Device for suspending turbine equipment item from turbine engine structure

Abstract

An assembly comprising a turbine engine structure (10) extending along a first axis (Z), at least one equipment item (30) and suspension means (20) for suspending the equipment item (30) from the engine structure (10) while being offset in at least a second axis (X) direction perpendicular to the first axis, the suspension device (20) comprises: at least six support rods (21; 21 ') connecting the equipment item (30) to the engine structure (10) in a statically determinate manner; 22; 23; 24; 25; 26); at least one safety bar (27) connecting the equipment item (30) to the engine structure (10), the safety bar (27) being configured to have a distance greater than that of each support bar (21; 22; 23; 24; 25; 26) of a lower mechanical load.

Description

Technical Field

[0001] The invention relates to an assembly comprising a turbomachine engine structure, at least one item of equipment, and a suspension device for suspending the item of equipment on the engine structure. Background Art

[0002] An aircraft or helicopter engine comprises a turbine surrounded by a casing which may carry one or more equipment items, for example a heat exchanger or electrical equipment such as a computing, control and / or power supply unit, which are fastened to the casing by means of suspension means.

[0003] There is a risk that these equipment items could become dislodged, which could create an emergency as these relatively heavy equipment items could impact and destroy the outer casing and / or damage components that are critical to the integrity of the engine or aircraft.

[0004] The present invention aims to provide a solution ensuring increased safety (called "fail-safe") and ease of assembly. Summary of the invention

[0005] The invention proposes an assembly comprising a turbine engine structure extending along a first axis, at least one equipment item and a suspension device for suspending the equipment item on the engine structure while being offset along at least a second axis perpendicular to the first axis, the suspension device comprising:

[0006] - at least six support rods to connect the equipment item to the engine structure in a statically determinate manner;

[0007] - At least one safety rod connects the item of equipment to the engine structure, the safety rod being configured to have a mechanical load lower than a mechanical load of each of the support rods.

[0008] Thus, in the event of failure of one of the support rods, the safety rod mechanically participates in suspending the equipment item on the engine structure while avoiding any substantial movement of the equipment item relative to the engine structure or mechanical overloading of the other support rods. The device thus provides greater safety with redundancy ("fail-safe").

[0009] When the support rods do not fail, the mechanical stress applied to the safety rod remains less than or equal to 50% of the mechanical stress applied to the support rods. In other words, the safety rod can be distinguished from the support rods, that is, the maximum stress applied to the safety rod is less than or equal to 50% of the maximum stress applied to each support rod.

[0010] The engine structure may include at least a housing, a first engine mount, and a second engine mount. The first engine mount and the second engine mount are each connected to the housing, and a safety rod connects the first engine mount to a first upper equipment connection point of the equipment item.

[0011] The at least six support rods may include:

[0012] - A first support rod and a second support rod that connect the first engine mount to a first lower equipment connection point of the equipment item. The first support rod and the second support rod each have their respective rod axes, and these rod axes together form an angle;

[0013] - A third support rod and a fourth support rod that connect the second engine mount to a second lower equipment connection point of the equipment item. The third support rod and the fourth support rod each have their respective rod axes, and these rod axes together form an angle;

[0014] - A fifth support rod that connects the second engine mount to a second upper equipment connection point of the equipment item;

[0015] - A sixth support rod that connects the second engine mount to the first lower equipment connection point.

[0016] This arrangement of six support rods can fix six degrees of freedom of the equipment item relative to the engine structure.

[0017] The first engine mount and the second engine mount may extend generally in the direction of a first axis. The first engine mount and the second engine mount may include a plurality of openings, and the shapes of these openings are designed to prevent the continued growth of cracks or fissures.

[0018] Each equipment connection point may be arranged on its respective equipment mount. Alternatively, each first equipment connection point may be arranged on a first equipment mount, and each second equipment connection point may be arranged on a second equipment mount.

[0019] The first support rod may be connected to a first upper engine connection point of the first engine mount, the second support rod is connected to a first lower engine connection point of the first engine mount, and the first upper engine connection point, the first lower engine connection point, and the first lower equipment connection point form a first triangle. The third support rod may be connected to a second upper engine connection point of the second engine mount, the fourth support rod is connected to a second lower engine connection point of the second engine mount, and the second upper engine connection point, the second lower engine connection point, and the second lower equipment connection point form a second triangle.

