Assembly for an aircraft and aircraft

Abstract

The present disclosure relates to an assembly for an aircraft and to an aircraft. The assembly (100) has a vertical median plane (P) and comprises: a pylon (18) having a front face; a motor housing (16); two lugs (20a-b) attached to the pylon (18) and arranged in front of the front face, the lugs (20a-b) being arranged on either side of the vertical median plane (P) and each being drilled with a hole; an outer beam (22) having a first cylindrical end and a second end; and an inner beam (24) having a first cylindrical end and a second end, the first cylindrical end of the inner beam (24) being arranged inside the first cylindrical end of the outer beam (22), the beams (22, 24) being mounted in rotational movement in the holes about an axis perpendicular to the vertical median plane (P), and the two second ends being hingedly mounted with the motor housing (16). The proposed assembly is more compact.

Description

Technical Field

[0001] This invention relates to components for aircraft, and more particularly to a front mounting component attached between a motor housing and a pylon. The invention also relates to aircraft comprising at least one such component. Background Technology

[0002] The conventional front engine mounts, which must handle loads, impose significant design constraints on the mounts. Summary of the Invention

[0003] The proposed component is more compact, and it provides free space within the bifurcation at the 12 o'clock position to install a dynamic air intake for the air cooling system, and offers a simple and lightweight mounting box.

[0004] A component for an aircraft is proposed, the component having a vertical midplane and comprising:

[0005] - A rack with a front panel.

[0006] - Motor housing,

[0007] - Two lugs, which are attached to the bracket and positioned at the front of the front face, are located on both sides of the vertical center plane and each lug is drilled with a hole.

[0008] - An external beam having a first cylindrical end and a second end, and

[0009] - An internal beam having a first cylindrical end and a second end, the first cylindrical end of the internal beam being arranged inside the first cylindrical end of the external beam, the beam being mounted to rotate in the bore about an axis perpendicular to the vertical intermediate plane, and the two second ends being hinged to the motor housing.

[0010] The proposed components are more compact.

[0011] Advantageously, the components include:

[0012] - A front mounting bracket, which is attached to the mount and positioned at the front of the front face, and has two vertically aligned holes drilled in the vertical center plane.

[0013] - A vertical rod arranged in the hole, the vertical rod having a lower end and an upper end, the lower end being attached to the motor housing, and the upper end protruding above the hole.

[0014] Advantageously, the assembly includes a vertical abutment attached to the upper end of the vertical rod and designed to contact the front fitting in the event of a failure in the main transmission path.

[0015] Advantageously, each beam includes a lateral abutment and is designed to contact the associated lug in the event of a failure of the main transmission path.

[0016] The present invention also proposes an aircraft comprising components according to any of the foregoing embodiments. Attached Figure Description

[0017] The features of the invention will become more apparent from the following description of at least one example of the embodiments, which is made with reference to the accompanying drawings, in which:

[0018] - Figure 1 This is a side view of an aircraft including components according to the invention.

[0019] - Figure 2 The components of this invention are along Figure 3 Sectional view of line II-II,

[0020] - Figure 3 The components of this invention are along Figure 2 Sectional view of line III-III,

[0021] - Figure 4 This is an exploded view of the components of the present invention, and

[0022] - Figure 5 It is a top view of the component's details. Detailed Implementation

[0023] In the following description, the terminology concerning position is used with reference to the aircraft 10 in a forward position, i.e., as... Figure 1 As shown.

[0024] Figure 1 An aircraft 10 is shown, having a fuselage 12 with wings 14 attached to each side of the fuselage 12. Each wing 14 supports at least one engine, the at least one engine comprising a motor housing 16, such as a fan housing, which is attached to the wing 14 via a pylon 18.

