PROPELLER DRIVE ARRANGEMENT FOR AN AIRCRAFT

Description

TECHNICAL FIELD

[0001] The present invention relates to a propeller propulsion assembly for an aircraft, said propulsion assembly comprising a T-frame fixed to a structure of a wing of the aircraft and a propulsion system consisting of several pieces of equipment fixed to said T-frame. The invention also relates to an aircraft comprising at least one such propulsion assembly. STATE OF THE PRIOR ART

[0002] In order to move, an aircraft typically comprises at least one propulsion unit comprising a propulsion system arranged in a nacelle. The propulsion system comprises a chassis, an engine attached to the chassis and a propeller driven in rotation by the engine. The chassis of the nacelle is attached under a mast which is itself attached under a structure of the aircraft's wing.

[0003] The propulsion system, and more specifically the engine, has many elements that are attached either to the mast or to the chassis, and these elements are generally nested in a complex manner inside the chassis which has external reinforcement bars that are around the elements and make access to said elements difficult.

[0004] During maintenance operations on the propulsion system, dismantling the elements can be complex due to the presence of the reinforcement bars.

[0005] Document US-A-2021 / 078719 discloses a prior art propulsion assembly. STATEMENT OF THE INVENTION

[0006] An object of the present invention is to provide a propulsion assembly which allows easy access to the elements constituting the propulsion system.

[0007] For this purpose, a propulsion unit is proposed for an aircraft having a longitudinal direction and comprising: a chassis having a T-shaped profile with a horizontal structure and a vertical structure, a gearbox comprising an output shaft, said output shaft carrying a propeller, the gearbox being fixed to the front of the chassis by first fixing means, and a propulsion system comprising at least the following propulsion elements: at least one electric motor, each of the at least one electric motor having a drive shaft mechanically coupled to the gearbox, at least one fuel cell configured to electrically power said at least one electric motor, and at least one tank configured to supply dihydrogen to said at least one fuel cell, where the propulsion elements are fixed under the horizontal structure and against the vertical structure by second fixing means.

[0008] With such an arrangement, it is easy to access each propulsion element from the side of the chassis during maintenance operations.

[0009] Advantageously, there is a single tank fixed under the horizontal structure at a rear end of the latter.

[0010] Advantageously, there is a first fixing means fixed between the gearbox and a lower end of the vertical structure and, on either side of the vertical structure, a first fixing means fixed between the gearbox and the horizontal structure.

[0011] Advantageously, the propulsion assembly comprises lateral attachment points secured to an upper surface of the horizontal structure and intended to ensure the attachment of the horizontal structure to a structure of a wing of the aircraft, a port connecting rod and a starboard connecting rod where the connecting rods are arranged vertically to the lateral attachment points, where the port connecting rod is attached between a port end of the horizontal structure at a lower surface of the horizontal structure and a port lateral surface of the vertical structure and where the starboard connecting rod is attached between a starboard end of the horizontal structure at a lower surface of the horizontal structure and a starboard lateral surface of the vertical structure.

[0012] Advantageously, the propulsion assembly comprises on either side of the chassis, at least one side cover mounted to rotate on the horizontal structure around a pivot axis and for each side cover, the propulsion assembly comprises hinges of which a fixed part is integral with the horizontal structure and a movable part integral with the side cover.

[0013] Advantageously, the propulsion assembly comprises, on either side of the vertical structure, arches which are distributed along the port and starboard edges of the horizontal structure and where each has a first end fixed to the port or starboard edge of the horizontal structure and a second end fixed to a lower end of the vertical structure at a port or starboard lateral surface of the vertical structure.

[0014] Advantageously, certain arches are arranged so as to be located between two propulsion elements parallel to the port or starboard edge of the horizontal structure, and a fire wall is placed inside said certain arches.

[0015] According to a particular embodiment, the propulsion assembly comprises an upper cover fixed to the chassis between the side covers.

[0016] Advantageously, the propulsion assembly comprises a floor fixed at a lower end of the vertical structure, parallel to the horizontal structure and opposite the latter relative to the vertical structure.

[0017] Advantageously, the propulsion assembly comprises four attachment points distributed in pairs to port and starboard, and one in front of the other for each pair, each attachment point taking the form of a shackle, where each shackle corresponding to a front attachment point is mounted articulated by a front articulation point of the horizontal structure and intended to be mounted articulated by a front articulation point to the wing structure, where each front articulation point consists of a rotation around an axis of rotation parallel to the longitudinal direction, where each shackle corresponding to a rear attachment point is mounted articulated by two rear articulation points of the horizontal structure and intended to be mounted articulated by a rear articulation point to the wing structure, and where each rear articulation point consists of a rotation around a horizontal axis of rotation having a non-zero angle with the longitudinal direction.