[0020] The first upper engine connection point, the first lower engine connection point, and the first lower equipment connection point define a first plane, and the second upper engine connection point, the second lower engine connection point, and the second lower equipment connection point define a second plane. The first plane and the second plane intersect, preferably forming an angle less than or equal to 30°.

[0021] This arrangement can prevent substantial movement of the equipment item in the event of a failure of the sixth support rod.

[0022] The angle between the first plane and the second plane can be defined by the acute angle formed by the normal vectors of the first plane and the second plane. The first plane can be parallel to the plane containing the first axis and the second axis. The straight line marking the intersection line of the first plane and the second plane can extend in the direction of the second axis. This third axis is perpendicular to the first axis and the second axis. Thus, in the event of a failure of the sixth support rod, substantial movement of the equipment item in the direction of the third axis perpendicular to the first axis and the second axis is allowed.

[0023] The axis of the first support rod and the axis of the second support rod can be coplanar within the first plane. The axis of the third support rod and the axis of the fourth support rod can be coplanar within the second plane.

[0024] The first upper engine connection point and the first lower engine connection point can be aligned in the direction of the first axis. The second upper engine connection point can be offset relative to the second lower engine connection point in the direction of the third axis perpendicular to the first axis and the second axis, preferably by an offset distance greater than 10 mm, more preferably 33 mm. The second lower engine connection point can be closer to the first lower engine connection point along the third axis than the second upper engine connection point is to the first upper engine connection point. In other words, the second upper engine connection point and the second lower engine connection point are not aligned in the direction of the first axis.

[0025] This offset helps, in the event of a failure of the sixth support rod, to absorb the forces in the direction of the third axis by the pairs of rods including the first support rod and the second support rod and the third support rod and the fourth support rod, respectively.

[0026] The second upper engine connection point and the second lower engine connection point can each be spaced apart from the first upper engine connection point and the first lower engine connection point in the direction of the third axis perpendicular to the first axis and the second axis, preferably with the second upper engine connection point and the second lower engine connection point aligned with the first upper engine connection point and the first lower engine connection point, respectively, in the direction of the third axis.

[0027] The second upper device connection point and the second lower device connection point can each be spaced from the first upper device connection point and the first lower device connection point in a third axis direction perpendicular to the first axis and the second axis. Preferably, the second upper device connection point and the second lower device connection point are respectively aligned with the first upper device connection point and the first lower device connection point in the third axis direction.

[0028] The first engine mount and the second engine mount can each extend from a first end to a second end in the first axis direction. The first engine mount and the second engine mount are each fixed to the housing at their first ends. The engine structure includes:

[0029] - A first connecting rod having one end connected to the outer housing and the other end connected to the second end of the first engine mount;

[0031] - A second connecting rod having one end connected to the outer housing and the other end connected to the second end of the second engine mount.

[0032] Therefore, the second ends of the first engine mount and the second engine mount can be arranged at a certain distance from the housing of the engine structure, so as to further move the first lower engine connection point and the second lower engine connection point away from the first upper engine connection point and the second upper engine connection point in the third axis direction.

[0033] The safety rod can be connected to the equipment item or the engine structure through at least one elastic connection member, which allows movement between the safety rod and the corresponding equipment item or engine structure, preferably in the rod axis direction along the extension direction of the safety rod.

[0034] The compression of the elastic connection member allows limited movement between the safety rod and the corresponding equipment item or engine structure. This enables the safety rod to be installed while preventing the suspension device from becoming a statically indeterminate structure and avoiding premature wear of the safety rod due to large movements. The assembly of the suspension device is thus more convenient.

[0035] The safety rod can include an elongated intermediate body and at least one connection head provided at one end of the intermediate body. The connection head includes a hole, and a spherical joint is installed in the hole. The connection head is inserted between the two arms of a clevis of the engine structure or the equipment item and is held here by the shaft of the suspension device, which passes through the spherical joint of the connection head and the holes in each arm of the clevis.

[0036] The elastic connection member can include at least a pair of elastic rings, which are respectively tightly installed in the holes of one arm of the clevis such that the shaft passes through each elastic ring. Each elastic ring is also made of a material with lower rigidity than the material of the corresponding shaft.

