Device for coupling a propulsion system to an engine pylon of an aircraft, and corresponding aircraft

Abstract

The invention relates to a device for coupling a propulsion system (102) to an engine pylon (106) of an aircraft (10) and to an aircraft comprising such a device. The device comprises a support (20) comprising a base (200) suitable for fastening to the propulsion system and a first wall (201) extending substantially perpendicular to the base (200). The first wall of the support interacts with a sleeve (50), a pair of flanges (282a, 282b) and a device (22) for fastening to the engine pylon. A deformable spacer (30) is slipped onto the sleeve between one of the flanges and the engine pylon, configured to deform in case of failure in order to absorb the excess load generated in case of failure. Such a device makes it possible to provide a solution for fastening the propulsion system which provides greater safety in case of failure.

Description

Technical Field

[0001] This invention relates to an apparatus for attaching a propulsion system to the wing of an aircraft. More specifically, this invention relates to an apparatus for attaching a propulsion system to an engine pylon of an aircraft, and to an aircraft comprising a propulsion system and at least one such apparatus for attaching the propulsion system to the engine pylon. Background Technology

[0002] Typically, for aircraft, the propulsion unit includes, for example, a turbojet engine secured to the aircraft's wing using engine pylons. Engine pylons are usually constructed of a structure comprising multiple tubes secured to ribs.

[0003] Turbojet engines are secured to the ribs of the engine mounts by means of engine mounts, which typically include multiple front engine mounts at the front and multiple rear engine mounts at the rear.

[0004] Figure 2 An example of a prior art mounting member 9 for attaching a turbojet engine T to an engine pylon M of an aircraft is shown. The mounting member 9 includes a support member 90 in the shape of an inverted T, which includes a base 900 from which a wall 902 extends substantially vertically. The base 900 has a generally quadrilateral shape and is designed to contact the turbojet engine T and be fastened to it, for example, using threaded fasteners.

[0005] Wall 902 includes a bore in which a sleeve (not shown) is received, the sleeve itself having a hole through which a fastening pin 91, for example, fastened to the engine mount M by a threaded connection, passes. Mount 9 further includes damping pads 92 implemented on both sides of wall 902 of support 90 and held by a set of flanges 93 to partially absorb forces generated by the turbojet engine. Mount 9 implementing the pads 92 is also referred to as a flexible mount. Spacer 94 may also be implemented around a portion of the sleeve between mount 9 and engine mount M.

[0006] While current mounting systems are satisfactory in securing turbojet engines to engine pylons, their implementation is suboptimal when it comes to handling failure scenarios such as fan blade detachment. Specifically, such failures result in high loads on the structure, particularly the aircraft's engine pylons and wings. Summary of the Invention

[0007] One object of the present invention is to provide an apparatus for connecting a propulsion system to an engine pylon that is rigidly connected to the wing of an aircraft, which provides a solution for securing the propulsion system and provides greater safety in the event of failure.

[0008] To this end, a device for connecting a propulsion system to an engine pylon of an aircraft is proposed, the device comprising:

[0009] - A support member that is substantially inverted T-shaped, the support member comprising: a base adapted for fastening to the propulsion system; and a first wall extending substantially perpendicular to the base, the first wall including a first hole extending along a longitudinal axis;

[0010] - A generally tubular sleeve comprising a first portion extending into the bore, the sleeve comprising a second portion having a first end extending toward the engine mount along the direction of continuation of the first portion, and a second end of the second portion adapted to interact with the engine mount, the sleeve comprising a first central bore coaxial with the longitudinal axis;

[0011] - A fastening device comprising a nut and a fastening screw, the nut being adapted for rigid connection to the engine mount, the fastening screw comprising a fastening head, a threaded shank extending from the fastening head, the threaded shank passing through the center hole and being screwed into the nut;

[0012] - A first front flange and a first rear flange, the first flange being respectively arranged on both sides of the first wall, the first front flange including a second hole extending coaxially with the longitudinal axis, and the first rear flange including a third hole extending coaxially with the longitudinal axis;

[0013] - A first spacer adapted to be disposed between the first rear flange and the engine mount, the first spacer including a second center hole coaxial with the longitudinal axis, such that the first spacer slides onto the second portion of the sleeve.