[0018] The invention also proposes an aircraft comprising at least one propulsion unit according to one of the preceding variants. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above-mentioned and other features of the invention will become more clearly apparent from the following description of an exemplary embodiment, said description being made in relation to the accompanying drawings, among which: [ Fig. 1 ] is a side view of an aircraft comprising a propulsion unit according to the invention, [ Fig. 2 ] is a perspective view of a propulsion assembly according to the invention, [ Fig. 3 ] is a side view of the propulsion assembly according to the invention, [ Fig. 4 ] is a sectional view of the propulsion assembly of the Fig. 3 according to line IV-IV, [ Fig. 5 ] is a sectional view of the propulsion assembly of the Fig. 3 according to line VV, [ Fig. 6 ] is a sectional view of the propulsion assembly of the Fig. 3 according to line VI-VI, [ Fig. 7 ] is a sectional view of the propulsion assembly of the Fig. 3 according to line VII-VII, [ Fig. 8 ] is a perspective view of a propulsion assembly according to an alternative embodiment of the invention, [ Fig. 9 ] is a side view of the propulsion assembly of the Fig. 8 , And [ Fig. 10 ] is a schematic representation of a method of installing a gearbox of the propulsion unit. DETAILED PRESENTATION OF IMPLEMENTATION METHODS

[0020] In the following description, terms relating to a position are taken with reference to an aircraft in the forward position, that is to say as it is represented on the Fig. 1 where arrow F shows the direction of travel of the aircraft.

[0021] There Fig. 1 shows an aircraft 100 which has a fuselage 102 on either side of which a wing 104 is fixed. Under each wing 104 is fixed at least one propulsion unit 151 which comprises a nacelle 149 made up of cowls 147 forming an aerodynamic exterior surface.

[0022] The propulsion assembly 151 comprises a propulsion system housed inside the nacelle 149 and a propeller 152.

[0023] In the following description, and by convention, X is the longitudinal direction which corresponds to the axis of rotation of the propeller 152 oriented positively forward in the direction of advancement of the aircraft, Y is the transverse direction which is horizontal when the aircraft is on the ground, and Z is the vertical direction or vertical height when the aircraft is on the ground, these three directions X, Y and Z being orthogonal to each other.

[0024] There Fig. 2 shows the propulsion assembly 151 without the nacelle 149 and without the propeller 152 and which also includes the propulsion system 150. The propulsion assembly 151 has a longitudinal direction parallel to the longitudinal direction X, a transverse direction parallel to the transverse direction Y and a vertical direction parallel to the vertical direction Z.

[0025] There Fig. 3 shows the propulsion assembly 151 in side view.

[0026] The propulsion unit 151 comprises a gearbox 155 whose output shaft 155a carries the propeller 152.

[0027] The propulsion system 150 includes at least one electric motor 154a where each of the at least one electric motor 154a includes a drive shaft mechanically coupled to the gearbox 155 to drive the components (gears) of the gearbox 155 and thereby rotate the output shaft 155a of the gearbox 155 and the propeller 152.

[0028] The propulsion assembly 151 also comprises a chassis 156 which has a T-shaped profile extending parallel to the longitudinal direction X and comprising a horizontal structure 156a, such as a plate, and a vertical structure 156b, such as a wall, which is arranged under the horizontal structure 156a in a generally centered manner. The horizontal structure 156a is generally parallel to a horizontal plane XY and the vertical structure 156b is generally parallel to a vertical plane XZ.

[0029] The horizontal structure 156a constitutes a mast fixed to a structure of the wing 104 by fixing points 157a-d integral with an upper surface 156c of the horizontal structure 156a and which are here four in number. There is a rear fixing point 157a which is arranged at the rear of the horizontal structure 156a and compensates for the forces in Z. There is a front fixing point 157b which is in front of the rear fixing point 157a and which compensates for the forces Y. There are two lateral fixing points 157c-d arranged on either side of the front fixing point 157b and each compensates for the forces in X and Z. These different fixing points take all forms known to those skilled in the art. In the embodiment of the invention presented here, each attachment point 157a-d comprises a female yoke secured to the horizontal structure 156a and a male yoke secured to the structure of the wing 104 and mounted articulated in the female yoke.The rear fixing point 157a and the front fixing point 157b are aligned on a vertical median plane XZ of the horizontal structure 156a and the lateral fixing points 157c-d are arranged symmetrically on either side of the vertical median plane XZ.