[0037] Thus, when a corresponding connector applies a force to it, each elastic ring can deform (in particular, undergo compressive deformation), thereby allowing limited movement of the connector of the safety rod.

[0038] Each elastic ring can be made of a material with a low Young's modulus, for example, between 0.001 GPa and 0.1 GPa. Each elastic ring can be made of an elastomer or rubber, or made of metal foam, metal mesh, or a spring, or other elastic compact metal structures. Alternatively, the elastic ring can be made of a material with a Young's modulus less than 10 GPa, and the material is preferably selected so that the safety rod has vibration modes outside the vibration range of the engine structure. The safety rod can be made of metal.

[0039] Each elastic ring can be fixed to the arm of the corresponding connector, especially in the axial direction. Each elastic ring can include an outer annular edge on each face of the shaft to receive the side of the corresponding connector arm.

[0040] Thus, the connector can be arranged between the elastic rings in the extension direction of the shaft.

[0041] Each rod (i.e., the support rod and the safety rod) can include an elongated intermediate body. Each rod can be provided with connectors at each end of the intermediate body. Each connector can be assembled with the intermediate body or formed as an integral body. Each connector can include a hole, and a spherical joint is installed in the hole, and the inner surface of the hole can serve as the guiding surface of the spherical joint.

[0042] Each connector can be installed between the two arms of the connector. Depending on the end of the rod, the connector can be formed by the engine structure or the equipment item. In particular, the engine structure and the equipment item can include connectors at their respective connection points. Each respective connector can be formed by one of the engine mounts or one of the equipment mounts.

[0043] Each connector can be fixed between the arms by the corresponding shaft of the suspension device, and the shaft passes through the holes on each arm of the corresponding connector and the spherical joint. The spherical joint can be press-fitted and connected to the shaft. The shaft can also be fixed to the arm, for example, by a nut that mates with the threaded portion of the shaft. A pair of bushings can be tightly installed in the holes of each arm or installed in a suitable position of the elastic ring so that the shaft passes through each bushing. The spherical joint of the rod can be supported by the bushings in the extension direction on both sides of the shaft, so as to be fixed in the extension direction of the shaft. Therefore, the connector of each rod can freely rotate around the extension direction of the shaft and any axis perpendicular to this direction, and the rotation range is limited by the surrounding environment, especially the spacing between the connector arms or the spacing between the elastic connection rings in appropriate cases.

[0044] Each rod has its own rod axis. The intermediate body of each rod can extend along its respective rod axis. The rod axis of each rod can pass through the engine connection point and the corresponding equipment connection point.

[0045] The axes of the respective connectors connecting the first support rod, the second support rod, the third support rod, the fourth support rod, the fifth support rod, and the safety rod can each extend in the third axis direction. The axes of the respective connectors connecting the sixth rod can each extend in the first axis direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Other features, details, and advantages will become apparent upon reading the following detailed description and analyzing the accompanying drawings, in which:

[0047] Figure 1 FIG. shows a schematic view of an assembly including a turbine engine structure, equipment items, and a suspension device according to the present specification;

[0048] Figure 2 shows Figure 1 a perspective view of the suspension device in

[0049] Figure 3 shows Figure 2 a partial perspective view of the suspension device in, particularly showing the safety rod of the suspension device;

[0050] Figure 4 shows Figure 2 a partial cross-sectional view of the suspension device in, particularly showing the connection system to which one end of the safety rod of the suspension device is connected. DETAILED DESCRIPTION

[0051] Reference is now made to Figure 1 and Figure 2, The figure shows a component including a turbine engine structure 10 and a device item 30 suspended on the engine structure 10. The engine structure 10 extends along a first axis Z, which is the longitudinal axis of the turbine, i.e., the axis of rotation of the turbine rotating components (shaft, compressor, turbine), and these components constitute the gas generator of the turbine. In the illustrated example configuration, the first axis Z extends vertically, but an inclination of up to 90° of the longitudinal axis of the turbine relative to the vertical direction is also possible. The engine structure 10 includes a housing 11, a first engine mount 12, and a second engine mount 13. As described below, the first engine mount 12 and the second engine mount 13 are used to suspend the device item 30. The first engine mount 12 and the second engine mount 13 are each fixed to the housing 11. The housing 11 may include a first part surrounding the turbine propulsion section and a second part surrounding the turbine gearbox. The first engine mount 12 may be fixed to the first part of the housing 11, and the second engine mount 13 may be fixed to the second part of the housing 11. The device item 30 may be, for example, a heat exchanger. The device item 30 particularly includes an outer body through which the device item 30 is connected to the engine structure 10.

