Cowling and connection panel for an aircraft turbomachine

Abstract

Cowling panel (20) for an aircraft turbomachine (14), this panel (20) being intended to extend around a turbomachine (14) and comprising: - a curved wall (25), - a surface heat exchanger (26) located inside or outside the wall (25) and comprising a fluidic circuit (26'), characterized in that it further comprises at least one fluidic connection member (30) of said circuit (26'), this member (30) comprising a body (38) which is fixed to the wall (25) and which carries: - at least one end fitting (40) configured to cooperate by male-female interlocking with a complementary end fitting (42) of another element, and - a reversible manual locking device (44) which is configured to cooperate with this other element in order to prevent unintentional disengagement of the ends (40, 42). Figure for the summary: Figure 4

Description

Title of the invention: Cowling and connection panel for an aircraft turbomachine Technical field of the invention

[0001] The present invention relates to a cowling and connection panel for an aircraft turbomachine. Technical background

[0002] The state of the art includes in particular document FR-A1-3 094 750.

[0003] Fig. 1 illustrates a propulsion assembly 10 for an aircraft.

[0004] In the present application, a propulsion unit 10 for an aircraft means an assembly comprising a reactor mast 12, a turbomachine 14 and its cowling 16.

[0005] The reactor pylon 12 is a massive component that allows a turbomachine 14 to be attached to an aircraft, and for example to a wing of the aircraft. The reactor pylon 12 therefore comprises elements for attaching it to the aircraft and elements for attaching the turbomachine 14. The reactor pylon 12 has a generally elongated shape and extends along a first axis A.

[0006] In the present application, the turbomachine 14 is located below or beside the engine pylon 12. The turbomachine may be suspended from the engine pylon 12 under the aircraft wing. Alternatively, the turbomachine may be installed at the rear of the aircraft fuselage.

[0007] The turbomachine 14 has a general elongated shape along a second axis B which can be parallel to the first axis A. The first and second axes A, B are located in the same plane P. This plane P can be vertical or inclined with respect to the vertical.

[0008] The terms 12 o'clock (for 12 o'clock) and 6 o'clock (for 6 o'clock) denote positions of parts around the second axis B, by analogy with the face of a clock when viewed from the rear. The 12 o'clock position is located in the vertical plane P and at the level of the reactor mast 12, and the 6 o'clock position is located in the vertical plane P below the turbomachine 14.

[0009] The turbomachine 14 includes a lubrication system 18 which allows in particular the lubrication of the turbomachine bearings by circulation of lubricating oil.

[0010] The cowling 16 surrounds the turbomachine 14 and extends along the second axis B. The cowling 16 may comprise several pieces and includes two panels 20 of generally semi-circular shape that extend on either side of the aforementioned plane P. These panels 20 include upper longitudinal edges 22 that are fixed to the reactor pylon 12 and arranged on either side of the plane P, near position 12h, and lower longitudinal edges 24 that are generally fixed to each other and are therefore located at the 6 o'clock position.

[0011] These panels 20 are hinged at their upper edges 22 to allow the cowling 16 to be opened and access to the turbomachine 14 during ground maintenance, for example. This hinge is made possible by hinges 25 that attach the upper edges 22 of the panels 20 to the reactor mast 12. Each panel 20 is hinged around a third axis C, which can be parallel to the second axis B, for example, from a closed position in which its lower edge 24 is at the 6 o'clock position, to an open position in which its lower edge 24 is away from the 6 o'clock position.

[0012] The cowling 16 can carry at least one surface heat exchanger 26. Such a heat exchanger 26 comprises an oil circuit 26' connected to the lubrication system 18, and a heat exchange surface that is exposed to a cooling airflow. Heat exchange between the surface and the oil circuit 26' of the heat exchanger cools the oil from the lubrication system 18 before returning it to the lubrication system 18, as illustrated by the dashed arrows in [Fig. 1].