[0025] In the following description, and by convention, X is referred to as the longitudinal axis of the engine, orthogonally oriented in the forward direction of the aircraft 10; Y is referred to as the lateral axis of the engine, which is horizontal when the aircraft is on the ground; and Z is referred to as the vertical axis or vertical height when the aircraft is on the ground. These three axes X, Y, and Z are orthogonal to each other. The forward and aft positions are used relative to the front and rear of the aircraft 10. The forward direction of the aircraft 10 is given by arrow F, which indicates the direction in which the aircraft 10 moves when the engine is running. The engine has a vertical midplane P (XZ).

[0026] The aircraft 10 has an engine attachment system, including a front engine mount, between the pylon 18 and the motor housing 16.

[0027] The front engine mount, the bracket 18, and the motor housing 16 together form the assembly 100 according to the invention. The assembly 100 shares a vertical midplane P with the engine. Figure 2 and Figure 4 Different views of component 100 are shown.

[0028] The hanger 18 has a front surface 18a oriented towards the front.

[0029] Component 100 includes two lugs 20a-b, which are attached to the hanger 18 and positioned in front of the front face 18a. The lugs 20a-b and the hanger 18 can be separate components or integrated components. Here, the lugs 20a-b are integrated into the side panel of the hanger. For redundancy, two lugs 20a-b are provided.

[0030] Lugs 20a-b are arranged on both sides of the vertical intermediate plane P, meaning there is one lug 20a-b on each side. Each lug 20a-b is drilled with a hole 20c. The two holes 20c are coaxial, and the axis of the holes 20c is perpendicular to the vertical intermediate plane P. Each lug 20a-b lies in a plane parallel to the vertical intermediate plane P.

[0031] Component 100 also includes an external beam 22 having a first cylindrical end and a second end.

[0032] Component 100 also includes an internal beam 24 having a first cylindrical end and a second end.

[0033] The first cylindrical end of the inner beam 24 is inserted into the first cylindrical end of the outer beam 22, and beams 22 and 24, especially the two first cylindrical ends, are mounted to rotate about the axis of the hole 20c in the holes 20c of lugs 20a-b. Each beam 22, 24 is inserted into two holes 20c, which means it is inserted into the hole 20c of each lug 20a-b.

[0034] The second end of each beam 22, 24 is hinged to the motor housing 16. Here, each second end is attached to the motor housing 16 via a U-shaped clamping joint 16a, which has a pivoting joint about an axis parallel to the longitudinal axis X.

[0035] The two first ends can slide relative to each other in a direction perpendicular to the vertical mid-plane P, that is, parallel to the transverse axis Y. This makes it easy to install and accommodate engine housing deformation.

[0036] The rotation on the bracket lugs 20a-b and on the motor housing 16 enables axial relative displacement.

[0037] This arrangement results in a compact component layout, as all parts can be housed within the nacelle profile surrounding the motor housing. Furthermore, the reduced number of parts contributes to lightweight construction and lower costs. Additionally, this design allows for adjustment of the mounting height based on load / stiffness requirements. Moreover, the bifurcation at the 12 o'clock position remains largely unstructured, facilitating the installation of an air-cooling system. Finally, this configuration enables easy installation / removal of the engine at both lateral supports.

[0038] Here, assembly 100 also includes a front mount 30 attached to the mount 18 and disposed in front of the front face 18a. The front mount 30 may be integral with the lugs 20a-b and / or the mount 18, or may be a separate component, for example, attached by welding.

[0039] Here, the front fitting 30 includes two horizontal plates 31a-b arranged in a horizontal plane parallel to XY, one above the other.

[0040] The front mounting 30 has two holes 30a-b drilled in it; more specifically, each horizontal plate 31a-b has one hole 30a-b drilled in it. The two holes 30a-b are vertically aligned in the vertical midplane P.

[0041] Assembly 100 also includes a vertical rod 32, also referred to as a "sleeve," which is arranged in two holes 30a-b. The vertical rod 32 has a lower end attached to the motor housing 16 and an upper end protruding above the two holes 30a-b. The vertical rod 32 passes through the two holes 30a-b.

[0042] In the current embodiment, the lower hole 30a is as follows: Figure 5 The slotted support shown.

