly comprises an elastic device (60) configured to exert a force along the transverse axis (Y) on the smooth shaft (42) of the turbine (20) or the smooth shaft (42) of the aircraft pylon (30).

7. An assembly according to claim 2 or 3, wherein The smooth shaft (42) comprises at least two concentric tubes.

8. An assembly according to any one of claims 1 to 3, wherein The assembly comprises a front support (80) configured to connect the front longitudinal region of the turbine (20) to the front longitudinal region of the aircraft pylon (30), the front support (80) comprising a suspension joint (82, 84) extending along the transverse axis (Y) and the vertical axis (Z), and a coupling (86) extending along the transverse axis (Y) and the vertical axis (Z) and forming an articulated connection with the suspension joint (82, 84), the coupling (86) being inserted into the suspension joint (82, 84) and being traversed by a shaft extending along the longitudinal axis (X).

9. A propulsion assembly for an aircraft, comprising a turbine (20) having a longitudinal axis (X), the turbine (20) comprising a front longitudinal region and a rear longitudinal region, the propulsion assembly further comprising an assembly according to any one of claims 1 to 8 and a cover (70) arranged around the turbine (20), the cover (70) being fixed to the turbine (20) such that movement of the turbine (20) causes movement of the cover (70).

10. An aircraft comprising an assembly according to any one of claims 1 to 8 or a propulsion assembly according to claim 9.

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