[0052] The device item 30 is suspended on the engine structure 10 with an offset in the direction of a second axis X perpendicular to the first axis Z. For this purpose, the component includes a suspension device 20. The second axis X may correspondingly be the roll axis of an aircraft (e.g., a helicopter) on which the component of the present invention is mounted. Depending on the movement of the aircraft, the direction of the second axis X may correspond to the forward direction of the aircraft. In that particular case, the axis Z may correspond to the yaw axis of the aircraft, and its direction is in this case consistent with the direction of the earth's gravity field (i.e., the axis Z is consistent with the vertical axis).

[0053] As Figure 2 more clearly visible, the engine structure 10 includes a first upper engine connection point MS1 and a second upper engine connection point MS2, and these connection points are spaced apart at least in the direction of a third axis Y perpendicular to the first axis Z and the second axis X. The first engine mount 12 and the second engine mount 13 are spaced apart at least in the direction of the third axis Y. It is notable in the illustrated example that the first upper engine connection point MS1 and the second upper engine connection point MS2 are aligned in the direction of the third axis Y. The engine structure 10 also includes a first lower engine connection point MI1 and a second lower engine connection point MI2, and these connection points are spaced apart at least in the direction of the third axis Y, and are respectively spaced apart from the first upper engine connection point MS1 and the second upper engine connection point MS2 at least in the direction of the first axis X. It is notable in the illustrated example that the first lower engine connection point MI1 and the second lower engine connection point MI2 are aligned in the direction of the third axis Y.

[0054] The first upper engine connection point MS1 and the first lower engine connection point MI1 are arranged on the first engine mount 12 , and the second upper engine connection point MS2 and the second lower engine connection point MI2 are arranged on the second engine mount 13 .

[0055] The first engine mount 12 and the second engine mount 13 are each fixed to the shell 11 by bolts at their respective first ends. The engine structure 10 further includes, on the one hand, a first connecting rod 14, one end of which is connected to the shell 11 and the other end is connected to the second end of the first engine mount 12, and on the other hand, a second connecting rod 15, one end of which is connected to the shell 11 and the other end is connected to the second end of the second engine mount 13. Therefore, the second end of the first engine mount 12 and the second end of the second engine mount 13 are arranged at a position a certain distance from the shell 11 of the engine structure 10, so that the first lower engine connection point MI1 and the second lower engine connection point MI2 are further away from the first upper engine connection point MS1 and the second upper engine connection point MS2 along the third axis Y direction.

[0056] Similarly, the equipment item 30 includes a first upper equipment connection point ES1 and a second upper equipment connection point ES2, which are spaced apart at least along the third axis Y direction. It is worth noting in the example shown that the first upper equipment connection point ES1 and the second upper equipment connection point ES2 are aligned along the third axis Y direction. The equipment item 30 also includes a first lower equipment connection point EI 1 and a second lower equipment connection point EI 2, which are spaced apart at least along the third axis Y direction and are spaced apart from the first upper equipment connection point ES1 and the second upper equipment connection point ES2 at least along the first axis Z direction, respectively. It is worth noting in the example shown that the first lower equipment connection point EI 1 and the second lower equipment connection point EI 2 are aligned along the third axis Y direction. Each equipment connection point 30 can be arranged on a respective equipment bracket 31.