[0013] At least a portion of the cowling 16 can internally define an annular flow channel for an airflow around the turbomachine 14, such as a flow channel for a secondary or other flow. In this case, the heat exchange surface of the surface heat exchanger 26 is therefore swept by this airflow.

[0014] The heat exchanger 26 carried by the hood 16 is connected to the lubrication system 18 by means of fluidic connection which must allow the opening of the panels 20 and in particular their pivoting, without necessarily requiring the heat exchanger 26 to be disconnected from the lubrication system 18.

[0015] In the current technique, these connection means are flexible hoses 28, as illustrated in [Fig. 2]. Each of these hoses 28 comprises an end 28a attached to a panel 20 and intended to be connected to the heat exchanger 26 supported by this panel 20, and an opposite end 28b attached to the reactor tower 12 and intended to be connected to the lubrication system 18 of the turbomachine 14. Regardless of the position of the panel 20, the oil circuit 26' of the heat exchanger 26 remains connected to the lubrication system 18 thanks to the flexibility of the hoses 28. [Fig. 2] shows two distinct deformation states of the same hose 28 for two different positions of a panel 20.

[0016] This technology has some drawbacks. First, the area around the pipes 28 must remain clear so as not to impede their movement during the opening and closing of the panels 20. Furthermore, the pipes 28 are relatively long to allow them to bend without causing stresses that could lead to breakage. This technology is therefore relatively bulky. In addition, these pipes 28 are oversized to be sufficient They are fission-resistant and have a particularly large diameter due to the presence of a thick protective layer around these pipes 28. Finally, this technology is relatively expensive and of significant mass.

[0017] Furthermore, climate change is a major concern for many legislative and regulatory bodies worldwide. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies to both new types of aircraft and those already in service, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been actively contributing to the fight against climate change for several years now. Technological research efforts have already led to very significant improvements in the environmental performance of aircraft.The Applicant takes into account the factors impacting all phases of design and development to obtain aeronautical components and products that are less energy-intensive, more environmentally friendly, and whose integration and use in civil aviation have moderate environmental consequences, with the aim of improving aircraft energy efficiency. Consequently, the Applicant continuously works to reduce its negative climate impact by employing methods and operating virtuous development and manufacturing processes that minimize greenhouse gas emissions to the minimum possible, thereby reducing the environmental footprint of its activities.This sustained research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, particularly through the materials used and lighter onboard equipment, the development of the use of electric technologies for propulsion, and, as essential complements to technological progress, aviation biofuels.

[0018] The present invention proposes a simple, effective and economical solution to at least some of the aforementioned problems of the prior art. Summary of the invention

[0019] The invention is the result of technological research aimed at significantly improving aircraft performance and, in this sense, contributes to reducing the environmental impact of aircraft.

[0020] The invention relates to a cowling and connection panel for an aircraft turbomachine, this panel being intended to extend around a turbomachine and comprising:

[0021] - a wall of generally curved shape comprising an external convex surface and an internal concave surface, at least one of these surfaces being intended to be swept by a flow of gas,

[0022] - a surface heat exchanger which is located on this first surface of the wall and which includes a fluidic circuit comprising a fluidic inlet and outlet,

[0023] characterized in that it further comprises at least one fluidic connection element for said fluidic inlet and outlet, this connection element comprising a body which is fixed to the wall and which carries:

[0024] - at least one end piece configured to cooperate by male-female interlocking with an additional tip for another element, and

[0025] - a reversible manual locking device that is configured to cooperate with This other element is to prevent unintentional disengagement of the tips.

[0026] The invention thus proposes to connect the heat exchanger circuit supported by the panel via a connecting element that is also supported by the panel. In addition to its enclosure function, the panel therefore provides a connection function, particularly for fluid flow. The heat exchanger circuit is thus able to be fluidically connected to a circuit of another element, such as another panel or a part of the turbomachine. The connecting element includes its own locking device, which is therefore independent of the panel's fastening or locking systems. This locking device is directly supported by the body of the connecting element and is manually operated.

