Aircraft propulsion unit and aircraft

Abstract

An aircraft propulsion unit and an aircraft are disclosed, the aircraft propulsion unit comprising a main link for an engine cradle, and two safety links connected in parallel, the two safety links being connected to a front transverse reinforcement of a main structure of a pylon. The aircraft propulsion unit comprises an engine front bracket connecting the main structure of the pylon and the engine, the engine front bracket comprising: a main link positioned between the clevis of the front transverse reinforcement and the clevis of the engine; two safety links arranged on both sides of the main link and around which a clevis is arranged; and a reinforcement connection pin and an engine connection pin connecting the main link and the safety link to the front lateral reinforcement and to the engine. This propulsion unit makes it possible to minimize the number of backup interfaces and maintain the distribution of forces between the nominal configuration and the degraded configuration of the engine front cradle.

Description

Technical Field

[0001] The invention relates to an aircraft propulsion unit comprising a front engine bracket, the front engine bracket comprising a main connecting rod and two safety connecting rods arranged parallel to the main connecting rod, the two safety connecting rods being connected to the front transverse reinforcement of the main structure of the pylon and to the aircraft engine. The invention also relates to an aircraft comprising at least one such propulsion unit. Background Art

[0002] According to Figure 1 and Figure 2 In one embodiment as can be seen in FIG. 1 , an aircraft 10 includes wings 12 and at least one propulsion unit 14 positioned below each wing 12. The propulsion unit 14 includes a pylon 16 secured below the wing 12 and an engine 18 secured below the pylon 16. More specifically, the pylon 16 includes a main structure 20 connected to the engine 18 via an engine mount 22 and to the wing 12 via a wing mount 24.

[0003] Generally, X refers to the longitudinal direction of the pylon 16, which is parallel to the rotation axis A18 of the engine 18 and to the longitudinal axis of the aircraft 10. On the other hand, Y refers to the lateral direction of the pylon 16, which is horizontal and perpendicular to the rotation axis A18 of the engine 18 when the aircraft 10 is on the ground, and Z refers to the vertical direction or vertical height when the aircraft 10 is on the ground and perpendicular to the rotation axis A18 of the engine 18, and these three directions X, Y and Z are at right angles to each other.

[0004] On the other hand, the terms "front" and "rear" should be considered relative to the forward direction of travel of the aircraft 10 during operation of the engine 18 (the direction of flow of gases, the front corresponding to the entry of gases (air) into the engine and the rear corresponding to the exit of gases (combustion gases)), which direction is schematically indicated by the arrow A. The terms "port" and "starboard" should also be considered relative to the forward direction of travel A of the aircraft 10 and relative to the longitudinal direction X.

[0005] The engine mount 22 includes an engine front mount 26 , an engine rear mount 28 , and a pair of thrust rods 30 for ensuring absorption of thrust.

[0006] According to Figure 3, the main structure 20 of the pylon 16 comprises upper and lower spars 20.1, right-hand and left-hand panels 20.2, and a plurality of transverse stiffeners 20.3 connecting the upper and lower spars 20.1 and connecting the right-hand and left-hand panels 20.2. A front transverse stiffener 20.3 is positioned at the front of the main structure 20 of the pylon and extends at least partially over the lower spars 20.1. This front transverse stiffener 20.3 has a bearing surface to secure the front engine bracket 26 positioned in a horizontal plane below said front transverse stiffener.

[0007] The engine front bracket 26 includes:

[0008] A transverse beam 32 is positioned below the main structure 20, below the front reinforcement, and is connected by vertical connecting elements ( Figure 3 ) connected to the main structure 20 and to the engine 18 via a safety connection pin 36,

[0009] A first connecting rod 38 connected to the engine 18 via a first engine connecting pin 40 and to the cross beam 32 via a first beam connecting pin 42,

[0010] A second link 44 is connected to the engine 16 via a second engine connection pin 46 and to the cross beam 32 via a second beam connection pin 48 .

[0011] For each beam connecting pin 42 , 48 , the transverse beam 32 comprises a connecting fork having two flanges 32 . 1 , 32 . 2 , between which the first link 38 or the second link 44 is positioned.

[0012] For each engine connection pin 40, 46, the engine housing ( Figure 3 ) comprises a connecting fork having two flanges, between which the first link 38 or the second link 44 is positioned.

[0013] For the safety connection pin 36, the transverse beam 32 comprises a connection fork with a flange 36.1, which is positioned at the connection fork of the engine housing ( Figure 3 between two flanges (not visible in the figure).

[0014] Such a front engine bracket 26 has a so-called "fail-safe" interface that is disconnected from the main force path. In particular, the connecting rods 38, 44 correspond to the main force path and, in the nominal configuration, ensure the absorption of forces, while the safety connecting pin 36 corresponds to the backup force path, the so-called safety force path, and ensures the absorption of forces in the event of a degraded configuration of one of the connecting rods 38, 44 or one of the connecting forks 32.1, 32.2 of the transverse beam 32 or one of the connecting forks of the engine housing.