[0057] The suspension device 20 firstly comprises six support rods connecting the equipment item 30 to the engine structure 10 in a statically determinate manner. In particular, the suspension device 20 comprises:

[0058] - a first support rod 21 , having a first end connected to a first upper engine connection point MS1 of the engine structure 10 and a second end connected to a first lower equipment connection point EI 1 of the equipment item 30 ;

[0059] - a second support rod 22 , having a first end connected to a first lower engine connection point MI 1 of the engine structure 10 and a second end connected to a first lower equipment connection point EI 1 of the equipment item 30 ;

[0060] -The third support rod 23, having a first end connected to the second upper engine connection point MS2 of the engine structure 10 and a second end connected to the second lower equipment connection point EI 2 of the equipment item 30;

[0061] - The fourth support rod 24, having a first end connected to the second lower engine connection point MI 2 of the engine structure 10 and a second end connected to the second lower equipment connection point EI 2 of the equipment item 30;

[0062] - The fifth support rod 25, having a first end connected to the second upper engine connection point MS2 of the engine structure 10 and a second end connected to the second upper equipment connection point ES2 of the equipment item 30;

[0063] - The sixth support rod 26, having a first end connected to the second upper engine connection point MS2 of the engine structure 10 and a second end connected to the first lower equipment connection point EI 1 of the equipment item 30.

[0064] This arrangement can thus fix the six degrees of freedom of the equipment item 30 relative to the engine structure 10.

[0065] The device further includes a safety rod 27 that connects the equipment item 30 to the engine structure 10. However, the safety rod 27 is configured to have a mechanical load lower than that of each support rod. Thus, in the event of a failure of one of the support rods (e.g., in the case of a broken support rod), the safety rod 27 mechanically engages, thereby mechanically participating in the suspension of the equipment item 30 relative to the engine structure 10, while avoiding any substantial movement of the equipment item 30 relative to the engine structure 10 and avoiding mechanical overload on the other support rods. Therefore, the device has a higher safety with redundancy ("fail-safe"). For example, when the safety rod 27 is in a standby state (i.e., not actively participating in the suspension of the equipment item 30), the mechanical stress applied to it can be less than or equal to 50% of the mechanical stress applied to the support rods, and preferably 40%.

[0066] According to the example shown, the safety rod is connected at its first end to the first upper engine connection point MS1 of the engine structure 10 and at its second end to the first upper equipment connection point ES1 of the equipment item 30.

[0067] In addition, a first plane is defined passing through the first upper engine connection point MS1, the first lower engine connection point MI 1, and the first lower equipment connection point EI 1; and a second plane is defined passing through the second upper engine connection point MS2, the second lower engine connection point MI 2, and the second lower equipment connection point EI 2. The first plane is parallel to the plane containing the first axis Z and the second axis X.

[0068] Each rod (support rod and safety rod) has its own rod axis AB1, AB2, AB3, AB4, AB5, AB6, AB7. The rod axis of each rod passes through the engine connection point and the corresponding equipment connection point 30. The rod axis of each rod extends in one direction that includes at least one component in the direction of the second axis X. Additionally, in this case, the rod axis AB1 of the first support rod 21 and the rod axis AB2 of the second support rod 22 are coplanar in a first plane. Similarly, in this case, the rod axis AB3 of the third support rod 23 and the rod axis AB4 of the fourth support rod 24 are coplanar in a second plane.

[0069] In particular:

[0070] - The direction of the rod axis AB1 of the first support rod 21 includes a component in the direction of the first axis Z and a component in the direction of the second axis X; that is, it does not include a component in the direction of the third axis Y;

[0071] - The direction of the rod axis AB2 of the second support rod 22 includes a component in the direction of the first axis Z and a component in the direction of the second axis X; that is, it does not include a component in the direction of the third axis Y;

[0072] - The direction of the rod axis AB3 of the third support rod 23 includes a component in the direction of the first axis Z and a component in the direction of the second axis X; that is, it does not include a component in the direction of the third axis Y;

[0073] - The direction of the rod axis AB4 of the fourth support rod 24 includes a component in the direction of the first axis Z, a component in the direction of the second axis X, and a component in the direction of the third axis Y;

[0074] - The direction of the rod axis AB5 of the fifth support rod 24 includes a component in the direction of the first axis Z and a component in the direction of the second axis X;

[0075] - The direction of the rod axis AB6 of the sixth support rod 26 includes a component in the direction of the second axis X, a component in the direction of the third axis Y, and preferably includes a component in the direction of the first axis Z;

[0076] - The direction of the rod axis AB7 of the safety rod 27 includes a component in the direction of the first axis Z and a component in the direction of the second axis X.