[0027] It is understood that the exchanger can be located on the internal concave surface or the external convex surface of the wall.

[0028] The propulsion panel according to the invention may comprise one or more of the following features, taken individually or in combination with each other:

[0029] - the connecting element is located on a side or edge of the panel;

[0030] - the panel comprises a hinged longitudinal edge and an opposite longitudinal edge on which the connecting element is located;

[0031] — the connecting element is located on a lower longitudinal edge of the panel;

[0032] — the panel is hinged by its upper longitudinal edge;

[0033] - the body comprises two nozzles connected respectively to the inlet and outlet fluidic;

[0034] - the locking device includes at least one lever hinged on the body from a first unlocked position in which the tips can be inserted and removed, to an unlocked position in which the tips are locked in the inserted position;

[0035] - in the locked position, the lever or each lever includes a configured end to be engaged in a housing of the additional tip;

[0036] - the lever or each lever includes at least one slot which is configured to receive and guide a finger of the additional tip when moving the lever from the unlocked position to the locked position;

[0037] - the lever or each lever includes at least one cam surface configured for cooperate with the complementary tip in order to force the tips to fit together;

[0038] — the wall includes a hinged access hatch to said connecting device;

[0039] — the nozzle or each of the nozzles includes a valve.

[0040] The present invention also relates to a propulsion system for an aircraft, this propulsion system comprising:

[0041] - a turbomachine extending along an axis and comprising a fluidic system,

[0042] - a casing which extends along and around said axis, the casing comprising at less one panel according to one of the preceding claims and for example two panels according to one of the preceding claims which are arranged on either side of said axis, the fluidic circuit of the exchanger of the or of each panel being connected to the fluidic system by the connecting member of the or of each panel.

[0043] The propulsion assembly according to the invention may comprise one or more of the following features, taken individually or in combination with each other:

[0044] - the end of the connecting element of the or each panel cooperates with the minus an additional nozzle located on the turbomachine;

[0045] — the additional nozzle is located at 12 o'clock or 6 o'clock on the turbomachine;

[0046] — said at least one additional tip is located on a structure of the tower bomachine, which is diametrically opposed to a reactor mast of the propulsion assembly;

[0047] — said fluidic circuit is an oil circuit or a coolant circuit dissement;

[0048] — the casing surrounds at least part of the turbomachine;

[0049] — the casing comprises two panels of generally semi-circular shape which extend on either side of said main axis;

[0050] — each of these panels has an upper and lower longitudinal edge;

[0051] — the upper longitudinal edge of the or of each panel is fixed by the hinges;

[0052] — the other of the panels carries another heat exchanger or another type fluidic equipment. Brief description of the figures

[0053] Other features and advantages will become apparent from the following description of a non-limiting embodiment of the invention with reference to the accompanying drawings on which ones:

[0054] [Fig.1] [Fig.1] is a partial schematic perspective view of a propulsion assembly for an aircraft;

[0055] [Fig.2] [Fig.2] is a schematic perspective view of connection means fluidic of a heat exchanger to a fluidic system, according to the prior art of the invention;

[0056] [Fig.3] [Fig.3] is a schematic half axial cross-sectional view of a propulsion assembly equipped with cowling and connection panels according to an embodiment of the invention;

[0057] [Fig.4] [Fig.4] is a partial schematic cross-sectional view of the propulsion assembly of the [Fig.3];

[0058] [Fig.5] [Fig.5] is a schematic axial cross-sectional view of a fluidic connection element for a hood and connection panel according to the invention, and illustrates this element in the unlocked and disengaged position;

[0059] [Fig.6] [Fig.6] is a schematic axial cross-sectional view of the connecting member of [Fig.5], and illustrates this connecting member in the inserted and locked position;

[0060] [Fig.7] [Fig.7] is a schematic perspective view of a rac organ fluidic chording for a cover and connection panel according to an alternative embodiment of the invention; and

[0061] [Fig.8] [Fig.8] is a partial schematic perspective view of a propulsion assembly equipped with cowling and connection panels according to the invention. Detailed description of the invention

[0062] Figures 1 and 2 have already been described above.