[0015] For this front engine bracket 26, it is therefore necessary to provide a backup connection fork on the engine housing and the front engine bracket (safety connection pin 36). However, the integration of these backup interfaces makes the design of the engine housing more complicated in addition to the design of the front engine bracket.

[0016] Furthermore, the distribution of forces may change significantly between the nominal and degraded configurations of the front engine mount, which may complicate the dimensioning of the part.

[0017] There is therefore a need for a front engine mount having a so-called "fail-safe" interface which makes it possible to limit the alternate interface and more effectively control the force paths in the structure. Summary of the invention

[0018] The subject of the invention is an aircraft propulsion unit comprising a main structure of a pylon, an engine, and an engine front bracket connecting the main structure and the engine, the main structure comprising upper and lower wing spars, right-hand and left-hand side panels, and a front transverse reinforcement, for each right-hand and left-hand side panel, the front transverse reinforcement comprising a first connecting fork protruding relative to the side panel and having two first flanges, each of which has a first hole, and the engine comprising at least one second connecting fork, the at least one second connecting fork having two second flanges, each of which has a second hole.

[0019] According to the present invention, the engine front bracket comprises:

[0020] a first link having a third hole and a fourth hole and positioned between a first flange of a first connecting fork of the front transverse reinforcement and between a second flange of a second connecting fork of the engine,

[0021] The second safety link and the third safety link each have a fifth hole and a sixth hole, the first connecting fork of the front transverse reinforcement and the second connecting fork of the engine are positioned between the second safety link and the third safety link,

[0022] a first reinforcing connecting pin inserted into the first hole, the third hole, and the fifth hole, and

[0023] A first engine connecting pin is inserted into the second hole, the fourth hole and the sixth hole.

[0024] The propulsion unit according to the invention makes it possible to minimize the number of spare interfaces by eliminating spare connection forks on the engine casing and the front engine bracket, thereby simplifying the design of the engine casing and the front engine bracket. This propulsion unit also makes it possible to maintain the distribution of forces between the nominal configuration and the degraded configuration of the front engine bracket, which simplifies the dimensioning of the parts. In particular, the presence of a safety link makes it possible to ensure the continuity of force transmission under all conditions.

[0025] According to further features, the engine includes a third connecting fork having two third flanges, each third flange having a seventh hole, and the second safety link and the third safety link are positioned between the third flanges of the third connecting fork of the engine.

[0026] Advantageously, the presence of the third connecting fork of the engine makes it possible to ensure the continuity of the force transmission in all conditions (nominal conditions or degraded conditions of the second connecting fork of the engine).

[0027] According to further features, the second safety link and the third safety link are separated from the third connecting fork of the engine by a first gap.

[0028] Advantageously, this first gap also allows manufacturing tolerances to be met, in addition to the displacements due to the articulation of the joint between the front transverse reinforcement and the engine in a degraded condition.This gap also allows the third connecting fork of the engine to rotate relative to the second and third connecting rods.

[0029] According to further features, the first engine connecting pin is inserted into the sixth hole of the second safety link and the third safety link with a second clearance. This second clearance enables the second backup safety link and the third backup safety link to be provided.

[0030] According to further features, the second safety link and the third safety link are separated from the second connecting fork of the engine by a third gap.

[0031] Advantageously, this third gap also enables manufacturing tolerances to be met, in addition to the displacements due to the articulation of the joint between the front transverse reinforcement and the engine in nominal conditions.This gap also enables the second connecting fork of the engine to rotate relative to the first connecting rod.

[0032] According to a further feature, for each first flange of the first connecting fork of the front transverse reinforcement, the front engine bracket comprises a reinforcement ring arranged in the first hole.

[0033] According to further features, the first reinforcement connecting pin has an eighth hole, and the propulsion unit includes a second safety reinforcement connecting pin, which is inserted into the eighth hole of the first reinforcement connecting pin.

[0034] Advantageously, the presence of a double reinforcing connecting pin makes it possible to ensure the continuity of the force transmission in all conditions (nominal conditions or degraded conditions of the first reinforcing connecting pin).

[0035] According to further features, the first engine connecting pin has a ninth hole, and the propulsion unit includes a second safety engine connecting pin that is inserted into the ninth hole of the first engine connecting pin.

[0036] Advantageously, the presence of a double engine connecting pin makes it possible to ensure the continuity of force transmission in all conditions (nominal condition or degraded condition of the first engine connecting pin).

[0037] A further subject matter of the invention is an aircraft comprising at least one propulsion unit according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Further features and advantages will be found in the following description of the invention, which is given by way of example only with reference to the accompanying drawings, in which:

[0039] Figure 1 This is a side view of the aircraft.

[0040] Figure 2 This is a side view of the aircraft propulsion unit without a cabin.

