PROPULSION UNIT FOR AN AIRCRAFT

Abstract

The invention relates to a propulsion assembly (1) comprising a turbomachine having a longitudinal axis, a nacelle, a first element (E1), a second element (E2) movable in translation relative to the first element in a direction parallel to the longitudinal axis between a first and a second position and a fluid circuit (70), the nacelle comprising at least one element among the first and the second elements, the propulsion assembly being characterized in that: the fluid circuit (70) comprises a first (71) and a second conduit (72) secured respectively to the first and the second elements and comprising respectively a first and a second interlocking connector (73, 74) configured to cooperate with each other so as to allow the circulation of the fluid between the first and second conduits when the second element is in the first position and to prohibit the circulation of the fluid when the second element is in the second position.Figure for abstract: Figure 7.

Description

Title of the invention: PROPULSION ASSEMBLY FOR AN AIRCRAFT Technical field

[0001] The present invention relates to a propulsion assembly for an aircraft. Prior art

[0002] An aircraft is powered by one or more propulsion units. An example of a propulsion unit is illustrated in [Fig.l]. Such a propulsion unit 1 comprises a turbomachine 12 housed in a nacelle 10. Each propulsion unit 1 is attached to the aircraft by a mast or pylon 14 generally located under or on a wing or at the rear fuselage of the aircraft.

[0003] In the case of turbomachines such as twin-spool, twin-flow turbojets, the engine notably comprises a fan, a low-pressure body which surrounds a high-pressure body.

[0004] A nacelle 10 generally has a cylindrical structure around a longitudinal axis denoted A comprising an upstream section 16 or front comprising a profiled air inlet upstream of the turbojet engine, a middle section 18 intended to surround a fan 20 of the turbojet engine, a downstream section 22 or rear section capable of housing thrust reversal means and intended to surround the high pressure body of the turbojet engine, and is generally terminated by an ejection nozzle whose outlet is located downstream of the turbojet engine. The nacelle 10 forms an external profiling of an annular vein 24 guiding the flow of cold air, and an aerodynamic external fairing.

[0005] Furthermore, a nacelle usually comprises an external structure comprising a fixed part and a movable part (constituting the thrust reversal means), and a fixed internal structure, called a "limer Fixed Structure" (IFS), concentric with the external structure. The fixed internal structure surrounds the high-pressure body and the low-pressure turbine of the turbojet engine behind the fan. These external and internal structures define an annular flow vein, also called a secondary vein, intended to channel a cold air flow, called a secondary air flow, which circulates outside the turbojet engine.

[0006] The external structure comprises an external fairing defining an external aerodynamic surface, intended to be in contact with an external air flow, and an internal fairing defining an internal aerodynamic surface, intended to be in contact with the secondary air flow. The internal and external fairings are connected upstream by a leading edge wall forming an air inlet lip.

[0007] The thrust reversal means make it possible to redirect towards the front of the propulsion unit all or part of the flow of cold air circulating in the vein secondary of the nacelle so as to create a counter-thrust contributing to the braking of the aircraft. By means of thrust reversal we mean a thrust reverser.

[0008] Such a thrust reverser comprises mobile thrust reverser structures, generally two mobile thrust reverser structures, carried by the nacelle to move between a closed position (direct jet) in which the thrust reverser is inactive, and an open position (reverse jet) in which the thrust reverser is active, that is to say it returns at least a portion of the cold air flow in the opposite direction to the flow generated by the turbojet engine. In particular, thrust reversers are known whose mobile structures move in translation along an axial direction of the turbojet engine when they pass into the open position. Such reversers are known as cascade reversers or grid reversers.

[0009] Generally speaking, the turbojet engine comprises a set of blades (compressor and possibly fan or unducted propeller) driven in rotation by a gas generator through a set of transmission means.

[0010] A lubricant distribution system is provided in the turbojet to ensure good lubrication of these transmission means and to cool them. The lubricant is oil.

[0011] A cooling system comprising at least one heat exchanger makes it possible to cool the lubricant. For example, an exchanger of this type comprises an oil circuit connected to the lubrication system, and an exchange surface which is exposed to a flow of cooling air. An exchange of calories between the surface and the oil circuit of the exchanger makes it possible to cool the oil coming from the lubrication system before returning it to this lubrication system. Such an exchanger uses cold air taken from outside the nacelle or from the secondary stream by a scoop arranged respectively on the external or internal fairing of the nacelle, the cold air being circulated through the exchanger and being able to be used for defrosting the nacelle, once heated by the lubricant, by circulation in conduits arranged in contact with the walls of the external structure of the nacelle, for example at the air inlet lip.

