Central mounting system for an aircraft for attaching a wing structure to a mast structure

Description

TECHNICAL FIELD

[0001] The present invention relates to the general field of attaching a turbojet engine under the wing of an aircraft. It relates in particular to a central aircraft mounting system that secures a wing structure to an aircraft pylon structure. The present invention also relates to an aircraft equipped with such a central mounting system. PREVIOUS STATE OF THE ART

[0002] A state-of-the-art aircraft consists of a wing, a mast fixed under the wing, and an engine, such as a turbojet, fixed under the mast.

[0003] There Fig. 4 shows an example of a prior art fastening assembly 400 which secures a wing structure 402 to a mast structure 404. The mast classically takes the form of a box which includes, among other things, two side walls 404a-b, namely a port side wall 404a and a starboard side wall 404b and between the side walls 404a-b, a first central fitting 404c which is generally perpendicular to said side walls 404a-b and which can take the form of a wall.

[0004] In the example of the Fig. 4 , the 400 fixing assembly comprises two lateral fixings 406a-b, namely a port side fixing 406a and a starboard side fixing 406b, and a central fixing system 406c.

[0005] Each lateral fastener 406a-b includes a second lateral fitting 408 which is fixed to the wing structure 402 and which has a female clevis 408a into which the side wall 404a-b on the same side is inserted. For each side, the female clevis 408a and the associated side wall 404a-b are joined by a pin 410 passing through said female clevis 408a and said side wall 404a-b via bores provided for this purpose.

[0006] The central fastening system 406c comprises a central fitting 412 fixed to the wing structure 402 and having two male clevises 412a-b, and four connecting rods 414 arranged in pairs. For each pair of connecting rods 414, the connecting rods 414 of the pair are arranged on either side of a male clevis 412a-b to form a female clevis in which said male clevis 412a-b is housed.

[0007] The central fastening system 406c also includes the first central fitting 404c forming two male clevises 405a-b, and for each pair of connecting rods 414, the connecting rods 414 of the pair are also arranged on either side of one of the male clevises 405a-b of the first central fitting 404c to form a female clevis in which said male clevis 405a-b is housed. There is one pair of connecting rods 414 arranged on the port side and one on the starboard side. For each pair of connecting rods 414, there is provided an axle 416a, 416b which passes through the two connecting rods 414 of the pair and, depending on the case, a male clevis 412a-b of the central fitting 412 or a male clevis 405a-b of the first central fitting 404c through bores provided for this purpose.Each pair of connecting rods 414 thus has a first articulation point at the male clevis 412a-b of the central fitting 412 and a second articulation point at the male clevis 405a-b of the first central fitting 404c and the first two articulation points are close together while the second articulation points are far apart.

[0008] While such an arrangement is efficient, it is relatively bulky in the vertical direction.

[0009] Documents US2018346137 and US9248921 disclose aircraft engine mounting assemblies according to the prior art. These mounting assemblies include, in particular, separate attachments for an aircraft wing section, an attachment to the engine pylon, and connecting rods from the wing attachments to the pylon attachment, these rods being arranged so as not to cross each other.

[0010] Document FR3044297 discloses a set of rear engine attachments comprising a transverse load-bearing shackle, inclined relative to the vertical direction and hinged to a fitting attached to the engine and to a fitting attached to the primary structure. At least one spare shackle crosses this shackle, so that together they form an X when viewed from the rear. DESCRIPTION OF THE INVENTION

[0011] An object of the present invention is to propose a central fastening system for aircraft, where the fastening system ensures the fastening between a wing structure and a mast structure, and where the fastening system has a reduced vertical dimension compared to the prior art.

[0012] To this end, a central fastening system is proposed for attaching a wing structure of an aircraft to a mast structure of said aircraft, said central fastening system having a longitudinal direction and comprising: a first central fitting intended to be integral with the wing structure and having a first port clevis and a first starboard clevis, where each first clevis has a bore whose axis is parallel to the longitudinal direction, a second central fitting intended to be integral with the mast structure and having a second port clevis and a second starboard clevis, where each second clevis has a bore whose axis is parallel to the longitudinal direction, a first linkage system and a second linkage system, each having a third clevis and a fourth clevis, where each third and fourth clevis have a bore whose axis is parallel to the longitudinal direction, where the third clevis of the first linkage system is mounted articulated with the first port clevis of the first central fitting at a first articulation point on the port side,where the third clevis of the second linkage system is mounted articulated with the first starboard clevis of the first central fitting at a first starboard articulation point, where the fourth clevis of the first linkage system is mounted articulated with the second starboard clevis of the second central fitting at a second starboard articulation point, and where the fourth clevis of the second linkage system is mounted articulated with the second port clevis of the second central fitting at a second port articulation point, and for each articulation point, a pin mounted in the bores of the corresponding clevises.