[0041] Figure 3 is a perspective view showing an engine front bracket of an embodiment of the prior art,

[0042] Figure 4 is a perspective view showing an engine front bracket according to an embodiment of the present invention,

[0043] Figure 5 is a front view showing an engine front bracket according to an embodiment of the present invention,

[0044] Figure 6 is a perspective view showing a portion of an engine front bracket according to an embodiment of the present invention,

[0045] Figure 7 is a cross-sectional view showing an engine front bracket of an embodiment of the present invention, and

[0046] Figure 8 is a cross-sectional view showing a front engine bracket according to a further embodiment of the present invention. DETAILED DESCRIPTION

[0047] Figures 4 to 76 and 7 show a front engine bracket 60 of a propulsion unit connecting a main structure 62 of an aircraft pylon and an engine 64. In these figures, only a part of the casing of the engine 64 and a part of the main structure 62 are shown. At least one propulsion unit of an aircraft is provided with such a front engine bracket 60.

[0048] The main structure 62 includes an upper spar ( Figures 4 to 7 1 and 2) and a lower spar 62.1, a right-hand side panel 66.1 and a left-hand side panel 66.2, and a front transverse reinforcement 68. The right-hand side panel 66.1 and the left-hand side panel 66.2 extend in a plane parallel to the plane XZ. The front transverse reinforcement 68 extends in a plane parallel to the plane YZ. For each right-hand side panel 66.1 and the left-hand side panel 66.2, the front transverse reinforcement 68 comprises a concave connecting fork 70 protruding relative to the right-hand side panel 66.1 or the left-hand side panel 66.2. The connecting fork 70 thus extends in a plane parallel to the plane YZ and therefore extends transversely to the right-hand side panel 66.1 and the left-hand side panel 66.2. The connecting fork 70 has two flanges 72, 74, each flange having a hole 76, 78, the axis of which is parallel to the longitudinal direction X.

[0049] The engine 64 comprises at least one female clevis 80 which projects in the direction of the main structure 62 and has two flanges 82, 84. The clevis 80 extends in a plane parallel to the plane YZ. Each flange 82, 84 has a hole 86, 88 whose axis is parallel to the longitudinal direction X.

[0050] The front engine support 60 comprises a connecting rod 90, a so-called main connecting rod or central connecting rod, which extends in a plane parallel to the plane YZ and has a first hole 92 at a first end 90.1 of the connecting rod and a second hole 94 at a second end 90.2 of the connecting rod. The holes 92, 94 extend along an axis parallel to the longitudinal direction X. The first end 90.1 of the main connecting rod 90 is positioned between the flanges 72, 74 of the connecting fork 70 of the front transverse reinforcement 68 and the second end 90.2 of the main connecting rod 90 is positioned between the flanges 82, 84 of the connecting fork 80 of the engine 64. Therefore, the connecting fork 70 of the front transverse reinforcement 68 and the connecting fork 80 of the engine 64 are substantially aligned, so that the flanges 72, 74 of the connecting fork 70 and the flanges 82, 84 of the connecting fork 80 are arranged on both sides of the main connecting rod 90.

[0051] The front engine support 60 also comprises two links 96, 98, so-called safety links or lateral links. Each safety link 96, 98 extends in a plane parallel to the plane YZ and has a first hole 100, 102 at a first end 96.1, 98.1 of the safety link and a second hole 104, 106 at a second end 96.2, 98.2 of the safety link. The holes 100, 102, 104, 106 extend along an axis parallel to the longitudinal direction X. The connecting fork 70 of the front transverse reinforcement 68, in particular the flanges 72, 74, is positioned between the first end 96.1 of the safety link 96 and the first end 98.1 of the safety link 98. The connecting fork 80 of the engine 64, in particular the flanges 82, 84, is positioned between the second end 96.2 of the safety link 96 and the second end 98.2 of the safety link 98. In other words, the safety links 96, 98 are arranged on both sides of the connecting fork 70 of the front transverse reinforcement 68 and the connecting fork 80 of the engine 64. Therefore, the connecting fork 70 of the front transverse reinforcement 68 is positioned between the first ends 96.1, 98.1 of the safety links 96, 98, and the connecting fork 80 of the engine 64 is positioned between the second ends 96.2, 98.2 of the safety links 96, 98.

[0052] Thus, the safety links 96, 98 and the main link 90 are arranged in parallel relative to each other, with the main link 90 being arranged between the safety links 96, 98. The main link 90 has a longitudinal dimension (in the longitudinal direction X), a transverse dimension (in the transverse direction Y), and a vertical dimension (in the vertical direction Z) that are greater than the longitudinal dimensions, transverse dimensions, and vertical dimensions of the safety links 96, 98. The safety links 96, 98 are substantially identical.