[0012] Another known solution for limiting airflow disturbances that cause performance losses in terms of aircraft fuel consumption consists of providing a cooling system comprising a heat exchanger, called a hot source, between a heat transfer fluid and the engine oil, and another heat exchanger, called a cold source, between the heat transfer fluid and air. Such a cooling system comprises a duct for circulating the heat transfer fluid in a closed circuit. More particularly, the duct for circulating the heat transfer fluid comprises a portion arranged in the nacelle in contact with the external fairing and / or internal, said portion forming the cold source heat exchanger. This is called a surface exchanger. Even more particularly, the portion arranged in the nacelle in contact with the internal and / or external fairing comprises a plurality of channels arranged in parallel, said channels being formed by a double wall of the internal and / or external fairing. This is then called a structural exchanger.

[0013] Generally, the cold source exchangers are located on the fixed part of the external and / or internal structure of the nacelle and / or on a fixed part of the aircraft turbojet engine, such as on the turbojet engine cowls or on the air intake of the nacelle.

[0014] In order to optimize the cooling performance of the turbojet, other exchange surfaces for cooling the heat transfer fluid have been considered, such as surfaces of the moving part. It is for example advantageous to use the trailing edge located at the rear of the moving structures of the thrust reverser.

[0015] The heat exchanger, carried by the nacelle or moving parts such as the covers, is connected to the lubrication system by fluid connection means which must allow the opening of the panels and in particular their movement, in particular axial, without necessarily requiring the heat exchanger to be disconnected from the lubrication system.

[0016] In the current technique, these connection means are flexible and supple pipes 30, as illustrated in [Fig. 2]. Each of these pipes 30 comprises an end 30a secured to a panel 40 and intended to be connected to the exchanger 42 carried by this panel 40, and an opposite end 30b, secured to the reactor mast 14, and intended to be connected to the lubrication system 50 of the turbomachine 12. Whatever the position of the panel 40, the oil circuit of the exchanger 42 remains connected to the lubrication system 50 thanks to the flexibility of the pipes 30. [Fig. 2] shows two distinct states of deformation of the same pipe 30 for two different positions of a panel 40.

[0017] This technology has drawbacks. First of all, it is necessary that the environment around the pipes remains free so as not to hinder the movement of the pipes when opening and closing the panels. The pipes are also relatively long to allow their bending without causing stresses leading to breakage. This technology is therefore relatively bulky. Furthermore, these pipes are oversized to be sufficiently resistant and in particular have a large diameter due to the presence of a thick protective layer around these pipes. Finally, this technology is relatively expensive and of significant mass.

[0018] The Applicant proposes, in application FR 3 094 750, a cooling system adapted to follow the relative movement of a moving surface with respect to a fixed surface. The cooling system comprises a hot source exchanger between a heat transfer fluid and a turbojet lubricant and a cold source exchanger between the heat transfer fluid and air, the two exchangers being connected by extensible fluid inlet and outlet conduits to accommodate the relative movement between the two exchangers. Thus, one of the exchangers can be arranged on a fixed surface of the nacelle or the turbojet while the other exchanger can be arranged on a movable surface of the nacelle such as the thrust reverser.

[0019] Furthermore, climate change is a major concern for many legislative and regulatory bodies around the world. Indeed, various restrictions on carbon emissions have been, are being or will be adopted by various states. In particular, an ambitious standard applies both to new types of aircraft but also to those in circulation requiring the implementation of technological solutions in order to make them compliant with current regulations. Civil aviation has been mobilizing for several years now to make a contribution to the fight against climate change. Technological research efforts have already made it possible to significantly improve the environmental performance of aircraft.The Applicant takes into consideration the impact factors in all phases of design and development to obtain less energy-intensive, more environmentally friendly aeronautical components and products whose integration and use in civil aviation have moderate environmental consequences with the aim of improving the energy efficiency of aircraft. Consequently, the Applicant is constantly working to reduce its negative climate impact by using methods and operating virtuous development and manufacturing processes and minimizing greenhouse gas emissions to the minimum possible to reduce the environmental footprint of its activity.This ongoing research and development work focuses on new generations of aircraft engines, the weight reduction of aircraft, particularly through the materials used and lighter on-board equipment, the development of the use of electrical technologies to provide propulsion, and, as an essential complement to technological progress, aeronautical biofuels.

[0020] The present invention provides a simple, effective and economical solution to at least some of the aforementioned problems of the prior art and an alternative to the solution proposed by the Applicant in patent application FR 3 094 750.