[0014] The first portion of the sleeve passes through the hole in the first flange, and the fastening head rests against the first front flange.

[0015] According to the present invention, the first spacer includes at least one weakened portion configured to allow deformation of the first spacer when a force greater than a predetermined force is applied to the first spacer.

[0016] In this way, if the propulsion system or mounting components suffer partial or complete failure, the deformable spacer can absorb the large loads caused by the failure, especially to prevent such large loads from being transmitted to the aircraft structure (and particularly to the aircraft wings). As a result, the aircraft structure is better protected.

[0017] According to a particular aspect of the invention, the device further includes a second spacer adapted to be disposed between the first front flange and the fastening head, the second spacer including a third central hole coaxial with the longitudinal axis, such that the second spacer slides onto the threaded shank of the fastening screw, and the fastening head rests against the second spacer. In particular, and in the same manner as the first spacer, the second spacer includes at least one weakened portion configured to allow deformation of the second spacer when a force greater than the predetermined force is applied to it.

[0018] According to another specific aspect of the invention, the predetermined force is 2% greater than the maximum force that can be applied to the first spacer and / or the second spacer during normal operation.

[0019] According to another specific aspect of the invention, each weakened portion takes the form of a groove extending substantially parallel to the longitudinal axis.

[0020] According to another specific aspect of the invention, each weakened portion takes the form of a groove that extends generally laterally relative to the longitudinal axis.

[0021] According to one particular aspect of the invention, each spacer is made of a ductile material.

[0022] According to a particular aspect of the invention, the device further includes:

[0023] - A second front flange and a second rear flange, the second front flange and the second rear flange being respectively disposed on both sides of the first wall and in direct contact with the first wall, the second front flange including a fourth hole extending coaxially with the longitudinal axis, and the second rear flange including a fifth hole extending coaxially with the longitudinal axis; and

[0024] - A front pad and a rear pad, the front pad and the rear pad being arranged abutting against the second front flange and the second rear flange respectively, the front pad including a sixth hole extending coaxially with the longitudinal axis, and the rear pad including a seventh hole extending coaxially with the longitudinal axis.

[0025] The first portion of the sleeve passes through the hole in the second flange and through the sixth and seventh holes in the pad. The device further includes a positioning assembly for positioning the second front flange and the second rear flange relative to the first wall.

[0026] According to another specific aspect of the invention, the second front flange includes two first positioning grooves disposed at opposite ends of the second front flange, the second rear flange includes two second positioning grooves disposed at opposite ends of the second rear flange, and the first wall includes two positioning holes disposed at opposite ends of the first wall. The first positioning grooves, the second positioning grooves, and the positioning holes extend coaxially and substantially parallel to the longitudinal axis. The positioning assembly further includes two positioning pins that pass through the first positioning grooves, the second positioning grooves, and the positioning holes, respectively.

[0027] The present invention also proposes an aircraft comprising a propulsion system, an engine mount, and at least one device as described above, wherein the propulsion system is coupled to the engine mount via at least one of the devices, wherein the support member is fastened to the propulsion system, and the first nut and the second nut are rigidly connected to the engine mount. Attached Figure Description

[0028] The above and other features of the invention will become more apparent after reading the following description of embodiments and variations thereof, which is given with reference to the accompanying drawings, in which:

[0029] [ Figure 1 [This is a side view of the aircraft according to the present invention;]

[0030] [ Figure 2 [This is a perspective view of the installation components based on existing technical solutions;]

[0031] [ Figure 3 [Illustration 1] is a perspective view of a connecting device according to an exemplary embodiment of the present invention;

[0032] [ Figure 4 ]yes Figure 3 A cross-sectional side view of the device;

[0033] [ Figure 5 ]yes Figure 3 A cross-sectional side view of the device during a failure;

[0034] [ Figure 6 ]yes Figure 3 A cross-sectional side view of a variant of the device;