[0077] Thus, the rod axis AB1 of the first support rod 21 and the rod axis AB2 of the second support rod 22 form an angle (non-zero). In other words, the rod axis AB1 of the first support rod 21 and the rod axis AB2 of the second support rod 22 are coplanar and not parallel to each other. Similarly, the rod axis AB3 of the third support rod 23 and the rod axis AB4 of the fourth support rod 24 form an angle (non-zero), that is, the rod axis AB3 of the third support rod 23 and the rod axis AB4 of the fourth support rod 24 are coplanar and not parallel to each other.

[0078] According to another aspect of the present specification, the first plane and the second plane intersect. The straight line formed by the intersection point of the first plane and the second plane extends along the second axis X direction. This arrangement can avoid substantial movement of the equipment item 30 along the third axis Y direction in the case of a failure (such as breakage) of the sixth support rod 26.

[0079] In particular, the first upper engine connection point MS1 and the first lower engine connection point MI 1 are aligned along the first axis Z direction, while the second lower engine connection point MI 2 is spaced apart from the second upper engine connection point MS2 along the third axis Y direction, towards the first upper engine connection point MS1 and the first lower engine connection point MI 1, and in this case the distance D is equal to 33 mm. Alternatively, the distance D can be between 28 mm and 50 mm. This offset helps to absorb the force along the third axis Y direction by the pair of rods including the first support rod 21 and the second support rod 22 and the pair of rods including the third support rod 23 and the fourth support rod 24 respectively in the case of a failure of the sixth support rod 26.

[0080] Now refer to Figure 3 and Figure 4 , in which the safety rod 27 is shown in more detail. Unless otherwise specified, the following description of each rod refers to Figure 3 and Figure 4 .

[0081] Each rod (i.e., the support rod and the safety rod) includes an elongated intermediate body 100. The intermediate body 100 of each rod extends along its respective rod axis. Each rod includes a connector 101 at each end of the intermediate body 100. Each connector 101 is assembled with or formed integrally with the intermediate body 100.

[0082] Each connector 101 includes a hole and a spherical joint 102 installed in the hole, and the inner surface of the hole can serve as a guiding surface for the spherical joint 102. Further, each connector 101 is installed between the arms 111 of the socket 110. According to the end of the rod, the socket 110 can be formed on the engine structure 10 or the equipment item 30. In particular, the engine structure 10 and the equipment item 30 include the socket 110 at their respective connection points. Each socket 110 can be formed by one of the engine brackets 12, 13 or one of the equipment brackets 31.

[0083] Each connector 101 is fixed between the arms 111 by respective shafts 103 that extend along respective axes A. The shaft 103 passes through holes in each arm 111 of the socket 110 and the spherical joint 102. The spherical joint 102 can be crimped onto the shaft 103. Further, the shaft 103 is fixed to the arm 111, for example, by a nut 104 that mates with a threaded portion 103a of the shaft 103.

[0084] The shafts 103 of the respective connectors 101 that connect the first support rod 21, the second support rod 22, the third support rod 23, the fourth support rod 24, the fifth support rod 25, and the safety rod 27 each extend in the third axis Y direction. The shafts 103 of the respective connectors 101 that connect the sixth support rod 26 each extend in the first axis Z direction.

[0085] A pair of bushings 105 can be tightly installed in the holes of each arm 111 to be mounted around the shaft 103. The spherical joints 102 of the rods can be supported on both sides in the extending direction of the shaft 103 by the bushings 105, thereby being fixed in the extending direction of the shaft 103. Thus, the connector 101 of each rod can freely rotate around the extending axis A of the shaft 103 and any direction perpendicular to this axis, and the rotation range is limited by the surrounding environment, particularly the spacing between the arms 111 of the socket.

[0086] It should be noted that, as Figure 3 and Figure 4 shown, the safety rod 27 is connected to the engine structure 10 by an elastic connection member that allows the safety rod 27 to move relative to the engine structure 10 by a limited amount, particularly in the direction of the rod axis AB7 of the safety rod 27. This makes it easier to install the safety rod 27, while preventing the suspension device 20 from becoming a statically indeterminate structure and preventing the safety rod 27 from moving significantly during turbine operation, thereby avoiding premature wear.