[0013] With this arrangement, the vertical footprint is reduced compared to the prior art. Furthermore, this arrangement improves damage tolerance by isolating each point of articulation.

[0014] Advantageously, at least one of the first and second linking systems takes the form of two connecting rods arranged on either side of the first associated clevis of the first central fitting and on either side of the second associated clevis of the second central fitting, and together the two connecting rods form the third and fourth clevis of the linking system under consideration.

[0015] Advantageously, at least one of the first and second linking systems takes the form of a connecting rod, at least one of whose first ends takes the form of a female clevis, and said female clevis forms one of the third and fourth clevises of the linking system considered.

[0016] Advantageously, a second end of the connecting rod formed by one of the first linkage system and the second linkage system takes the form of a male clevis and said male clevis forms the other of the fourth clevis and the third clevis of the linkage system considered.

[0017] Advantageously, a second end of the connecting rod formed by one of the first linkage system and the second linkage system takes the form of a female clevis and said female clevis forms the other of the fourth clevis and the third clevis of the linkage system considered.

[0018] Advantageously, at least one of the first and second linking systems takes the form of a connecting rod, each end of which takes the form of a male clevis, and one of the male clevises forms one of the third and fourth clevises of the linking system under consideration, and the other of the male clevises forms the other of the fourth and third clevises of the linking system under consideration.

[0019] The invention also proposes an aircraft comprising a wing with a structure, a mast with a structure and a fastening system according to one of the preceding variants, where the first central fitting is integral with the wing structure and where the second central fitting is integral with the mast structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The features of the invention mentioned above, as well as others, will become clearer upon reading the following description of an exemplary embodiment, said description being made in relation to the accompanying drawings, among which: Fig. 1 represents a side view of an aircraft according to the invention, Fig. 2 is a perspective view of a fastening assembly comprising an example of a central fastening system according to the invention, Fig. 3 is a perspective view of an example of a central fastening system according to the invention, and Fig. 4 is a perspective view of a set of state-of-the-art fixings. DETAILED EXPLANATION OF IMPLEMENTATION METHODS

[0021] There Fig. 1 Figure 50 shows an aircraft having a wing 52 under which is mounted an engine 54 such as a turbojet. The engine 54 is mounted by means of a mast 56 which has a structure fixed between a structure of the wing 52 and a structure of the engine 54.

[0022] By convention, X is called the longitudinal direction of the mast 54, this direction X being parallel to a longitudinal axis of the aircraft 50. On the other hand, Y is called the transverse direction of the mast 56 which is horizontal when the aircraft 50 is on the ground, and Z is called the vertical direction or vertical height when the aircraft 50 is on the ground, these three directions X, Y and Z being orthogonal to each other.

[0023] On the other hand, the terms "forward" and "rear" are to be considered in relation to a direction of forward movement of the aircraft 50 during the operation of the engine 54, this direction being schematically represented by the arrow F. The terms "port" and "starboard" are also to be considered in relation to the direction of forward movement F of the aircraft 50 and in relation to the longitudinal direction X.

[0024] There Fig. 2 shows an example of a fastening assembly 200 according to the invention, which ensures the fastening of the structure 202 of the wing 52 to the structure 204 of the mast 56. The mast 56 takes for example the form of a box and it comprises, among other things, two side walls 204a-b, namely a port side wall 204a and a starboard side wall 204b and between the side walls 204a-b, a central fitting 204c, called the second central fitting 204c, which is globally perpendicular to said side walls 204a-b and fixed between them. The second central fitting 204c is generally perpendicular to the longitudinal direction X and the lateral walls 204a-b are generally parallel to a median plane XZ of the mast 56. The second central fitting 204c can take the form of a wall constituting an internal rib of the mast 56. The second central fitting 204c is thus integral with the structure 204 of the mast 56.

[0025] In the example of the Fig. 2 , the fastening assembly 200 comprises two lateral fastenings 206a-b, namely a port lateral fastening 206a and a starboard lateral fastening 206b, and a central fastening system 206c according to the invention which ensures the fastening of the structure 202 of the wing 52 to the structure 204 of the mast 56.

[0026] Each lateral fastener 206a-b is identical to the lateral fasteners of the prior art. The lateral fasteners 206a-b are given here by way of example but are not part of the invention, and serve only to illustrate an implementation of the invention. Each lateral fastener 206a-b comprises a lateral fitting 208 which is fixed to the structure 202 of the wing 52 and which has a female clevis 208a into which the lateral wall 204a-b of the mast 56 on the same side is inserted. On each side, the female clevis 208a and the associated lateral wall 204a-b are joined by a pin 210 passing through said female clevis 208a and said lateral wall 204a-b via bores provided for this purpose.