[0035] [ Figure 7a [This is a side view of a first example of a spacer according to the present invention;]

[0036] [ Figure 7b [This is a side view of a second example of a spacer according to the present invention;]

[0037] [ Figure 7c [This is a side view of a third example of a spacer according to the present invention;]

[0038] [ Figure 7d [A] is a side view of a fourth example of a spacer according to the present invention; and

[0039] [ Figure 7e [ ] is a side view of a fifth example of a spacer according to the present invention. Detailed Implementation

[0040] Figure 1 An aircraft 10 is shown, which includes a propulsion system 102, such as a turbojet engine or a turboprop engine. The propulsion system 102 is connected to the wing 104 of the aircraft 10 by means of an engine pylon 106.

[0041] In the following description, the term "position" refers to a position in normal flight (i.e., as shown in the original text). Figure 1 The positions “front” and “rear” are given relative to the front and rear of the propulsion system 102, and when the propulsion system 102 is in operation, they are given relative to the direction of travel F of the aircraft 10.

[0042] In the following description, and by convention, the X direction is the longitudinal direction of the propulsion system, which is horizontal when the aircraft is on the ground; the Y direction is the lateral direction, which is horizontal when the aircraft is on the ground; and the Z direction is the vertical direction, which is vertical when the aircraft is on the ground. These three directions, X, Y, and Z, are orthogonal to each other.

[0043] The engine pylon 106 and the propulsion system 102 have a vertical midplane XZ, and the propulsion system 102 is, in this case, a turboprop engine with a propeller 102a, but it could be a turbofan engine with a nacelle.

[0044] The principle of this invention is to provide a device 2 for connecting a propulsion system 102 to an engine pylon 106 of an aircraft 10. This device employs deformable elements capable of absorbing large loads generated in the event of partial or complete failure of the propulsion system connection device 2, particularly to prevent such large loads from being transmitted to the aircraft structure (and especially to the aircraft wings). Furthermore, if the mounting device 2 malfunctions, other devices 2 are prone to experiencing loads exceeding their normal operating loads. Their corresponding deformable elements are then able to absorb such excessive loads.

[0045] Figure 3 and Figure 4 A device 2 for connecting a propulsion system 102 to an engine pylon 106 of an aircraft 10, according to a primary embodiment of the invention, is shown. Here, the device 2 is shown horizontally so that the components can be described with respect to the aforementioned orthogonal coordinate system X, Y, Z. It will be clearly understood that the device 2 can be arranged and oriented differently to adapt to the propulsion system 102 and engine pylon 106 to which it is fastened. Figure 4 A cross-sectional side view is shown on a cross-sectional plane (not shown) that extends parallel to the vertical plane XZ and passes through the axis of the fastening screw, which will be described in more detail later in this specification.

[0046] In this example, device 2 includes a support member 20 that is substantially inverted T-shaped. The support member 20 includes a substantially flat base 200, which, in the illustration, extends in a plane parallel to the horizontal XY plane. The base 200 is adapted to be fastened to the propulsion system 102 by means of a fastening device (such as a threaded element).

[0047] Therefore, in this example, the base 200 has holes 205 formed at least at each corner of the base 200. Each hole 205 is adapted to receive a fastening screw to allow the screw to be tightened. Other techniques for fastening the support to the propulsion system are conceivable, such as riveting or welding, in particular.

[0048] The support member 20 includes a first wall 201 extending perpendicularly to the base 200, i.e., extending in a plane parallel to the vertical plane YZ. The first wall 201 includes a first hole 202a extending along the longitudinal axis 5. As in this example, the support member 20 may also include a lateral reinforcing wall 203 extending at a side edge of the support member 20 between the base 200 and the first wall 201 to absorb mechanical forces. In this example, the lateral wall 203 is triangular.