[0063] Reference is now made to Figures 3 and 4, which illustrate an embodiment of a cowling and connection panel 20 for an aircraft turbomachine 14, as well as an aircraft turbomachine 14 and a propulsion assembly 10 comprising this panel.

[0064] The propulsion assembly 10 can be located under the wing of the aircraft or at the rear of the fuselage of the aircraft, for example.

[0065] Furthermore, the propulsion assembly 10 can be of any type and for example of the type twin- or triple-flow turbojet, ducted or unducted fan turbomachine, turboprop, open rotor, etc.

[0066] The propulsion assembly 10 is similar to that described above in relation to [Fig. 1] and comprises:

[0067] - the reactor mast 12, although this is optional,

[0068] - the turbomachine 14 which includes a fluidic system 18, in particular its bearings and rotating elements, and

[0069] - a cowling 16 which can surround the turbomachine 14, as in example re presented.

[0070] The cowling 16 may comprise several pieces and includes at least two panels 20 of generally semi-circular shape in the example shown. These panels 20 extend on either side of the plane P passing through the respective axes A, B of the reactor pylon 12 and the turbomachine 14. The plane P may be vertical or inclined with respect to the vertical.

[0071] In the example shown, the panels 20 include upper longitudinal edges 22 which are fixed to the turbomachine 14 or the reactor mast 12 by hinges 25. These upper edges 22 are located substantially in a position 12h by being separated from each other by the reactor mast 12 or a mast of the turbomachine.

[0072] Each of the panels 20 is hinged about a third axis C, which can be parallel to the axis B, for example, from a closed position in which its lower edge 24 is substantially at position 6h, as is the case for the left panel in [Fig. 4], to an open position in which its lower edge 24 is away from position 6h, as is the case for the right panel in [Fig. 4]. The angular displacement (arrow Fl) between the two positions is, for example, greater than 30° around the axis C.

[0073] Each of the panels 20 comprises a wall 25 of generally curved shape which includes an external convex surface 25a and an internal concave surface 25b. At least one of its surfaces 25a, 25b is intended to be swept by a gas flow, in particular a secondary flow or an external air flow.

[0074] Each of the panels 20 further comprises at least one surface heat exchanger 26.

[0075] In the example shown, the heat exchanger 26 is located on the internal concave surface 25b of the wall 25, although this position is not limiting. Alternatively, the heat exchanger could, for example, be located on the external convex surface 25a of the wall 25.

[0076] Indeed, within the framework of the present invention, the panel 20 comprising the wall 25 can be an internal or external panel of the turbomachine and propulsion assembly, and can be swept by a gas flow passing inside or outside the panel. The heat exchanger 26 is therefore located inside or outside the panel 20, and thus positioned on the internal or external surface of the wall 25 of the panel 20.

[0077] The exchanger 26 includes a fluidic or fluid circuit 26' intended to be connected to the fluidic system 18, and an exchange surface which is exposed to the flow of cooling gas from the aforementioned vein.

[0078] The fluidic system 18 is, for example, a lubrication system but could alternatively be a cooling system. The fluid circuit 26' is, for example, a fluid circuit but could alternatively be a coolant circuit.

[0079] The fluidic circuit 26' includes a fluidic inlet and outlet 26a, 26b which are connected to the fluidic system 18 by fluidic connection means.

[0080] In the context of the present invention, the means for connecting a heat exchanger 26 are carried by the panel that supports this heat exchanger. More specifically, the wall 25 of each of the panels 20 carries at least one fluidic connection element 30 for the inlet and outlet 26a, 26b to the fluidic system 18.