[0053] The front engine bracket 60 comprises a first reinforcing connecting pin 108 (so-called main reinforcing connecting pin) having a hole 110, the axis of which is parallel to the longitudinal direction X. The first reinforcing connecting pin 108 extends along an axis parallel to the longitudinal direction X. The first reinforcing connecting pin 108 is arranged in the hole 100 of the safety link 96, in the hole 76 of the flange 72 of the connecting fork 70 of the front transverse reinforcement 68, in the hole 92 of the main connecting rod 90, in the hole 78 of the flange 74 of the connecting fork 70, and in the hole 104 of the safety link 98. The holes 100, 76, 92, 78, 104 are coaxial. Therefore, the first reinforcing connecting pin 108 enables the front engine bracket 60 to be connected to the front transverse reinforcement 68. The front engine bracket 60 comprises a second safety reinforcing connecting pin 112, which is arranged in the hole 110 of the first reinforcing connecting pin 108. Thus, the first reinforcement connecting pin 108 and the second safety reinforcement connecting pin 112 form a double reinforcement connecting pin between the front transverse reinforcement 68 and the front engine bracket 60. The second safety reinforcement connecting pin 112 ensures the continuity of force transmission under all conditions, even in the case of degradation of the first reinforcement connecting pin 108.

[0054] The outer diameter (radial dimension relative to the longitudinal direction X) of the second safety reinforcement connecting pin 112 is substantially equal to the diameter of the hole 110 of the first reinforcement connecting pin 108, so that the safety reinforcement connecting pin 112 is inserted into the hole 110 of the main reinforcement connecting pin 108 by force.

[0055] The outer diameter of the first reinforcing connecting pin 108 is substantially equal to the diameter of the holes 100, 104 of the safety links 96, 98, in addition to being equal to the diameter of the hole 92 of the main connecting rod 90. The main connecting rod 90 or the safety links 96, 98 are allowed to rotate around the first reinforcing connecting pin 108. The main connecting rod 90 and the safety links 96, 98 are mounted on the first reinforcing connecting pin 108 in a close-fitting manner.

[0056] For each flange 72, 74 of the connecting fork 70 of the front transverse reinforcement 68, the front engine bracket 60 includes a reinforcement ring 120, 122, which includes a hollow body positioned at least partially in the hole 76, 78 of the flange 72, 74. The outer diameter of the body of the reinforcement ring 120, 122 is substantially equal to the diameter of the hole 76, 78 of the flange 72, 74 of the connecting fork 70 of the front transverse reinforcement 68, so that the reinforcement ring 120, 122 is inserted into the hole 76, 78 of the flange 72, 74 of the connecting fork 70 by force. The outer diameter of the first reinforcement connecting pin 108 is substantially equal to the inner diameter of the body of the reinforcement ring 120, 122.

[0057] The front engine support 60 comprises a first engine connecting pin 114 (so-called main engine connecting pin) having a hole 116, the axis of which is parallel to the longitudinal direction X. The first engine connecting pin 114 extends along an axis parallel to the longitudinal direction X. The first engine connecting pin 114 is arranged in the hole 102 of the safety link 96, in the hole 86 of the flange 82 of the connecting fork 80 of the engine 64, in the hole 94 of the main connecting rod 90, in the hole 88 of the flange 84 of the connecting fork 80, and in the hole 106 of the safety link 98. The holes 102, 86, 94, 88, 106 are coaxial. Therefore, the first engine connecting pin 114 makes it possible to connect the front engine support 60 to the engine 64.

[0058] The front engine bracket 60 comprises a second safety engine connection pin 118, which is arranged in the hole 116 of the first engine connection pin 114. Thus, the first engine connection pin 114 and the second safety engine connection pin 118 form a double reinforcement connection pin between the front transverse reinforcement 68 and the front engine bracket 60. The second safety engine connection pin 118 makes it possible to ensure the continuity of force transmission under all conditions, even in the case of degradation of the first engine connection pin 114.

[0059] The outer diameter of the second safety engine connecting pin 118 is substantially equal to the diameter of the hole 116 of the first engine connecting pin 114, so that the safety engine connecting pin 118 is inserted into the hole 116 of the main engine connecting pin 114 by force.

[0060] Thus, the main link 90 is connected to the engine 64 by the first engine connecting pin 114 and to the front transverse reinforcement 68 by the first reinforcement connecting pin 108, the main link 90 being positioned between the flanges 72, 74 of the connecting fork 70 of the front transverse reinforcement 68 and between the flanges 82, 84 of the connecting fork 80 of the engine 64. The safety links 96, 98 are connected to the engine 64 by the first engine connecting pin 114 and to the front transverse reinforcement 68 by the first reinforcement connecting pin 108, the connecting fork 70 of the front transverse reinforcement 68 and the connecting fork 80 of the engine 64 being positioned between the safety links 96, 98.

[0061] The outer faces 72.1, 74.1 of the connecting fork 70 (i.e., the outer faces 72.1 of the flange 72 and the outer faces 74.1 of the flange 74 (in contrast to the inner faces 72.2, 74.2 of the flanges 72, 74 that are opposite to each other)) are substantially aligned with the outer faces 82.1, 84.1 of the connecting fork 80 (i.e., the outer faces 82.1 of the flange 82 and the outer faces 84.1 of the flange 84 (in contrast to the inner faces 82.2, 84.2 of the flanges 82, 84 that are opposite to each other)) in the longitudinal direction X. The longitudinal dimensions of the flanges 72, 74 of the connecting fork 70 of the front transverse reinforcement 68 are smaller than the longitudinal dimensions of the flanges 82, 84 of the connecting fork 80 of the engine 64. Therefore, the distance between the flanges 72 , 74 of the connecting fork 70 in the longitudinal direction X (the distance between the inner surfaces 72 . 2 , 74 . 2 ) is greater than the distance between the flanges 82 , 84 of the connecting fork 80 (the distance between the outer surfaces 82 . 2 , 84 . 2 ).