[0021] The present invention thus aims in particular to provide a propulsion assembly equipped with fluid connection means adapted to follow the relative movement of a moving surface with respect to a fixed surface. Summary of the invention

[0022] For this purpose, the invention relates to a propulsion assembly for an aircraft comprising a turbomachine extending around a longitudinal axis, a nacelle housing the turbomachine, a first element, a second element movable in translation relative to the first element in a predetermined direction parallel to the longitudinal axis between a first position and a second position and a fluid circuit, the nacelle comprising at least one element among the first element and the second element. According to the invention, the fluid circuit comprises a first fluid circulation conduit secured to the first element and a second fluid circulation conduit secured to the second element, and the first element comprises a first push-fit connector and the second element comprises a second push-fit connector, the first push-fit connector and the second push-fit connector being configured to cooperate with each other so as to allow the circulation of the fluid between the first and second circulation conduits when the second element is in the first position and to prohibit the circulation of the fluid between the first and second circulation conduits when the second element is in the second position.

[0023] The invention thus proposes a propulsion assembly equipped with fluid connection means adapted to allow the relative movement of a movable element with respect to another element, each being equipped with a part of the fluid connection means. Thus, for example, a conduit can be arranged on a fixed surface of the nacelle or the turbojet and fluidly connected to another conduit arranged on a movable surface of the nacelle such as a frame of a thrust reverser.

[0024] The connection is advantageously adapted to allow fluid circulation from one element to the other when they are in a close position (for example in the direct jet position for a thrust reverser frame) and to prohibit this fluid circulation when they are in a distant position (for example in the reverse position for a thrust reverser frame or for maintenance).

[0025] Such a connection according to the invention has the advantage of requiring little operating space. The fluid circulation conduits are rigid and allow a saving in cost and mass. Indeed, thanks in particular to the rigidity of the conduits, their diameter as well as their length can thus be optimized. Such conduits can thus be advantageously integrated into hinges and / or swan necks of cowls or on a frame in the case of a thrust reverser.

[0026] The invention allows the movement of the second element with a rapid disconnection of the connections between the two fluid circulation conduits. Thus, the invention allows the movement of the second element, for example the opening of a hood without requiring the use of a valve for closing the fluid circuit thanks to the connections em- drinkable and preferably self-sealing.

[0027] The propulsion unit according to the invention may comprise one or more of the following characteristics, taken in isolation from one another or in combination with one another according to all technically possible combinations: - the first circulation duct and the second circulation duct each extend in the predetermined direction of translation of the second element relative to the first element; - the first and second push-fit fittings are each equipped with a self-sealing valve; - the fluid is a lubricant, a coolant, a hydraulic fluid, a fuel or a combustible gas such as dihydrogen; - the nacelle comprises the first element and the second element, the first element being fixed relative to the turbomachine; - the nacelle comprises a fan cowl carrying the first element and a thrust reverser comprising a movable cowl, the movable cowl being movable in translation downstream and carrying the second element; - the first element is movable in translation relative to the turbomachine in the predetermined direction in a first direction and the second element is movable in translation relative to the turbomachine in the predetermined direction in a second direction opposite to the first direction. - the turbomachine comprises a fluidic system comprising at least two first circulation ducts, each equipped with a first push-fit connection and carried by the first element, and at least one movable panel of the nacelle forming the second element carries at least one surface heat exchanger comprising two second circulation ducts, each equipped with a second push-fit connection, one forming a fluidic inlet and the other forming a fluidic outlet of the surface heat exchanger, and one of the first push-fit connections of the fluidic system is connected to the fluidic inlet of the heat exchanger, and the other of the first push-fit connections is connected to the fluidic outlet of the heat exchanger; - the fluidic system is a lubrication system of the turbomachine, one of the first circulation conduits forming a fluidic inlet and the other forming a fluidic outlet of the lubrication system. Brief description of the drawings

[0028] The present invention will be better understood and other details, characteristics and advantages of the present invention will appear more clearly on reading the description of a non-limiting example which follows, with reference to the appended drawings in which: - [Fig.l], already described, is a schematic axial sectional view of a propulsion unit; - [Fig.2], already described, is a schematic perspective view of means for fluidic connection of a heat exchanger to a fluidic system, according to the technique prior to the invention; - [Fig.3] is a schematic perspective view of a propulsion unit according to the invention equipped with a thrust reverser; - [Fig.4] is a schematic perspective view of the propulsion assembly of [Fig.3] when the thrust reverser is in the direct jet position; - [Fig.5] is a schematic perspective view of the propulsion assembly of [Fig.3] when the thrust reverser is in the reverse jet position; - [Fig.6] is a schematic view of a propulsion assembly according to the invention when the second element is in a first position close to the first element; - [Fig.7] is a schematic view of the propulsion assembly of [Fig.6] when the second element is in a second position remote from the first element; - [Fig.8] is a schematic perspective view of a first push-fit connector and a second push-fit connector usable in the context of the present invention; - [Fig.9] is a schematic view of a propulsion assembly according to the invention when it comprises two fluid circulation conduits and the second element is in the first position close to the first element; and - [Fig. 10] is a schematic view of the propulsion assembly of [Fig. 9] when the second element is in the second position remote from the first element.; - [Fig. 11] is a schematic perspective view of a fluid connection member for a cover and connection panel according to an alternative embodiment of the invention;

[0029] - [Fig. 12] is a partial schematic perspective view of a propulsion unit equipped with cowling and connection panels according to the invention; and - [Fig. 13] is a schematic view of the propulsion assembly of [Fig. 6] according to another embodiment when the first and second elements are movable in translation relative to the turbomachine and in a second position in which the two elements are distant from each other.