[0043] Any lateral load is transmitted directly from the motor housing 16 to the vertical rod 32 and then to the hanger 18 via the front fitting 30. The slotted hole 30a ensures the transmission of lateral loads while allowing free axial displacement along the longitudinal axis X.

[0044] This specific arrangement of the vertical rod 32 and the front fitting 30 provides an effective disconnect between the lateral load path and the vertical load path managed by the beams 22, 24, thereby simplifying the overall structural design and enhancing the robustness of the system.

[0045] The main transmission path is formed between the U-shaped clamping joint 16a at the second end of each beam 22, 24, the combination of beam 22, 24 and hole 20c, and the combination of vertical rod 32 and lower hole 30a.

[0046] The U-shaped clamping joint 16a at the second end of each beam 22, 24, and the combination of beams 22 and 24 with hole 20c ensure the transmission of vertical loads. The combination of vertical rod 32 and lower hole 30a ensures the transmission of lateral loads.

[0047] To enable the transfer of vertical loads in the event of failure of the main transmission path, and more specifically, in the event of failure of one of the U-clamp joints 16a, assembly 100 includes a vertical abutment 34 attached to the upper end of the vertical rod 32. The vertical abutment 34 is, for example, a nut screwed onto the free end of the vertical rod 32 above the front fitting 30 and the upper plate 31b. Under normal conditions, the vertical abutment 34 does not contact the front fitting 30, here the upper plate 31b, but in the event of a failure, the vertical abutment 34 is designed to contact the front fitting 30, here the upper plate 31b.

[0048] To ensure the transmission of lateral loads in the event of failure of the main transmission path, and more specifically, failure of the vertical member 32, each beam 22, 24 includes lateral abutments 22a, 24a. Here, each lateral abutment 22a, 24a is in the form of a collar. Under normal conditions, neither of the lateral abutments 22a nor 24a contacts the associated lugs 20a-b, and in the event of a failure, at least one of the lateral abutments 22a and 24a is designed to contact the associated lugs 20a-b. Lateral loads are transmitted through a U-shaped clamping joint 16a at the second end of each beam 22, 24 and the combination of the lateral abutments 22a and 24a with the lugs 20a-b.

Claims

1. A component (100) for an aircraft (10), the component (100) having a vertical midplane (P) and comprising: - A bracket (18) having a front face (18a). - Motor housing (16). - Two lugs (20a-b) are attached to the bracket (18) and arranged in front of the front face (18a). The lugs (20a-b) are arranged on both sides of the vertical center plane (P) and each has a hole (20c). - An external beam (22), the external beam (22) having a first cylindrical end and a second end, and - An internal beam (24) having a first cylindrical end and a second end, the first cylindrical end of the internal beam (24) being disposed inside the first cylindrical end of the external beam (22), the beams (22, 24) being mounted to rotate in the hole (20c) about an axis perpendicular to the vertical intermediate plane (P), and the two second ends being hinged to the motor housing (16).

2. The component (100) according to claim 1, characterized in that, The component (100) includes: - A front mounting piece (30), which is attached to the bracket (18) and arranged in front of the front face (18a) and has two vertically aligned holes (30a-b) drilled in the vertical mid-plane (P), and - A vertical rod (32) is arranged in the hole (30a-b) and has a lower end and an upper end, the lower end being attached to the motor housing (16) and the upper end being exposed above the hole (30a-b).

3. The component (100) according to claim 2, characterized in that, The component (100) includes a vertical abutment (34) attached to the upper end of the vertical rod (32) and designed to contact the front fitting (30) in the event of a failure of the main transmission path.

4. The component (100) according to any one of claims 1 to 3, characterized in that, Each beam (22, 24) includes lateral abutments (22a, 24a) and is designed to contact the associated lugs (20a-b) in the event of a failure of the main transmission path.

5. An aircraft (10) comprising a component (100) according to any one of claims 1 to 4.

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