[0062] In the region of the second end 90.2 of the main connecting rod 90, no gap is created between the main connecting rod 90 and the flanges 82, 84 of the connecting fork 80 of the engine 64. In other words, the longitudinal dimension of the main connecting rod 90 is substantially equal to the distance between the flanges 82, 84 of the connecting fork 80 in the longitudinal direction X (the distance between the inner faces 82.2, 84.2).

[0063] In the region of the first end 90.1 of the main connecting rod 90, there is a spacing E1 between the main connecting rod 90 and each inner face 72.2, 74.2 of the flanges 72, 74 of the connecting fork 70 of the front transverse reinforcement 68. The reinforcement rings 120, 122 include radial protrusions 120.1, 122.1, the diameter of which is greater than the outer diameter of the body of the reinforcement rings 120, 122 and which extend from the body of the reinforcement rings 120, 122 between the main connecting rod 90 and the flanges 72, 74 of the connecting fork 70. The longitudinal dimension of the radial protrusions 120.1, 122.1 is substantially equal to the spacing E1. Therefore, the spacing E1 between the main connecting rod 90 and the connecting fork 70 is filled by the radial protrusions 120.1, 122.1 of the reinforcement rings 120, 122.

[0064] For each safety link 96, 98, in the region of the first end 96.1, 98.1 of the safety link 96, 98, there is a spacing E2 between the safety link 96, 98 and the outer face 72.1, 74.1 of the flange 72, 74 of the connecting fork 70 of the front transverse reinforcement 68. The body of the reinforcement ring 120, 122 extends beyond the hole 76, 78 in the direction of the safety link 96, 98, in particular at the spacing E2. Therefore, the spacing E2 between the safety link 96, 98 and the connecting fork 70 is filled by the body of the reinforcement ring 120, 122.

[0065] For each safety link 96, 98, in the region of the second end 96.2, 98.2 of the safety link 96, 98, there is a gap J1 between the safety link 96, 98 and the outer face 82.1, 84.1 of the flange 82, 84 of the connecting fork 80 of the engine 64. The gap J1 is configured to be able to meet manufacturing tolerances, in addition to the displacements due to the articulation of the joint between the front transverse reinforcement 68 and the engine 64 in the nominal case. The gap J1 is configured to be as small as possible in order to minimize the bending of the flanges 82, 84 of the connecting fork 80. Advantageously, the gap J1 enables the connecting fork 80 of the engine 64 to rotate relative to the main connecting rod 90.

[0066] The main connecting rod 90 is mounted on the first engine connecting pin 114 in a close-fitting manner. For each safety link 96, 98, in the region of the second end 96.2, 98.2 of the safety link 96, 98, there is a gap J2 between the hole 102, 106 of the safety link 96, 98 and the first engine connecting pin 114. In other words, the first engine connecting pin 114 is inserted into the hole 102, 106 of the safety link 96, 98 with the gap J2. The gap J2 is configured to be filled in the case of a degraded configuration. In other words, the safety link 96, 98 is mounted on the first reinforcement connecting pin 108 in a close-fitting manner and is mounted on the first engine connecting pin 114 with the gap J2. In the event of a failure, the safety link 96, 98 or the first engine connecting pin 114 is displaced so that the wall of the hole 100, 104 of the safety link 96, 98 moves against the first engine connecting pin 114.

[0067] In the nominal configuration, forces are transmitted from the connecting fork 80 of the engine 64 to the main connecting rod 90 and then to the connecting fork 70 of the front transverse reinforcement 68. In the nominal configuration, the safety links 96, 98 are in a "standby" state and are not allowed to absorb forces. More specifically, the safety links 96, 98 are separated from the first engine connecting pin 114 by a gap J2, which is not zero.

[0068] In the first degenerate configuration, in which the main connecting rod 90 is defective, forces will be transmitted from the connecting fork 80 of the engine 64 to the safety links 96, 98 and then to the connecting fork 70 of the front transverse reinforcement 68. The gap J2 present in the nominal configuration between the safety links 96, 98 and the first engine connecting pin 114 is filled in this degenerate configuration. More specifically, if the main connecting rod 90 is defective, this main connecting rod no longer allows to ensure the transmission of forces in the direction of the front transverse reinforcement 68. The engine 64, which in the nominal configuration was held on the front transverse reinforcement 68 by means of the connecting fork 80 of the engine 64, the main connecting rod 90 and the connecting fork 70 of the front transverse reinforcement 68, will now be held on the front transverse reinforcement 68 by means of the connecting fork 80 of the engine 64, the safety links 96, 98 and the connecting fork 70 of the front transverse reinforcement 68 in this degenerate configuration. In this degenerate configuration, the first engine connecting pin 114 is disposed in the holes 102 , 106 of the safety links 96 , 98 , such that the gap J2 between the first engine connecting pin 114 and the safety links 96 , 98 is zero.