[0027] There Fig. 3 shows the central fastening system 206c according to a particular embodiment of the invention.

[0028] The X direction is also a longitudinal X direction for the central fastening system 206c, which includes a first central fitting 212 integral with the wing structure 202 and having two first clevises 212a-b, namely 212a on the port side and 212b on the starboard side. The first central fitting 212 is formed in one piece, so as to correspond to a single first central fitting 212.

[0029] The central fixing system 206c also includes the second central fitting 204c with two second clevises 205a-b, namely a 205a on the port side and a 205b on the starboard side.

[0030] The central fastening system 206c also includes two connecting systems 214a-b, namely a first connecting system 214a and a second connecting system 214b. Each connecting system 214a-b has a third clevis 215a-b and a fourth clevis 217a-b. The connecting systems 214a-b ensure the transfer of the transverse forces applied to the mast 56.

[0031] Each first cleat 212a-b is fixed in an articulated manner to a third cleat 215a-b so as to form a first articulation point, namely a first articulation point 60a on the port side for the first port cleat 212a, and a first articulation point 60b on the starboard side for the first starboard cleat 212b.

[0032] Each second cleat 205a-b is fixed in an articulated manner to a fourth cleat 217b-a so as to form a second articulation point, namely a second articulation point 62a on the port side for the second port cleat 205a, and a second articulation point 62b on the starboard side for the second starboard cleat 205b.

[0033] The first linking system 214a is thus fixed in an articulated manner between the first articulation point 60a on the port side and the second articulation point 62b on the starboard side, and the second linking system 214b is thus fixed in an articulated manner between the first articulation point 60b on the starboard side and the second articulation point 62a on the port side.

[0034] In other words, the third clevis 215a of the first connecting system 214a is mounted hinged to the first port clevis 212a of the first central fitting 212 at the first port hinge point 60a, the third clevis 215b of the second connecting system 214b is mounted hinged to the first starboard clevis 212b of the first central fitting 212 at the first starboard hinge point 60b, the fourth clevis 217a of the first connecting system 214a is mounted hinged to the second starboard clevis 205b of the second central fitting 204c at the second starboard hinge point 62b, and the fourth clevis 217b of the second connecting system 214b is mounted hinged to the second port clevis 205a of the second central fitting 204c at the from the second articulation point 62a to port.

[0035] The two connecting systems 214a-b are therefore crossed, and depending on the angle at the crossing, the vertical footprint can be reduced compared to the prior art. In particular, by laterally separating the first articulation points 60a-b from each other and the second articulation points 62a-b from each other, the angle at the crossing is reduced.

[0036] At each articulation point of the central fixing system 206c, the fixing between two clevises is achieved by an axis 216a-b passing through each clevis in question through holes provided for this purpose and each articulation point corresponds to an axis which is parallel to the longitudinal direction X. Each clevis 212a-b, 205a-b, 215a-b, 217a-b of the central fixing system 206c thus has a bore whose axis is parallel to the longitudinal direction X.

[0037] In the embodiment of the invention presented to the Fig. 3 The first connecting system 214a consists of two connecting rods 90 and 92 arranged on either side of the first port yoke 212a of the first central fitting 212 and on either side of the second starboard yoke 205b of the second central fitting 204c. Together, the two connecting rods 90 and 92 form the third yoke 215a and the fourth yoke 217a of the first connecting system 214a, and these are referred to as female yokes. The first port yoke 212a of the first central fitting 212 and the second starboard yoke 205b of the second central fitting 204c each form a male yoke that fits into the corresponding female yoke.

[0038] A female clevis takes the form of a stirrup with two parallel walls, each with a bore for inserting the axle. A male clevis takes the form of a single wall with a bore for inserting the axle.

[0039] In the embodiment of the invention presented to the Fig. 3 The second connecting system 214b takes the form of a connecting rod, one end of which is a female clevis 94 with two parallel walls, and the other end of which is a male clevis 96. Here, said female clevis 94 forms the fourth clevis 217b of the second connecting system 214b, and the male clevis 96 forms the third clevis 215b of the second connecting system 214b. The second port clevis 205a of the second central fitting 204c then forms a male clevis that fits into the female clevis 94 of the second connecting system 214b. The first starboard clevis 212b of the first central fitting 212 then forms a female clevis into which the male clevis 96 of the second connecting system 214b fits. In the embodiment of the invention presented in the Fig. 3 , the connecting rod forming the second linking system 214b is inserted between the two connecting rods 90 and 92 forming the first linking system 214a.