[0049] The device 2 also includes a sleeve 50, which includes a first portion 502, at least a portion of which is received in a first hole 202 of the support 20. The sleeve 50 includes a second portion 504, a first end of which extends from the first portion 502 and extends toward the engine mount 106 along the direction of the first portion. Figure 4 As shown, the free end of the second portion 504 is adapted to interact with the engine mount 106. More specifically, the free end of the second portion 504 fits into a recess 107 formed in the engine mount 106.

[0050] In this example, the first part 502 and the second part 504 are separated by the shoulder 508, which allows for optimized positioning of the sleeve 50.

[0051] The sleeve 50 further includes a first center hole 506 extending coaxially with the longitudinal axis 5. The first center hole 506 is adapted to receive the fastening screw 221 described below.

[0052] Device 2 includes a fastening device 22 that allows device 2 to be fastened to engine mount 106. For this purpose, fastening device 22 includes a fastening screw 221 and a nut 220 rigidly connected to engine mount 106. In this example, the nut 220 rigidly connected to engine mount 106 is a snap-fit ​​nut, but any other type of nut that can be rigidly connected to engine mount 106 can be implemented. Preferably, an assembly gap is provided between the nut 220 and the free end of the second portion 504 of sleeve 50 to allow deformation of the pad (described below) when the fastening screw 221 is tightened, and to allow compression of the spacer 30 (described below) between the first rear flange 282b and engine mount 106.

[0053] The first fastening screw 221 includes a fastening head 222 disposed at the end opposite to the engine mount 106 and supported against the first front flange 282a (described below). The first fastening screw 221 includes a threaded shank 223 extending from the fastening head 222 along the longitudinal axis 5.

[0054] The threaded shank 223 screws into the first center hole 506 of the sleeve 50 and has a length greater than that of the sleeve 50, so that the threaded shank can be screwed into the nut 220, which is rigidly connected to the engine mount 106. Thus, the sleeve 50 allows the shear force generated by the propulsion system 102 to be transmitted (particularly via the fastening device 22) to the engine mount 106.

[0055] The device 2 further includes a pair of first flanges, which include a first front flange 282a and a first rear flange 282b. The first front flange 282a and the rear flange 282b are respectively arranged on both sides of the first wall 201 of the support member 20.

[0056] The first front flange 282a includes a second bore 284a extending coaxially with the longitudinal axis. The first rear flange 282b includes a third bore 284b also extending coaxially with the longitudinal axis 5. The bores 284a and 284b are sized such that they can receive a first portion 502 of the sleeve 50. In this example, no radial assembly clearance is provided between the bores 284a and 284b and the first portion 502 of the sleeve 50 to allow common radial movement between the sleeve 50 and the first front flange 282a and the rear flange 282b. The sleeve 50 is capable of driving the first front flange 282a and the rear flange 282b, which in turn causes deformation of the pads 262a and 262b.

[0057] The device 2 also includes a spacer 30 adapted to be disposed between the first rear flange 282b and the engine mount 106, and adapted to be supported against the first rear flange 282b and the engine mount 106 when the device 2 is assembled. Therefore, when the fastening screw 221 is tightened, the spacer 30 is compressed between the first rear flange 282b and the engine mount 106.

[0058] The spacer 30 includes a second central hole 32 extending coaxially with the longitudinal axis 5. The second central holes 32 are sized such that they can receive a second portion 504 of the sleeve 50. More specifically, the spacer 30 slides onto the second portion 504 of the sleeve 50 and thus extends around the second portion 504 of the sleeve 50.

[0059] Therefore, the first portion 502 of the sleeve 50 passes through the second hole 284a and the third hole 284b of the first flanges 282a and 282b, and the fastening head 222 of the fastening screw 221 rests against the first front flange 282a. The threaded shank 223 of the fastening screw 221 passes through the first center hole 506 of the sleeve 50 to be screwed into the nut 220, which is rigidly connected to the engine mount 106.

[0060] According to the invention, the spacer 30 is deformable. This allows it to absorb very large loads that may arise in the event of a propulsion system failure. In particular, in the event of excessive load, the spacer 30 can deform and, for example, be compressed or even break to protect the structure of the aircraft. This compression of the spacer 30 ensures that any loads generated in the event of a failure are not transmitted to the structure of the aircraft 10, especially not to the wings 14 of the aircraft 10. For example, blades detached from the propeller and / or fan of the propulsion system 102 may generate very large loads.