[0030] In the case of an aircraft 100 using fuel cells, the propulsion system 150 also comprises fuel cells 154b, and at least one tank 154c containing dihydrogen to supply each of the fuel cells 154b in order to produce electricity to supply the electric motor(s) 154a. Depending on the case, the propulsion system 150 may comprise other elements such as for example a cooling system 154d of the air supply systems, ...

[0031] The propulsion system 150 thus comprises, in the embodiment presented here, from front to rear, at least the following propulsion elements: the electric motors 154a, the fuel cells 154b, the cooling system 154d and the tank 154c.

[0032] Conventionally, each fuel cell 154b is supplied with air and dihydrogen from the tank 154c to generate electricity which powers at least one electric motor 154a. The cooling system 154d is designed to cool the various elements of the propulsion system 150. These various elements 154a-d are known to those skilled in the art and are not described in more detail. The various cables, conduits, etc., which connect the various elements 154a-d together are not shown.

[0033] These different propulsion elements 154a-c are fixed under the horizontal structure 156a at a lower surface 156d and against the vertical structure 156b by fixing means called second fixing means at the level of port 156e or starboard 156f lateral surfaces. Due to the T-shape of the frame 156, the elements 154a-c can be distributed on either side of the vertical structure 156b. The second fixing means can take different forms. It can be a clevis system, a screw-nut system or any other system. In the embodiment of the invention presented here, the cooling system 154d is also fixed under the horizontal structure 156a at a lower surface 156d and against the vertical structure 156b by second fixing means.

[0034] Access to the elements 154a-d is thus facilitated because there are no structural elements on the sides and a maintenance agent can thus quickly access the various propulsion elements 154a-d from the side of the chassis 156.

[0035] The gearbox 155 is fixed to the front of the chassis 156 by first fixing means 159, one embodiment of which is shown in Fig. 10 which is described below.

[0036] In the embodiment of the invention presented in the Fig. 3 , there is a single tank 154c which is fixed to the lower surface 156d under the horizontal structure 156a at a rear end thereof. To allow the tank 154c to be placed in the middle of the horizontal structure 156a, the vertical structure 156b is reduced at the location of the tank 154c. The fixing of the tank 154c to the horizontal structure 156a is provided here by clevis systems.

[0037] There Fig. 4 shows the section at the level of the gearbox 155 which is fixed by three first fixing means 159 intended to limit the transfer of vibrations due to the movements of the propeller 152 to the chassis 156. There is here a first fixing means 159 fixed between the gearbox 155 and a lower end of the vertical structure 156b and, on either side of the vertical structure 156b, a first fixing means 159 fixed between the gearbox 155 and the horizontal structure 156a.

[0038] Each first fixing means 159 is for example of the Silentbloc ®< type, that is to say comprising a core made of flexible material such as rubber and two threaded rods integral with the core and one of which is fixed to the gearbox 155 and the other of which is fixed to the horizontal structure 156a or to the vertical structure 156b.

[0039] This T-shaped frame 156 also offers an advantage for an installation of three attachments of the gearbox 155 (here the first fixing means 159) which are flexible or rigid in order to ensure direct transmission of the forces from the gearbox 155 to the frame 156.

[0040] There Fig. 5 shows the section at the level of the electric motors 154a. In the embodiment of the invention presented here, there are four electric motors 154a and they are fixed in pairs on either side of the vertical structure 156b against the port 156e and starboard 156f side surfaces.

[0041] There Fig. 6 shows the section at the level of the fuel cells 154b. In the embodiment of the invention presented here, there are two fuel cells 154b which are fixed on either side of the vertical structure 156b against the port 156e and starboard 156f side surfaces and to the lower surface 156d.

[0042] There Fig. 7 shows the section at the level of the lateral attachment points 157c-d. The propulsion system 150 comprises on either side of the vertical structure 156b, a connecting rod 702a-b. There is thus a port connecting rod 702a and a starboard connecting rod 702b.

[0043] Each connecting rod 702a-b is arranged in a vertical plane YZ, i.e. a plane perpendicular to the longitudinal direction X and to the vertical of the lateral fixing points 157c-d.