[0040] In the event of a break in one of the 214a-b link systems, it is necessary to ensure the continuity of the transfer of forces to wing 52.

[0041] With such an arrangement, if one of the connecting rods 90, 92 of the first connecting system 214a is broken, it is compensated by the other connecting rod 92, 90. If both connecting rods 90, 92 of the first connecting system 214a are broken, they are compensated by the connecting rod of the second connecting system 214b. If the connecting rod of the second connecting system 214b is broken, it is compensated by the connecting rods 90, 92 of the first connecting system 214a.

[0042] Other embodiments (not shown) are possible based on the embodiment shown in the Fig. 3 .

[0043] For example, the second connecting system 214b can also take the form of two connecting rods arranged on either side of the first starboard clevis 212b of the first central fitting 212 and on either side of the second clevis 205a of the second central fitting 204c, to together form the third clevis 215b and the fourth clevis 217b of the second connecting system 214b.

[0044] Thus, in general, at least one of the first connecting system 214a and the second connecting system 214b takes the form of two connecting rods 90 and 92 arranged on either side of the first associated clevis 212a-b of the first central fitting 212 and on either side of the second associated clevis 205b-a of the second central fitting 204c, and together, the two connecting rods 90 and 92 form the third clevis 215a-b and the fourth clevis 217a-b of the connecting system 214a-b considered.

[0045] Each first clevis 212a-b of the first central fitting 212 and each second clevis 205a of the second central fitting 204c which are concerned each take the form of a male clevis which fits into the female clevis considered.

[0046] In the case where the two linking systems 214a-b consist of two connecting rods 90 and 92, the connecting rods are offset along the longitudinal direction X, with a connecting rod from a first linking system 214a-b, then a connecting rod from a second linking system 214b-a, then a connecting rod from the first linking system 214a-b, then a connecting rod from the second linking system 214b-a.

[0047] For example, the first 214a linkage system can also take the form of a connecting rod, one end of which takes the form of a female clevis and the other end of which takes the form of a male clevis.

[0048] For the first linking system 214a as for the second linking system 214b, the positions of the male clevis and the female clevis can be reversed with respect to the first central fitting 212 and the second central fitting 204c.

[0049] Thus, in general, at least one of the first connecting system 214a and the second connecting system 214b takes the form of a connecting rod, one end of which takes the form of a female clevis 94 and the other end of which takes the form of a male clevis 96, and said female clevis 94 forms one of the third clevis 215a-b and the fourth clevis 217a-b of the connecting system 214a-b considered, and said male clevis 96 forms the other of the fourth clevis 217a-b and the third clevis 215a-b of the connecting system 214a-b considered.

[0050] Each first clevis 212a-b of the first central fitting 212 and each second clevis 205a of the second central fitting 204c which are concerned each take the appropriate form, i.e. a male clevis when it cooperates with a female clevis and vice versa.

[0051] For example, a connecting rod may have a female clevis at each end. Thus, for the second connecting system 214b, each end takes the form of a female clevis, and one forms the fourth clevis 217b of the second connecting system 214b and the other forms the third clevis 215b of the second connecting system 214b. The second port clevis 205a of the second central fitting 204c then forms a male clevis that inserts into one of the female clevises of the second connecting system 214b, and the first starboard clevis 212b of the first central fitting 212 then forms a male clevis that inserts into the other of the female clevises of the second connecting system 214b.

[0052] Thus, in general, at least one of the first connecting system 214a and the second connecting system 214b takes the form of a connecting rod, each end of which takes the form of a female clevis, and one of the female clevises forms one of the third clevis 215a-b and the fourth clevis 217a-b of the connecting system 214a-b under consideration, and the other of the female clevises forms the other of the fourth clevis 217a-b and the third clevis 215a-b of the connecting system 214a-b under consideration.

[0053] Each first clevis 212a-b of the first central fitting 212 and each second clevis 205a of the second central fitting 204c which are concerned each take the form of a male clevis to cooperate with a female clevis.

[0054] For example, a connecting rod may have a male clevis at each end. Thus, for the second connecting system 214b, each end takes the form of a male clevis, and one forms the fourth clevis 217b of the second connecting system 214b and the other forms the third clevis 215b of the second connecting system 214b. The second port clevis 205a of the second central fitting 204c then forms a female clevis into which one of the male clevises of the second connecting system 214b is inserted, and the first starboard clevis 212b of the first central fitting 212 then forms a female clevis into which the other of the male clevises of the second connecting system 214b is inserted.