[0061] Preferably, the spacer 30 is configured to deform when a predetermined force or load is applied to it. This predetermined force is, for example, 2% or even 5% greater than the maximum load applied to it during normal operation.

[0062] Therefore, the spacer 30 deforms only when the applied load is sufficient, in order to avoid any undesirable compression or breakage. Specifically, the spacer 30 is constantly subjected to loads due to the operation of the propulsion system 102. It must deform only in the event of a malfunction in the device 2.

[0063] In addition, the spacer 30 is configured to deform before other components of the device 2 experience any failure / damage, in order to protect such components.

[0064] To achieve this, the spacer 30 has a weakening portion 301 (in Figures 7a to 7e(As shown in the diagram), the weakened portion is configured to allow deformation of the spacer when a force greater than the predetermined force is reached.

[0065] In the illustrated example, spacers 30a and 30b have a substantially tubular shape. However, it is conceivable that spacers 30a and 30b have a tapered shape or any other shape that allows them to be easily deformed.

[0066] For example, the weakened portion takes the form of grooves 302, 303, and 304 that extend generally parallel to the longitudinal axis 5 (they may extend in one direction or not). Figures 7a to 7c (As shown).

[0067] In particular, Figure 7a Spacers 30a and 30b are shown, each having a straight groove 302 extending along the entire length of spacers 30a and 30b. This groove 302 extends generally parallel to the longitudinal axis 5. In this example, the groove 302 extends along the entire length of spacers 30a and 30b, and therefore does not extend to the bottom. It is also conceivable that the groove 302 does not extend along the entire length of spacers 30a and 30b. In this case, the groove 302 may then not extend in one straight line or may actually extend to the bottom (that is, extend over the entire thickness of spacers 30a and 30b).

[0068] Figure 7b Spacers 30a and 30b are shown, each comprising an overall elongated oval-shaped groove 303 that extends generally parallel to the longitudinal axis 5. In this example, the groove 303 extends to the end. However, it will be understood that it may not extend to the end.

[0069] Figure 7c Spacers 30a and 30b are shown, each comprising an integrally elliptical groove 304 that extends generally parallel to the longitudinal axis 5. In this example, the groove 304 extends to the end. However, it will be understood that it may not extend to the end.

[0070] In the variant, the weakening portion 301 takes the form of grooves 305, 306 that extend substantially laterally relative to the longitudinal axis 5 (which may extend to the end or not). Figure 7d and Figure 7e (As shown).

[0071] In particular, Figure 7d Spacers 30a and 30b are shown, each spacer comprising two recesses 305 that are parallel to each other and extend laterally relative to the longitudinal axis 5. These recesses 305 also extend around the entire periphery of spacers 30a and 30b. The recesses 305 are generally straight and have a generally circular cross-section.

[0072] Figure 7e Spacers 30a and 30b are shown, each spacer including a single groove 306 that extends generally laterally relative to the longitudinal axis 5. The groove 306 is generally centered relative to the length of the spacers 30a and 30b and has a cross section that curves inward toward the center of the spacers 30a and 30b.

[0073] These specific shapes of the grooves 302 to 306 ensure optimal deformation of the spacers 30a and 30b under desired loads. However, it should be understood that other shapes of grooves (not shown here) are conceivable without departing from the general principles of the invention.

[0074] Furthermore, and in order to obtain the deformation under the desired load, the material and dimensions (especially the thickness) of the spacer 30 can be selected accordingly. Preferably, the material is ductile, so that it will not break once the predetermined force is reached. Therefore, the spacer can deform first. It can be made of, for example, aluminum, titanium, or even steel.

[0075] The device 2 further includes a pair of second flanges, which include a second front flange 242a and a second rear flange 242b. The second front flange 242a and the second rear flange 242b are respectively arranged on both sides of the first wall 201 of the support member 20 and are in direct contact with the first wall 201.