[0044] Each connecting rod 702a-b has a first end fixed to the lower surface 156d of the horizontal structure 156a at the lateral end of the horizontal structure 156a and a second end fixed to a lateral surface of the vertical structure 156b, here at a lower end of the vertical structure 156b. The lower surface 156d is the face opposite the upper surface 156c of the horizontal structure 156a carrying the fixing points 157a-d.

[0045] The port connecting rod 702a is thus fixed between the port end of the horizontal structure 156a and the port lateral surface 156e of the vertical structure 156b and the starboard connecting rod 702b is thus fixed between the starboard end of the horizontal structure 156a and the starboard lateral surface 156f of the vertical structure 156b.

[0046] Each attachment of one end of a 702a-b connecting rod is provided here by a clevis system.

[0047] The 702a-b connecting rods ensure the absorption of vertical forces.

[0048] Similar connecting rods can also be positioned forwardly relative to the lateral attachment points 157c-d, i.e. here at the fuel cells 154b and the electric motors 154a.

[0049] On either side of the chassis 156, the nacelle 149 has side covers 147a-b and each side cover 147a-b is mounted to rotate on the horizontal structure 156a around a pivot axis 162 which is generally parallel to the longitudinal direction X. In the embodiment of the invention presented in Fig. 2 , on each side of the horizontal structure 156a, there is a front cover and a rear cover arranged one behind the other parallel to the longitudinal direction X.

[0050] Each side cover 147a-b is movable between a closed position in which the side covers 147a-b are lowered so that the chassis 156 and the propulsion system 150 are enclosed between the side covers 147a-b and an open position in which the side covers 147a-b are raised so that the chassis 156 and the propulsion system 150 are accessible from the sides.

[0051] To achieve the pivot connection around the pivot axis 162, hinges are arranged along the port and starboard edges of the horizontal structure 156a where each hinge has a fixed part 160 secured to a port or starboard edge of the horizontal structure 156a and a movable part secured to the side cover 147a-b. The two parts 160 are conventionally secured by an axis which passes through them both. The port and starboard edges of the horizontal structure 156a are generally parallel to the longitudinal direction X.

[0052] Conventionally, to lock the side covers 147a-b, locks 704 are provided to lock together, at 6 o'clock, the free ends of the side covers 147a-b.

[0053] In the embodiment of the invention presented in the Fig. 7 , the nacelle 149 also includes a top cover 147c which is fixed to the frame 156 between the side covers 147a-b. The top cover 147c is fixed by any suitable means such as screws, rivets, etc.

[0054] To complete the aerodynamics of the propulsion unit 151, the nacelle 149 may include other covers fixed to the chassis 156.

[0055] In the embodiment of the invention shown in the Figs. 2 , 3 And 7, the propulsion unit 151 has on either side of the vertical structure 156b, arches 164, here three in number per side, which are distributed along the port and starboard edges of the horizontal structure 156a and where each has a first end fixed to the port or starboard edge of the horizontal structure 156a and a second end fixed to a lower end of the vertical structure 156b at the level of the port 156e or starboard 156f lateral surface of the vertical structure 156b.

[0056] In the embodiment of the invention presented to the Figs. 2 , 3 And 7 , each first end of an arch 164 is fixed against the lateral flank of the horizontal structure 156a, but in another embodiment, it can be fixed at the level of the lower surface 156d.

[0057] These arches 164 are here of arched shape but they can take a different shape, for example rectangular.

[0058] These arches 164 may be put in place to provide structural reinforcement, but they mainly serve as support and holding elements for the side covers 147a-b when they are in the closed position. The side covers 147a-b thus come to bear against the arches 164 in the closed position.

[0059] Some arches 164 may be arranged to lie between two propulsion elements 154a-d parallel to the port or starboard edge of the horizontal structure 156a, such as here between the fuel cells 154b and the cooling system 154d and between the cooling system 154d and the tank 154c. This type of architecture with vertical, horizontal and axial structures offers numerous possibilities for segregating areas separated by fire break zones.

[0060] Fire walls 166 may be placed inside the arches 164 to limit the progression of a possible fire between the two propulsion elements 154a-d arranged on either side of said arch 164.

[0061] In the embodiment presented to the Figs. 8 And 9 , the upper face 156c of the horizontal structure 156b has an aerodynamic shape, which makes it possible to avoid the need to install the upper cover 147c, hence a weight saving.