[0087] The elastic connection member includes a pair of elastic rings 106 that are tightly installed in the holes of each arm 111 of the socket 110 on the engine structure 10 side to be mounted around the corresponding shaft 103. In other words, each elastic ring is clamped between the shaft 103 and the edge of the hole of the corresponding arm. In this case, each bushing 105 is tightly installed in an elastic ring 106. Each bushing 105 is thus clamped between the corresponding ring 105 and the shaft 103. Further, the connector 101 is arranged between the elastic rings 106 in the extending direction of the shaft 103. Therefore, the stop surface that restricts the connector 101 is defined by the elastic rings here.

[0088] Each elastic ring 106 is also made of a material with a lower rigidity than the material of the shaft 103. Each elastic ring 106 can be made of a material with a low Young's modulus, for example, between 0.001 GPa and 0.1 GPa. For example, each elastic ring 106 can be made of an elastomer or rubber. According to other examples, each elastic ring 106 can be made of metal foam, metal mesh, or a spring, or other elastic and compact metal structures. In contrast, the safety rod 27 and / or the corresponding shaft 103 can be made of metal.

[0089] Therefore, when a corresponding connector 101 applies a force to it directly or through the shaft, each elastic ring 106 can undergo compressive deformation, thereby allowing the connector of the safety rod 27 to move.

[0090] In addition, each elastic ring 106 is fixed to the arm 111 of the corresponding socket 110, particularly in the direction of the shaft 103. Each elastic ring 106 includes outer annular edges 106a, 106b on each side in the direction of the shaft 103 to receive the sides 111a, 111b of the arm 111 of the corresponding socket 110.

[0091] Optionally, a first pair of washers 107 can be respectively installed between the head 103b of the shaft 103 and an elastic ring 106, and between the nut 104 and the other elastic ring 106. Also optionally, another pair of washers 108 can be installed between each elastic ring and the ball joint 102 to clamp the ball joint in the direction of the shaft 103.

Claims

1. A component, comprising a turbine engine structure (10) extending along a first axis (Z), at least one item of equipment (30), and a suspension device (20) for suspending the item of equipment (30) on the engine structure (10) while offsetting in a direction of at least a second axis (X) perpendicular to the first axis (Z), the suspension device (20) comprising: - At least six support rods (21; 22; 23; 24; 25; 26) that statically connect the equipment item (30) to the engine structure (10); - At least one safety bar (27) connecting the equipment item (30) to the engine structure (10), the safety bar (27) being configured to have a mechanical load lower than the mechanical load of each support bar (21; 22; 23; 24; 25; 26).

2. The component according to the preceding claim, characterized in that the engine structure (10) comprises at least a casing (11), a first engine support (12) and a second engine support (13), the first engine support (12) and the second engine support (13) are each connected to the casing (11), a safety rod (27) connects the first engine support (12) to a first upper equipment connection point (ES1) of the item of equipment (30), and the at least six support rods (21; 22; 23; 24; 25; 26) comprise: - A first support rod (21) and a second support rod (22) connect a first engine mount (12) to a first lower equipment connection point (EI1) of an equipment item (30). The first support rod (21) and the second support rod (22) each have their respective rod axes (AB1; AB2), and these rod axes together form an angle; - A third support strut (23) and a fourth support strut (24) connect the second engine mount (13) to a second lower equipment connection point (EI2) of the equipment item (30), the third support strut (23) and the fourth support strut (24) each having respective rod axes (AB3; AB4) which together form an angle; - The fifth support bar (25) connects the second engine mount (13) to the second upper equipment connection point (ES2) of the equipment item (30); - The sixth support bar (26) connects the second engine mount (13) to the first lower equipment connection point (EI 1).

3. The component according to the preceding claim, characterized in that a first support rod (21) is connected to a first upper engine connection point (MS1) of the first engine support (12), a second support rod (22) is connected to a first lower engine connection point (MI 1) of the first engine support (12), the first upper engine connection point (MS1), the first lower engine connection point (MI 1) and a first lower equipment connection point (EI 1) form a first triangle, and a third support rod (23) is connected to a second upper engine connection point (MS2) of the second engine support (13), a fourth support rod (24) is connected to a second lower engine connection point (MI 2) of the second engine support (13), the second upper engine connection point (MS2), the second lower engine connection point (MI 2) and a second lower equipment connection point (EI 2) form a second triangle.