[0076] The second front flange 242a includes a fourth hole 244a extending coaxially with the longitudinal axis 5. The second rear flange 242b includes a fifth hole 244b extending coaxially with the longitudinal axis 5.

[0077] The holes 244a and 244b are sized to receive the first portion 502 of the sleeve 50. In this example, a radial assembly gap is provided between the holes 244a and 244b and the first portion 502 of the sleeve 50 to allow the pad (described below) to deform up to a predetermined load level.

[0078] The device 2 also includes at least one pair of pads that allow for predetermined deformation of the device 2 in order to absorb at least partially the load generated by the propulsion system 102. Implementing these pads makes it possible to obtain a “flexible mount”.

[0079] In this example, device 2 includes two pads, namely a front pad 262a and a rear pad 262b. The front pad 262a and the rear pad 262b are arranged to support and abut against the second front flange 242a and the second rear flange 242b, respectively.

[0080] The front pad 262a includes a sixth hole 264a extending coaxially with the longitudinal axis 5. The rear pad 262b includes a seventh hole 264b extending coaxially with the longitudinal axis 5.

[0081] The holes 264a and 264b are sized to receive the first portion 502 of the sleeve 50. In this example, a radial assembly gap is provided between the holes 264a and 264b and the first portion 502 of the sleeve 50 to allow the pads to deform up to a predetermined load level. In this example, the pads 262a and 262b are made of an elastomer, the elasticity of which can be selected, for example, according to the desired maximum deformation.

[0082] More specifically, the first front flange 282a and the first rear flange 282b are supported and abutted against the front pad 262a and the rear pad 262b, respectively, such that the front pad 262a is sandwiched between the second front flange 242a and the first front flange 282a, and the rear pad 262b is sandwiched between the second rear flange 242b and the first rear flange 282b.

[0083] Therefore, the implementation of spacer 30 and first flanges 282a, 282b allows the components of device 2 to be clamped together when the fastening screw 221 is tightened.

[0084] In this example, the first front flange 282a and the first rear flange 282b each include cavities on their surfaces facing each other when the device 2 is assembled (i.e., the surfaces that contact the pads). More specifically, the first front flange 282a includes a cavity capable of receiving the free end of the first portion 502 of the sleeve 50. In this example, an assembly gap is provided between the cavity and the first portion 502 of the sleeve 50 to allow deformation of the pads 262a, 262b when the fastening screw 221 is tightened.

[0085] The first rear flange 282b also includes a cavity capable of receiving a shoulder 508 that separates the first portion 502 and the second portion 504 of the sleeve 50.

[0086] exist Figure 3 In the illustrated embodiment variant, device 2 may employ a positioning assembly 25 configured to axially position the second front flange 242a and the second rear flange 242b relative to the first wall 201, instead of fastening the second front flange 242a and the second rear flange 242b to the first wall 201 of the support member 20. In this case, the second flanges 242a and 242b are held against the first wall 201 by tightening the fastening screws 221 (which compresses the second flanges 242a and 242b against the first wall 201 of the support member 20).

[0087] In this way, if spacer 30 is compressed (e.g.) Figure 5As shown), the support member 20 can move parallel to the longitudinal axis 5. In this example, when the spacer 30 is compressed, the support member 20 moves rearward. Therefore, the first front flange 282a, the front pad 262a, and the second front flange 242a become separated from the rest of the device 2 (as shown). Figure 5 (as shown), so as to absorb the large load generated in the event of a failure and protect the structure of the aircraft 10.

[0088] In this particular example, the second forward flange 242a includes two first positioning grooves 251a disposed at opposite ends of the second forward flange 242a (in this case, at opposite edges located on the starboard and port sides of the longitudinal axis 5, respectively). Similarly, the second aft flange 242b includes two second positioning grooves 251b disposed at opposite ends of the second aft flange 242b (in this case, at opposite edges located on the starboard and port sides of the longitudinal axis 5, respectively). The first wall 201, in itself, includes two positioning holes 211 disposed at opposite ends of the first wall 201 (in this case, at opposite edges located on the starboard and port sides of the longitudinal axis 5, respectively).