[0062] In the embodiment of the variant, the arches 164 are L-shaped with a vertical branch 164a fixed by a first end on the port or starboard edge of the horizontal structure 156a at the level of the lower surface 156d and a horizontal branch 164b fixed by a second end to a lower end of the vertical structure 156b at the level of the port 156e or starboard 156f lateral surface of the vertical structure 156b. The vertical branch 164a and the horizontal branch 164b are secured at their two other ends.

[0063] In the embodiment of the invention presented in the Fig. 8 , each arch 164 is completed by another vertical branch 164c and another horizontal branch 164d to form a frame, where said other vertical branch 164c is integral with the port 156e or starboard 156f lateral surface of the vertical structure 156b and where said other horizontal branch 164d is integral with the lower surface 156d of the horizontal structure 156a.

[0064] A fire wall 166 can also be installed in certain arches 164.

[0065] The propulsion assembly 151 also has a floor 802 which is horizontal and which is fixed at the level of the lower end of the vertical structure 156b, that is to say parallel to the horizontal structure 156a and opposite the latter with respect to the vertical structure 156b.

[0066] Such a floor 802 also allows the installation of propulsion elements of the propulsion system 150.

[0067] In the embodiment of the variant presented in the Fig. 8 , the floor 802 is fixed to the horizontal branches 164b.

[0068] In the embodiment of the variant presented in the Fig. 9 , the attachment of the horizontal structure 156a to the structure of the wing 104 is ensured by four attachment points 957a-d distributed in pairs to port and starboard, and one in front of the other for each pair in the longitudinal direction X, namely two front attachment points 957a-b (port and starboard) and two rear attachment points 957c-d (port and starboard) which are arranged in the vicinity of the rear of the horizontal structure 156a or towards the middle of the horizontal structure 156a.

[0069] Each attachment point 957a-d takes the form of a shackle attached by one hinge point to the wing structure 104 and by one or two hinge points to the horizontal structure 156a.

[0070] Each shackle corresponding to a front attachment point 957a-b is mounted articulated by a front articulation point to the horizontal structure 156a and by a front articulation point to the wing structure 104, and each front articulation point consists of a rotation around an axis of rotation parallel to the longitudinal direction X, that is to say that each shackle is inscribed in a plane perpendicular to the longitudinal direction X. The front attachment points 957a-b compensate for the forces in Y and in Z.

[0071] Each shackle corresponding to a rear attachment point 957c-d is mounted articulated by two rear articulation points to the horizontal structure 156a and by a rear articulation point to the wing structure 104, and each rear articulation point consists of a rotation around a horizontal axis of rotation having a non-zero angle with the longitudinal direction X, that is to say that each shackle is inscribed in a vertical plane oblique with respect to the longitudinal direction X. The rear attachment points 957c-d compensate for the forces in X and in Z. The angle is between 30° and 60°, that is to say that the shackles are inclined from the outside towards the inside while progressing from the rear towards the front.

[0072] This particular orientation makes it possible to take advantage of the lever arm of the horizontal structure 156a while maintaining an isostatic system. This particular orientation is described more particularly in the context of the variant but it can also be applied to the embodiment of the Figs. 2 And 3 and, in this case, the lateral fixing points are constituted by the front fixing points 957a-b.

[0073] There Fig. 10 shows a particular embodiment for fixing the gearbox 155 to the chassis 156. There are the first three fixing means 159 between the gearbox 155 and, on the one hand, a lower end of the vertical structure 156b and, on the other hand, the horizontal structure 156a. Each first fixing means 159 creates a sphere-cylinder connection.

[0074] In this embodiment, the propulsion assembly 151 also comprises a recovery system 1002 ensuring recovery of the moments generated by the electric motors 154a on the gearbox 155.

[0075] The force recovery system 1002 comprises on the port side, a generally vertical port bar 1004, a first end of which is secured to the gearbox 155 and a generally vertical starboard bar 1006, a first end of which is secured to the gearbox 155.

[0076] The force recovery system 1002 comprises a main bar 1008 oriented parallel to the transverse direction Y, where the second end of the port bar 1004 is linked to the main bar 1008 by a sphere-cylinder connection and where the second end of the starboard bar 1006 is linked to the main bar 1008 by a ball joint connection.

[0077] Each end of the main bar 1008 is secured to the chassis 156 through two ball joints in series.