[0081] In the example shown in Figures 3 and 4, the member 30 of each panel 20 is located on the lower edge 24 of that panel, i.e., opposite the hinges 25. This connecting member 30 is configured to cooperate with a complementary member 32 of a structure 34 located at 6 o'clock. The member 32 of the structure 34 is itself connected by conduits 36 to the fluidic system 18 of the turbomachine.

[0082] Figures 5 and 6 show a first embodiment of the connecting member 30 of the panel 20 as well as of the complementary member 32 of the turbomachine 12.

[0083] The component 30 comprises a body 38 which is fixed to the panel 20 or its wall 25 and which itself carries:

[0084] - at least one end piece 40 configured to cooperate by male-female interlocking with a complementary tip 42 to the other component 32, and

[0085] - a 44-manual reversible locking device that is configured to cooperate with this other connecting element 32 in order to avoid unintentional disengagement of the tips 40, 42.

[0086] The tip 40 of the component 30 is here of the female type but could alternatively be of the male type. The tip 40 includes an internal cavity 46 into which the tip 42, which is of a complementary type and therefore here of the male type, is intended to be engaged.

[0087] The cavity 46 communicates with at least one internal passage 47 of the nozzle 40. Advantageously, this passage 47 is equipped with a valve (not shown) which automatically closes the passage when the nozzles 40 and 42 are not inserted into each other. Figure 4 shows a valve of this type, designated by reference numeral 49.

[0088] Although the body 38 of the organ 30 is represented with a single end 40, it could include several and in particular two dedicated respectively to the connection of the inlet 26a and the outlet 26b of the circuit 26' of the exchanger 26.

[0089] The tip 42 is engaged in the tip 40 by displacement in a direction F2 parallel to the axis D of interlocking of the tips 40, 42 ([Fig.5]).

[0090] The locking device 44 comprises at least one lever 48 articulated on the body 38 from a first unlocked position in which the tips 40, 42 can be inserted and removed, which is illustrated in [Fig. 5], to a locking position in which the tips 40, 42 are locked in the inserted position, which is illustrated in [Fig.6].

[0091] In the locking position of [Fig.6], the lever or each lever 48 includes an end 50 configured to be engaged in a housing 52 of the end piece 42.

[0092] In the example shown, there are two levers 48, diametrically opposed with respect to axis D. Each lever 48 is articulated at its end 50 to the body 38, about an axis E that is tangent to a circumference centered on axis D. This end 50 is shaped so that a portion engages in the recess 52 of the end piece 42 when the lever 48 moves from the unlocked position to the locked position. The end 50 and the recess 52 thus have substantially complementary shapes.

[0093] As is the case in the example shown, the lever 48, and in particular its end 50, may include a cam surface 54 configured to cooperate with the end piece 42, and in particular the housing 50, in order to further force the ends 40 and 42 to fit together in the direction F2. For this purpose, the cam surface 54 of the lever 48 cooperates with a complementary surface 56 of the housing 50 of the end piece 42.

[0094] Once the components 30, 32 and their tips 40, 42 are fitted and connected, the levers 48 are moved manually to lock the connection and oil can flow from the internal passage 47 of the tip 40 to the internal passage of the tip 42. Advantageously, the passage of the tip 42 is also equipped with a valve (not shown) which automatically closes the passage when the tips 40 and 42 are not fitted together.

[0095] Fig. 7 illustrates an alternative embodiment of the connecting members

[0096] 30, 32.

[0097] The elements described above in relation to figures 5 and 6 and which are present in the variant of [Fig.7] are designated by the same references.

[0098] It can thus be seen that the body 38 of the connecting member 30 includes four male or female ends 40 which are intended to cooperate with four complementary ends 42 of the member 32. This connecting member 30 can for example be used to connect the inlets and outlets of two fluidic circuits 26' of the same exchanger 26 or of two fluidic circuits 26' of two exchangers 26 of the same panel.

[0099] The locking device 44 includes a lever 48 articulated on the body 38 between the aforementioned positions.

[0100] The lever 48 is articulated about an axis E transverse to the direction F2 and includes a slot 58 which is configured to receive and guide a finger 60 of the tip 32 during the movement of the lever between these positions.