[0089] The first positioning groove 251a, the second positioning groove 251b, and the positioning hole 211 extend coaxially and substantially parallel to the longitudinal axis 5. In other words, the positioning grooves 251a, 251b, and the positioning hole face each other.

[0090] In addition, in this example, the positioning component 25 includes two positioning pins 252, which respectively pass through the first positioning groove 251a, the second positioning groove 251b and the positioning hole 211.

[0091] In this way, during normal operation of the device 2, the second front flange 242a and the second rear flange 242b are optimally positioned relative to the first wall 201. In the event of a failure, one of the front flanges 242a and 242b can move parallel to the longitudinal axis 5 to absorb any remaining excessive load after the spacer 30 has been squeezed or broken, and to further improve the protection provided to the structure of the aircraft 10.

[0092] However, it should be understood that other positioning devices 25 not described herein may be conceived without departing from the principles of the invention.

[0093] Optionally, and as shown, device 2 may implement a protective cylinder 60, which is fitted onto at least a portion of the first portion 502 of sleeve 50. The cylinder 60 protects sleeve 50 from any contact and friction between it and support 20 in the event of deformation of pads 262a, 262b.

[0094] According to variations of the embodiments, and as Figure 6 The device 2 shown, according to the invention, may include a second spacer 30b intended to be disposed between the first front flange 282a and the fastening head 222. In other words, the device 2 includes spacers 30a and 30b located on both sides of the first wall 201. In this variant, the elements forming the device 2 are the same and therefore will not be described again. In particular, the second spacer 30b may have the same structure and characteristics as the first spacer 30a described above.

[0095] The second spacer 30b includes a third central hole 32b that extends coaxially with the longitudinal axis 5, allowing the second spacer 30b to slide onto the threaded shank 223 of the fastening screw 221. As shown, the fastening head 222 now rests against the second spacer 30b rather than against the first front flange 282a. Therefore, tightening the fastening screw 221 allows the second spacer 30b to be compressed between the fastening head 222 and the first front flange 282a during assembly of the device 2.

[0096] Therefore, the implementation of the second spacer 30b enables the absorption of even larger loads in the event of a failure. Furthermore, depending on the direction of the load applied to the device 2, the second spacer 30b also allows the support member 20 to move rearward (not shown) in the event of a failure. Thus, the protection provided to the structure of the aircraft 10 is further improved.

Claims

1. A device (2) for connecting a propulsion system (102) to an engine pylon (106) of an aircraft (10), said device (2) comprising: - A support member (20) that is substantially inverted T-shaped, the support member comprising: a base (200) adapted to be fastened to the propulsion system (102); and a first wall (201) that extends substantially perpendicular to the base (200) and includes a first hole (202) extending along a longitudinal axis (5). - A substantially tubular sleeve (50) comprising a first portion (502) extending into the first hole (202), the sleeve (50) comprising a second portion (504) having a first end extending toward the engine mount (106) along the direction of continuation of the first portion (502), and a second end adapted to interact with the engine mount (106), the sleeve (50) comprising a first central hole (506) coaxial with the longitudinal axis (5). - Fastening device (22), the fastening device comprising: a nut (220) adapted to be rigidly connected to the engine mount (106); and a fastening screw (221) comprising a fastening head (222) and a threaded shank (223) extending from the fastening head, the threaded shank (223) passing through the first central hole (506) and being screwed into the nut (220); - A first front flange (282a) and a first rear flange (282b), the first front flange (282a) and the first rear flange (282b) are respectively arranged on both sides of the first wall (201), the first front flange (282a) includes a second hole (284a) extending coaxially with the longitudinal axis (5), and the first rear flange (282b) includes a third hole (284b) extending coaxially with the longitudinal axis (5); - A first spacer (30a) adapted to be disposed between the first rear flange (282b) and the engine mount (106), the first spacer (30a) including a second center hole (32a) coaxial with the longitudinal axis (5) such that the first spacer (30a) slides onto the second portion (504) of the sleeve (50); The first portion (502) of the sleeve (50) passes through the second hole (284a) of the first front flange (282a) and the third hole (284b) of the first rear flange (282b), and the fastening head (222) is supported against the first front flange (282a). The first spacer (30a) is characterized in that it includes at least one weakening portion (301) configured to allow deformation of the first spacer (30a) when a force greater than a predetermined force is applied to the first spacer (30a).