[0069] In the second degenerate configuration where the flange 82 of the yoke 80 of the engine 64 is defective, force is transmitted from the flange 84 of the yoke 80 of the engine 64 to the main link 90 and to the safety link 98, and then to the yoke 70 of the front transverse reinforcement 68. Similarly, in this degenerate configuration, the gap J2 is zero.

[0070] In the third degenerate configuration where the flange 72 of the clevis 70 of the front transverse reinforcement 68 is defective, force is transmitted from the clevis 80 of the engine 64 to the main link 90 and to the safety link 98, and then to the flange 74 of the clevis 70 of the front transverse reinforcement 68. Similarly, in this degenerate configuration, the gap J2 is zero.

[0071] Figure 8 A front engine mount according to a further embodiment is shown.

[0072] In this embodiment, the engine comprises at least a first female yoke 80, which protrudes in the direction of the main structure of the pylon and has two flanges 82, 84, and a second female yoke 130, which protrudes in the direction of the main structure of the pylon and has two flanges 132, 134. The yokes 80, 130 extend in a plane parallel to the YZ plane. The yokes 80, 130 are arranged parallel to each other. Each flange 82, 84, 132, 134 has a hole 86, 88, 136, 138, the axis of which is parallel to the longitudinal direction X. The yoke 80 is arranged between the flanges 132, 134 of the yoke 130. The holes 86, 88, 136, 138 are coaxial.

[0073] The engine's connecting fork 130, in particular its flanges 132, 134, are positioned around the second end 96.2 of the safety link 96 and the second end 98.2 of the safety link 98. In other words, the safety links 96, 98 are arranged between the flanges 132, 134 of the engine's connecting fork 130 and around the connecting fork 80. Thus, the connecting fork 70 of the front transverse reinforcement is positioned between the first ends 96.1, 98.1 of the safety links 96, 98, while the second ends 96.2, 98.2 of the safety links 96 and 98 are arranged between the flange 132 of the connecting fork 130 and the flange 82 of the connecting fork 80 (for the first safety link 96) and between the flange 134 of the connecting fork 130 and the flange 84 of the connecting fork 80 (for the second safety link 98).

[0074] According to this embodiment, the front engine bracket 60 comprises, for each flange 72, 74 of the connecting fork 70 of the front transverse reinforcement, a first reinforcing half ring 140, 142 comprising a hollow body at least partially positioned in the holes 76, 78 of the flanges 72, 74 from the inner face 72.2, 74.2 of the flanges 72, 74, and a second reinforcing half ring 144, 146 comprising a hollow body at least partially positioned in the holes 76, 78 of the flanges 72, 74 from the outer face 72.1, 74.1 of the flanges 72, 74. Thus, the first reinforcing half ring 140, 142 and the second reinforcing half ring 144, 146 form a reinforcing ring for each hole 76, 78 of the flanges 72, 74. The outer diameter of the body of each reinforcing half ring 140, 142, 144, 146 is substantially equal to the diameter of the holes 76, 78 of the flanges 72, 74 of the connecting fork 70 of the front transverse reinforcement 68, so that each reinforcing half ring 140, 142, 144, 146 is inserted into the holes 76, 78 of the flanges 72, 74 of the connecting fork 70 by force. The outer diameter of the first reinforcing connecting pin 108 is substantially equal to the inner diameter of the body of each reinforcing half ring 140, 142, 144, 146.

[0075] According to this embodiment, for the main connecting rod 90, the front engine bracket 60 includes a reinforcement ring 148, which is positioned in the hole 92 of the main connecting rod 90. The outer size of the reinforcement ring 148 is substantially equal to the size of the hole 92 of the main connecting rod 90, so that the reinforcement ring 148 is inserted into the hole 92 of the main connecting rod 90 by force. The outer diameter of the first reinforcement connecting pin 108 is substantially equal to the inner diameter of the reinforcement ring 148.

[0076] According to this embodiment, for each safety link 96, 98, the front engine bracket 60 includes a reinforcement ring 150, 152, which is positioned in the hole 100, 104 of the safety link 96, 98. The outer diameter of the reinforcement ring 150, 152 is substantially equal to the diameter of the hole 100, 104 of the safety link 96, 98, so that the reinforcement ring 150, 152 is inserted into the hole 100, 104 of the safety link 96, 98 by force. The outer diameter of the first reinforcement connecting pin 108 is substantially equal to the inner diameter of the reinforcement ring 150, 152.