[0055] Thus, in general, at least one of the first connecting system 214a and the second connecting system 214b takes the form of a connecting rod, each end of which takes the form of a male clevis, and one of the male clevises forms one of the third clevis 215a-b and the fourth clevis 217a-b of the connecting system 214a-b under consideration, and the other of the male clevises forms the other of the fourth clevis 217a-b and the third clevis 215a-b of the connecting system 214a-b under consideration.

[0056] Each first clevis 212a-b of the first central fitting 212 and each second clevis 205a of the second central fitting 204c which are concerned each take the form of a female clevis to cooperate with a male clevis.

Claims

1. Central fastening system (206c) intended for fastening a structure (202) of a wing (52) of an aircraft (50) to a structure (204) of a pylon (56) of said aircraft (50), said central fastening system (206c) having a longitudinal direction (X) and having: - a first central fitting (212) intended to be as one with the structure (202) of the wing (52) and having a first port-side clevis (212a) and a first starboard-side clevis (212b), wherein each first clevis (212a-b) has a bore of which the axis is parallel to the longitudinal direction (X), - a second central fitting (204c) intended to be as one with the structure (204) of the pylon (56) and having a second port-side clevis (205a) and a second starboard-side clevis (205b), wherein each second clevis (205a-b) has a bore of which the axis is parallel to the longitudinal direction (X), - a first connection system (214a) and a second connection system (214b), each having a third clevis (215a-b) and a fourth clevis (217a-b), wherein each third and fourth clevis (215a-b, 217a-b) has a bore of which the axis is parallel to the longitudinal direction (X), wherein the third clevis (215a) of the first connection system (214a) is mounted articulated with the first port-side clevis (212a) of the first central fitting (212) at a first articulation point (60a) on the port side, wherein the third clevis (215b) of the second connection system (214b) is mounted articulated with the first starboard-side clevis (212b) of the first central fitting (212) at a first articulation point (60b) on the starboard side, wherein the fourth clevis (217a) of the first connection system (214a) is mounted articulated with the second starboard-side clevis (205b) of the second central fitting (204c) at a second articulation point (62b) on the starboard side, and wherein the fourth clevis (217b) of the second connection system (214b) is mounted articulated with the second port-side clevis (205a) of the second central fitting (204c) at a second articulation point (62a) on the port side, and - for each articulation point (60a-b, 62a-b), a pin (216a-b) mounted in the bores of the corresponding clevises.

2. Central fastening system (206c) according to Claim 1, characterized in that at least one out of the first connection system (214a) and the second connection system (214b) takes the form of two rods (90, 92) disposed on either side of the first clevis (212a-b) associated with the first central fitting (212) and on either side of the second clevis (205b-a) associated with the second central fitting (204c), and in that, together, the two rods (90, 92) form the third clevis (215a-b) and the fourth clevis (217a-b) of the connection system (214a-b) under consideration.

3. Central fastening system (206c) according to either of Claims 1 and 2, characterized in that at least one out of the first connection system (214a) and the second connection system (214b) takes the form of a rod of which a first end takes the form of a female clevis (94) and in that said female clevis (94) forms one out of the third clevis (215a-b) and the fourth clevis (217a-b) of the connection system (214a-b) under consideration.

4. Central fastening system (206c) according to Claims 3, characterized in that a second end of the rod realized by one out of the first connection system (214a) and the second connection system (214b) takes the form of a male clevis (96) and in that said male clevis (96) forms the other out of the fourth clevis (217a-b) and the third clevis (215a-b) of the connection system (214a-b) under consideration.

5. Central fastening system (206c) according to Claims 3, characterized in that a second end of the rod realized by one out of the first connection system (214a) and the second connection system (214b) takes the form of a female clevis and in that said female clevis forms the other out of the fourth clevis (217a-b) and the third clevis (215a-b) of the connection system (214a-b) under consideration.

6. Central fastening system (206c) according to one of Claims 1 to 5, characterized in that at least one out of the first connection system (214a) and the second connection system (214b) takes the form of a rod of which each end takes the form of a male clevis and in that one of the male clevises forms one out of the third clevis (215a-b) and the fourth clevis (217a-b) of the connection system (214a-b) under consideration, and the other of the male clevises forms the other out of the fourth clevis (217a-b) and the third clevis (215a-b) of the connection system (214a-b) under consideration.

7. Aircraft (50) having a wing (52) with a structure (202), a pylon (56) with a structure (204) and a fastening system according to one of the preceding claims, wherein the first central fitting (212) is as one with the structure (202) of the wing (52) and wherein the second central fitting (204c) is as one with the structure (204) of the pylon (56).