2. The device (2) according to claim 1, characterized in that, The device further includes a second spacer (30b) adapted to be disposed between the first front flange (282a) and the fastening head (222), the second spacer (30b) including a third center hole (32b) coaxial with the longitudinal axis (5), such that the second spacer (30b) slides onto the threaded shank (223) of the fastening screw (221), and the fastening head (222) is supported against the second spacer (30b). Furthermore, the second spacer (30b) includes at least one weakened portion (301), which is configured to allow deformation of the second spacer when a force greater than the predetermined force is applied to the second spacer (30b).

3. The apparatus (2) according to claim 1 or 2, characterized in that, The predetermined force is 2% greater than the maximum force that can be applied to the first spacer (30a) and / or the second spacer (30b) during normal operation.

4. The apparatus (2) according to any one of claims 1 to 3, characterized in that, Each weakened portion (301) takes the form of a groove (302, 303, 304) extending generally parallel to the longitudinal axis (5).

5. The apparatus (2) according to any one of claims 1 to 3, characterized in that, Each weakened portion (301) takes the form of a groove (305, 306) that extends generally laterally relative to the longitudinal axis (5).

6. The apparatus (2) according to any one of claims 1 to 5, characterized in that, Each spacer is made of ductile material.

7. The apparatus (2) according to any one of claims 1 to 6, characterized in that, The device (2) further includes: - A second front flange (242a) and a second rear flange (242b), the second front flange (242a) and the second rear flange (242b) being respectively arranged on both sides of the first wall (201) and in direct contact with the first wall (201), the second front flange (242a) including a fourth hole (244a) extending coaxially with the longitudinal axis (5), and the second rear flange (242b) including a fifth hole (244b) extending coaxially with the longitudinal axis (5); and - A front pad (262a) and a rear pad (262b), the front pad and the rear pad being arranged abutting against the second front flange (242a) and the second rear flange (242b), respectively. The front pad (262a) includes a sixth hole (264a) extending coaxially with the longitudinal axis (5), and the rear pad (262b) includes a seventh hole (264b) extending coaxially with the longitudinal axis (5). The first portion (502) of the sleeve (50) passes through the fourth hole (244a) of the second front flange (242a) and the fifth hole (244b) of the second rear flange (242b), and also passes through the sixth hole (264a) of the front pad (262a) and the seventh hole (264b) of the rear pad (262b). Furthermore, the device (2) further includes a positioning component (25) for positioning the second front flange (242a) and the second rear flange (242b) relative to the first wall (201).

8. The apparatus (2) according to claim 7, characterized in that, The second front flange (242a) includes two first positioning grooves (251a) arranged at opposite ends of the second front flange (242a), and wherein the second rear flange (242b) includes two second positioning grooves (251b) arranged at opposite ends of the second rear flange (242b), and wherein the first wall (201) includes two positioning holes (211) arranged at opposite ends of the first wall (201). The first positioning groove (251a), the second positioning groove (251b) and the positioning hole (211) are coaxial with the longitudinal axis (5) and extend substantially parallel to it. Furthermore, the positioning component (25) includes two positioning pins (252), which pass through the first positioning groove (251a), the second positioning groove (251b), and the positioning hole (211), respectively.

9. An aircraft (10) comprising a propulsion system (102), an engine pylon (106), and at least one device (2) according to any one of claims 1 to 8, the propulsion system (102) being coupled to the engine pylon (106) via at least one of the devices (2), wherein a support member (20) is fastened to the propulsion system (102), and wherein, The nut (220) is rigidly connected to the engine mount (106).

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