[0077] The reinforcement ring 150 extends beyond the hole 100 of the safety link 96 in the longitudinal direction X (here in the direction of the flange 72 of the connecting fork 70), and the reinforcement half ring 144 extends beyond the hole 76 of the flange 72 of the connecting fork 70 in the direction opposite to the longitudinal direction X (here in the direction of the safety link 96). The reinforcement ring 150 and the reinforcement half ring 144 abut against each other, while creating a spacing between the safety link 96 and the flange 72 of the connecting fork 70.

[0078] The reinforcement ring 148 extends beyond the hole 92 of the main connecting rod 90 on both sides of the hole 92. The reinforcement half ring 140 extends beyond the hole 76 of the flange 72 of the connecting yoke 70 in the longitudinal direction X, and the reinforcement half ring 142 extends beyond the hole 78 of the flange 74 of the connecting yoke 70 in the direction opposite to the longitudinal direction X. The reinforcement ring 148 and the reinforcement half rings 140, 142 abut against each other, while creating a spacing between the flanges 72, 74 of the main connecting rod 90 and the connecting yoke 70.

[0079] The reinforcement ring 152 extends beyond the hole 104 of the safety link 98 in a direction opposite to the longitudinal direction X (here in the direction of the flange 74 of the connecting fork 70), and the reinforcement half ring 146 extends beyond the hole 78 of the flange 74 of the connecting fork 70 in the longitudinal direction X (here in the direction of the safety link 98). The reinforcement ring 152 and the reinforcement half ring 146 abut against each other, while creating a spacing between the safety link 98 and the flange 74 of the connecting fork 70.

[0080] According to this embodiment, for each flange 82, 84, 132, 134 of the engine's connecting fork 80, 130, the engine front bracket 60 includes a reinforcement ring 154, 156, 158, 160, which is positioned in the hole 86, 88, 136, 138 of the flange 82, 84, 132, 134. The outer diameter of the reinforcement ring 154, 156, 158, 160 is substantially equal to the diameter of the hole 86, 88, 136, 138 of the flange 72, 74 of the connecting fork 70 of the front transverse reinforcement 68, so that the reinforcement ring 154, 156, 158, 160 is inserted into the hole 86, 88, 136, 138 of the flange 72, 74 of the connecting fork 70 by force. The outer diameter of the first reinforcement connecting pin 108 is substantially equal to the inner diameter of the reinforcement ring 154, 156, 158, 160.

[0081] According to this embodiment, for the main connecting rod 90, the front engine bracket 60 includes a reinforcement ring 162, which is positioned in the hole 94 of the main connecting rod 90. The outer size of the reinforcement ring 162 is substantially equal to the size of the hole 94 of the main connecting rod 90, so that the reinforcement ring 162 is inserted into the hole 94 of the main connecting rod 90 by force. The outer diameter of the first reinforcement connecting pin 108 is substantially equal to the inner diameter of the reinforcement ring 162.

[0082] The reinforcement ring 162 extends beyond the hole 94 of the main connecting rod 90 on both sides of the hole 94. The reinforcement ring 154 extends beyond the hole 86 of the flange 82 of the connecting yoke 80 in the longitudinal direction X, and the reinforcement ring 156 extends beyond the hole 88 of the flange 84 of the connecting yoke 80 in the direction opposite to the longitudinal direction X. The reinforcement ring 162 and the reinforcement rings 154, 156 abut against each other while creating a spacing between the flanges 82, 84 of the main connecting rod 90 and the connecting yoke 80.

[0083] According to this embodiment, the outer faces 72.1, 74.1 of the clevis 70 are substantially aligned with the outer faces 82.1, 84.1 of the clevis 80 in the longitudinal direction X; and the inner faces 72.2, 74.2 of the clevis 70 are substantially aligned with the inner faces 82.2, 84.2 of the clevis 80 in the longitudinal direction X. The longitudinal dimensions of the flanges 72, 74 of the clevis 70 of the front transverse reinforcement are substantially equal to the longitudinal dimensions of the flanges 82, 84 of the clevis 80 of the engine. Therefore, the distance between the flanges 72, 74 of the clevis 70 in the longitudinal direction X is substantially equal to the distance between the flanges 82, 84 of the clevis 80.

[0084] For each safety link 96, 98, in the region of the second end 96.2, 98.2 of the safety link 96, 98, there is a gap J3 between the safety link 96, 98 and the inner face 132.1, 134.1 of the flange 132, 134 of the connecting fork 130 of the engine 64. The gap J3 is configured to be able to meet manufacturing tolerances, in addition to the displacements due to the articulation of the joint between the front transverse reinforcement 68 and the engine 64 in a degraded situation. The gap J3 is configured to be as small as possible in order to minimize the bending of the flange 132, 134 of the connecting fork 130. Advantageously, the gap J3 enables the connecting fork 130 of the engine 64 to rotate relative to the safety links 96, 98.

[0085] According to this embodiment, the first engine connecting pin 114 is arranged in the hole 136 of the flange 132 of the connecting fork 130, in the hole 102 of the safety link 96, in the hole 86 of the flange 82 of the connecting fork 80 of the engine 64, in the hole 94 of the main connecting rod 90, in the hole 88 of the flange 84 of the connecting fork 80, in the hole 106 of the safety link 98, and in the hole 138 of the flange 134 of the connecting fork 130.