Claims

1. Propulsion assembly (151) for an aircraft (100), having a longitudinal direction (X) and having: - a chassis (156), - a gearbox (155) comprising an output shaft (155a), said shaft bearing a propeller (152), and - a propulsion system (150) having at least the following propulsion elements: at least one electric motor (154a), each of the at least one electric motor having a drive shaft mechanically coupled to the gearbox (155), at least one fuel cell (154b) configured to electrically power said at least one electric motor (154a), and at least one tank (154c) configured to supply said at least one fuel cell (154b) with dihydrogen, said propulsion assembly (151) being characterized in that the chassis (156) has a T-shaped profile with a horizontal structure (156a) and a vertical structure (156b), in that the gearbox (155) is fastened to the front of the chassis (156) by first fastening means (159), and in that the propulsion elements (154a-c) are fastened beneath the horizontal structure (156a) and against the vertical structure (156b) by second fastening means.

2. Propulsion assembly (151) according to Claim 1, characterized in that there is a single tank (154c) fastened beneath the horizontal structure (156a) at a rear end thereof.

3. Propulsion assembly (151) according to either of Claims 1 and 2, characterized in that there is one first fastening means (159) fastened between the gearbox (155) and a bottom end of the vertical structure (156b) and, on either side of the vertical structure (156b), one first fastening means (159) fastened between the gearbox (155) and the horizontal structure (156a).

4. Propulsion assembly (151) according to one of Claims 1 to 3, characterized in that it has lateral fastening points (157c-d) as one with an upper surface (156c) of the horizontal structure (156a) and intended to fasten the horizontal structure (156a) to a structure of a wing (104) of the aircraft (100), a port rod (702a) and a starboard rod (702b), wherein the rods (702a-b) are arranged vertically in line with the lateral fastening points (157c-d), wherein the port rod (702a) is fastened between a port end of the horizontal structure (156a) at a lower surface (156d) of the horizontal structure (156a) and a port lateral surface (156e) of the vertical structure (156b) and wherein the starboard rod (702b) is fastened between a starboard end of the horizontal structure (156a) at a lower surface (156d) of the horizontal structure (156a) and a starboard lateral surface (156f) of the vertical structure (156b).

5. Propulsion assembly (151) according to one of Claims 1 to 4, characterized in that it has, on either side of the chassis (156), at least one lateral cowl (147a-b) mounted so as to be able to move in rotation on the horizontal structure (156a) about a pivot axis (162) and in that, for each lateral cowl (147a-b), the propulsion assembly (151) has hinges, of which a fixed part (160) is as one with the horizontal structure (156a) and a mobile part as one with the lateral cowl (147a-b).

6. Propulsion assembly (151) according to Claim 5, characterized in that it has, on either side of the vertical structure (156b), arches (164) that are distributed along the port and starboard edges of the horizontal structure (156a), and wherein each one has a first end fastened to the port or starboard edge of the horizontal structure (156a) and a second end fastened to a bottom end of the vertical structure (156b) at a port (156e) or starboard (156f) lateral surface of the vertical structure (156b).

7. Propulsion assembly (151) according to Claim 6, characterized in that certain arches (164) are disposed so as to be between two propulsion elements (154a-d) parallel to the port or starboard edge of the horizontal structure (156a), and in that a fire break wall (166) is put in place inside said certain arches (164).

8. Propulsion assembly (151) according to one of Claims 5 to 7, characterized in that it has an upper cowl (147c) fastened to the chassis (156) between the lateral cowls (147a-b).

9. Propulsion assembly (151) according to one of Claims 1 to 8, characterized in that it has a floor (802) fastened at a bottom end of the vertical structure (156b), parallel to the horizontal structure (156a) and opposite the latter with respect to the vertical structure (156b).

10. Propulsion assembly (151) according to one of Claims 1 to 9, characterized in that it has four fastening points (957a-d) distributed in pairs on the port side and on the starboard side and one in front of the other for each pair, each fastening point (957a-d) taking the form of a shackle, wherein each shackle corresponding to a front fastening point (957a-b) is mounted articulated by one front articulation point to the horizontal structure (156a) and intended to be mounted articulated by one front articulation point to the structure of the wing (104), wherein each front articulation point consists of a rotation about an axis of rotation parallel to the longitudinal direction (X), wherein each shackle corresponding to a rear fastening point (957c-d) is mounted articulated by two rear articulation points to the horizontal structure (156a) and intended to be mounted articulated by one rear articulation point to the structure of the wing (104) and wherein each rear articulation point consists of a rotation about a horizontal axis of rotation having a non-zero angle with the longitudinal direction (X).

11. Aircraft (100) having at least one propulsion assembly (151) according to one of the preceding claims.