[0101] This slot 58 can define a cam surface 62 configured to cooperate with the finger 60 in order to further force the fitting of the tips 40, 42 in the direction F2.

[0102] Reference is now made to [Fig. 8], in which each panel 20 of the casing further comprises a hinged access hatch 64 to the connecting element 30 of that panel. Since the connecting element 30 is located at its lower edge 24, as mentioned above, the hatch 64 can be located at or near this lower edge 24. This is the case for a connection at 6 o'clock.

[0103] Alternatively, the connection could be located elsewhere, for example at 3 o'clock, 9 o'clock, 12 o'clock, etc. The hatch will then be positioned in accordance with this connection.

[0104] The hinged hatch 64 is opened to provide access to the component 30 and in particular to its lever 48 or levers. The actuation of the lever or each lever 48 can be carried out through the hatch 64 by an operator, so as to disengage the ends 40, 42 from each other and to remove or rotate the panel 20.

Claims

Claims

1. Cowling panel (20) for an aircraft turbomachine (14), this panel (20) being intended to extend around a turbomachine (14) and comprising: - a wall (25) of generally curved shape which comprises an external convex surface (25a) and an internal concave surface (25b), at least a first of these surfaces being intended to be swept by a gas flow, - a surface heat exchanger (26) which is located on this first surface (25a, 25b) of the wall (25) and which comprises a fluid circuit (26') comprising a fluid inlet and outlet (26a, 26b), characterized in that it further comprises at least one member (30) for fluid connection of said fluid inlet and outlet (26a, 26b), this connection member (30) comprising a body (38) which is fixed on the wall (25) and which carries: - at least one end piece (40) configured to cooperate by male-female interlocking with a complementary end piece (42) of another element,and - a reversible manual locking device (44) which is configured to cooperate with this other element in order to avoid involuntary disengagement of the tips (40, 42).,

2. The panel (20) of claim 1, wherein the connecting member (30) is located on a side or edge (24) of the panel (20).

3. Panel (20) according to claim 2, in which it comprises an articulated longitudinal edge (22) and an opposite longitudinal edge (24) on which the connecting member (30) is located.

4. Panel (20) according to one of the preceding claims, in which the body (38) comprises two end pieces (40) connected respectively to the fluid inlet and outlet (26a, 26b).

5. Panel (20) according to one of the preceding claims, in which the locking device (44) comprises at least one lever (48) articulated on the body (38) from a first unlocking position in which the end pieces (40, 42) can be fitted and unfitted, to an unlocking position in which the end pieces (40, 42) are locked in the fitted position.

6. A panel (20) according to claim 5, wherein, in the locking position, the or each lever (48) comprises an end (50) configured to be engaged in a housing (52) of the complementary tip (42).

7. Panel (20) according to claim 5, wherein the or each lever comprises at least one slot (58) which is configured to receive and guide a finger (60) of the complementary end piece (42) during movement of the lever (58) from the unlocking position to the locking position.

8. Panel (20) according to one of claims 5 to 7, in which the or each lever (58) comprises at least one cam surface (62) configured to cooperate with the complementary end piece (42) in order to force the end pieces (40, 42) to fit into each other.

9. Propulsion assembly (10) for an aircraft, this propulsion assembly comprising: - a turbomachine (14) extending along an axis (B) and comprising a fluidic system (18), - a cowling (16) which extends along and around said axis, the cowling (16) comprising at least one panel (20) according to one of the preceding claims and for example two panels (20) according to one of the preceding claims which are arranged on either side of said axis, the fluidic circuit (26') of the exchanger (26) of the or each panel (20) being connected to the fluidic system (18) by the connection member (30) of the or each panel (20).

10. Propulsion assembly (10) according to claim 9, in which the end piece (40) of the connecting member (30) of the or each panel (20) cooperates with at least one complementary end piece (42) located on the turbomachine (14).

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