[0086] According to this embodiment, in the nominal configuration, forces are transmitted from the engine's clevis 80 to the main link 90 and then to the clevis 70 of the front transverse reinforcement. In the nominal configuration, the safety links 96, 98 are in a "standby" state and do not allow the absorption of forces; the clevis 130 is in a "standby" state and does not allow the absorption of forces. According to this embodiment, in a first degenerate configuration in which the main link 90 is defective, forces will be transmitted from the engine's clevis 80, 130 to the safety links 96, 98 and then to the clevis 70 of the front transverse reinforcement.

[0087] According to this embodiment, in the second degraded configuration in which the flange 82 of the engine's connecting fork 80 is defective, force is transmitted from the flange 84 of the connecting fork 80 and from the flange 134 of the engine's connecting fork 130 to the main link 90 and to the safety link 98, and then to the connecting fork 70 of the front transverse reinforcement.

[0088] According to this embodiment, in the third degenerate configuration in which the flange 72 of the connecting fork 70 of the front transverse reinforcement is defective, force is transmitted from the connecting fork 80 and the flange 134 of the connecting fork 130 of the engine to the main link 90 and to the safety link 98, and then to the flange 74 of the connecting fork 70 of the front transverse reinforcement.

[0089] No matter what kind of embodiment, the front engine bracket according to the present invention all has the minimum number of safety interfaces / backup interfaces.In addition, in this front engine bracket, the distribution of the force is maintained between the nominal configuration and the degraded configuration of this front engine bracket.

Claims

1. An aircraft propulsion unit, comprising a main structure (62) of a pylon, an engine (64), and an engine front bracket (60) connecting the main structure and the engine, the main structure (62) comprising an upper spar and a lower spar (62.1), a right-hand side panel (66.1) and a left-hand side panel (66.2), and a front transverse reinforcement (68), for each right-hand side panel (66.1) and left-hand side panel (66.2), the front transverse reinforcement (68) comprising a first connecting fork (70) protruding relative to the side panel and having two first flanges (72, 74), each first flange (72, 74) having a first hole (76, 78), The engine (64) includes at least one second connecting fork (80), the at least one second connecting fork having two second flanges (82, 84), each second flange (82, 84) having a second hole (86, 88), and the engine front bracket (60) includes: a first link (90) having third and fourth holes (92, 94) and positioned between first flanges (72, 74) of a first clevis (70) of the front transverse reinforcement (68) and between second flanges (82, 84) of a second clevis (80) of the engine (64), a second safety link and a third safety link (96, 98), the second safety link and the third safety link each having a fifth hole and a sixth hole (100, 102, 104, 106), the first connecting fork (70) of the front transverse reinforcement (68) and the second connecting fork (80) of the engine (64) being positioned between the second safety link and the third safety link (96, 98), a first reinforcing connecting pin (108) inserted into the first hole (76, 78), the third hole (92) and the fifth hole (100, 104), and A first engine connecting pin (114) is inserted into the second hole (86, 88), the fourth hole (94) and the sixth hole (102, 106).

2. The propulsion unit according to claim 1, wherein: The engine (64) also includes a third safety connection fork (130), the third safety connection fork having two third flanges (132, 134), each third flange (132, 134) having a seventh hole (136, 138), and the second safety link and the third safety link (96, 98) are positioned between the third flanges (132, 134) of the third safety connection fork (130) of the engine (64).

3. The propulsion unit according to claim 2, wherein: The second safety link and the third safety link (96, 98) are separated from the third safety connection fork (130) of the engine (64) by a first gap (J3).

4. A propulsion unit according to any one of the preceding claims, wherein: The first engine connecting pin (114) is inserted into the sixth holes (102, 106) of the second safety link and the third safety link (96, 98) with a second gap (J2).

5. The propulsion unit according to any of the preceding claims, wherein: The second safety link and the third safety link (96, 98) are separated from the second connecting fork (80) of the engine (64) by a third gap (J1).

6. The propulsion unit according to any of the preceding claims, wherein: For each first flange (72, 74) of a first connecting fork (70) of the front transverse reinforcement (68), the front engine bracket (60) comprises a reinforcement ring (120, 122) arranged in the first hole (92).

7. Propulsion unit according to one of the preceding claims, wherein: The first reinforcement connecting pin (108) has an eighth hole (110), and the propulsion unit includes a second safety reinforcement connecting pin (112) which is inserted into the eighth hole (110) of the first reinforcement connecting pin (108).

8. The propulsion unit according to any of the preceding claims, wherein: The first engine connecting pin (114) has a ninth hole (116), and the propulsion unit includes a second safety engine connecting pin (118) which is inserted into the ninth hole (116) of the first engine connecting pin (114).

9. An aircraft (10) comprising at least one propulsion unit according to one of the preceding claims.

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