4. The component according to the preceding claim, characterized in that the first upper engine connection point (MS1), the first lower engine connection point (MI 1) and the first lower equipment connection point (EI 1) define a first plane, the second upper engine connection point (MS2), the second lower engine connection point (MI 2) and the second lower equipment connection point (EI 2) define a second plane, the first plane and the second plane intersect, preferably forming an angle less than or equal to 30°.

5. The component according to claim 3 or 4, characterized in that the first upper engine connection point (MS1) and the first lower engine connection point (MI 1) are aligned in the direction of the first axis (Z), the second lower engine connection point (MI 2) is offset relative to the second upper engine connection point (MS2) in a direction of a third axis (Y) perpendicular to the first axis (Z) and the second axis (X), preferably with an offset distance greater than 10 mm, more preferably with an offset distance between 28 mm and 50 mm.

6. The component according to any one of claims 3 to 5, characterized in that The second upper engine connection point (MS2) and the second lower engine connection point (MI 2) are each spaced apart from the first upper engine connection point (MS1) and the first lower engine connection point (MI 1) in the direction of a third axis (Y) perpendicular to the first axis (Z) and the second axis (X). Preferably, the second upper engine connection point (MS2) and the second lower engine connection point (MI 2) are respectively aligned with the first upper engine connection point (MS1) and the first lower engine connection point (MI 1) in the direction of the third axis (Y).

7. The assembly according to any one of claims 2 to 6, wherein, the second upper equipment connection point (ES2) and the second lower equipment connection point (EI 2) are each spaced apart from the first upper equipment connection point (ES1) and the first lower equipment connection point (EI 1) in the direction of a third axis (Y) perpendicular to the first axis (Z) and the second axis (X). Preferably, the second upper equipment connection point (ES2) and the second lower equipment connection point (EI 2) are respectively aligned with the first upper equipment connection point (ES1) and the first lower equipment connection point (EI 1) in the direction of the third axis (Y).

8. The assembly according to any one of claims 2 to 7, wherein, the first engine support (12) and the second engine support (13) each extend from one end to the other end in the direction of the first axis (Z). The first engine support (12) and the second engine support (13) are each fixed to the housing (11) at their first ends, and the engine structure (10) includes: - A first connecting rod (14) having one end connected to the housing (11) and the other end connected to the second end of the first engine mount (12); - A second connecting rod (15), one end of which is connected to the housing (11) and the other end of which is connected to the second end of the second engine mount (13).

9. The assembly according to any one of the preceding claims, wherein, the safety rod (27) is connected to the equipment item (30) or the engine structure (10) by at least one elastic connecting member, thereby allowing movement between the safety rod (27) and the corresponding equipment item (30) or engine structure (10).

10. The assembly according to the preceding claim, wherein, the safety rod (27) includes an elongated intermediate body (100) and at least one connecting head (101) provided at one end of the intermediate body (100). The connecting head (101) includes a hole, and a spherical joint (102) is installed in the hole. The connecting head (101) is inserted between two arms (111) of a plug-in member (110) of the engine structure (10) or the equipment item (30), and is held in place by a shaft (103) of the suspension device (20). The shaft (103) passes through the spherical joint (102) of the connecting head (101) and holes in each arm (111) of the plug-in member (110). The elastic connecting member includes at least a pair of elastic rings (106), and each elastic ring (106) is tightly installed in a hole of one arm (111) of the plug-in member (110) to allow the shaft (103) to pass through, and is made of a material with a lower rigidity than the material of the corresponding shaft (103).

11. The assembly according to the preceding claim, wherein, each elastic ring (106) can be made of a material having a Young's modulus, for example, between 0.001 GPa and 0.1 GPa.

12. The component according to claim 10 or 11, characterized in that, each elastic ring (106) is made of an elastomer or rubber.

13. The component according to any one of claims 10 to 12, characterized in that, each elastic ring (106) is fixed to the arm (111) of the corresponding plug-in part (110) in the axial direction.

14. The component according to the preceding claims, characterized in that, each elastic ring (106) includes an external annular edge (106a; 106b) on each surface in the axial direction to receive the side surfaces (111a; 111b) of the arm (111) of the corresponding plug-in part (110).

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