[0030] Examples of embodiments of a propulsion unit according to the invention are described in detail below, with reference to the attached drawings. These examples illustrate the characteristics and advantages of the invention. It is however recalled that the invention is not limited to these examples.

[0031] In the figures, presented for information purposes only and in no way limiting the invention, the Identical elements are identified by identical references. For reasons of readability of the figures, the size scales between elements represented are not respected. Description of the embodiments

[0032] [Fig. 3] represents an aircraft propulsion unit 1. This propulsion unit 1 comprises a nacelle 10, a reactor mast or pylon 14 and a turbomachine 12 housed in the nacelle 10. The reactor mast 14 is a solid part intended to be fixed to a wing (not shown) or to the fuselage (not shown) of the aircraft. The reactor mast 14 therefore comprises elements for fixing to the aircraft and elements for fixing the turbomachine. The reactor mast 14 has a generally elongated shape and extends along a second axis B.

[0033] In the present application, the turbomachine is located under the engine pylon 14 or next to the engine pylon. The turbomachine may be suspended from the engine pylon 14 under the wing of the aircraft. Alternatively, the turbomachine may be installed at the rear of the fuselage of the aircraft, or above a wing of the aircraft.

[0034] Furthermore, the propulsion unit 1 can be of any type and for example of the double or triple flow turbojet type, turbomachine with shrouded or unshrouded fan, turboprop, open rotor, etc.

[0035] The turbomachine has a general elongated shape along the first axis A which can be parallel to the second axis B. The first and second axes A, B are located in the same plane P. This plane P can be vertical or inclined relative to the vertical.

[0036] 12h (for 12 hours) and 6h (for 6 hours) designate positions of parts around the first axis A, by analogy with the dial of a clock when looking at the assembly from the rear. The 12h position is located in the plane P and at the level of the reactor mast 14, and the 6h position is located in the plane P under the turbomachine.

[0037] The nacelle 10, also called a cowling, may comprise several pieces and comprises at least one panel.

[0038] The nacelle 10 has a tubular structure comprising an upstream section 16 provided with a lip 17 forming an air inlet, a middle section 18 intended to surround a turbojet fan (not shown), a downstream section 22 comprising a thrust reverser 25 and intended to surround the combustion chamber of the turbojet (not shown), and an ejection nozzle 26 whose outlet is located downstream of the turbojet (not shown). Upstream and downstream refer to the main flow direction of the flow in the turbomachine.

[0039] Furthermore, the nacelle 10 comprises an external structure 27, and an internal structure 28, called a fixed structure (IFS), concentric with the external structure 27. These external 27 and internal 28 structures define an annular flow vein 24, also called secondary vein, aimed at channeling a flow of cold air which circulates outside the turbojet (not shown).

[0040] The thrust reverser 25 is shown in the direct jet position. It comprises a sliding cowl 60 movable in translation between the direct jet position illustrated in FIGS. 3 and 4 and the reverse jet position shown in [Fig. 5]. The cowl 60 is of generally circular shape in the example shown.

[0041] [Fig. 6] schematically and generally represents a propulsion unit 1 according to the invention. Such a propulsion unit comprises a fluid circuit 70.

[0042] Examples of applications will be detailed below, in particular according to the different fluids proposed for the invention. Indeed, the fluid circulating in the fluid circuit 70 can be any fluid used in the turbomachine, for example a lubricant such as oil, a coolant, fuels or combustible gases, also called aeronautical biofuels such as dihydrogen. The fluid can also be a hydraulic fluid allowing the activation of systems by hydraulic means, such as actuation of flight controls, actuation of the thrust reverser, etc.

[0043] Thus, with reference to [Fig.6], the propulsion assembly 1 according to the invention generally comprises a first element E1 and a second element E2 movable in translation relative to the first element E1 in a predetermined direction denoted F1 between a first extreme position and a second extreme position. The translation direction F1 is parallel to the longitudinal axis of the turbomachine A.

[0044] In the first extreme position, the first element El and the second element E2 are in a so-called close or closed position while in the second extreme position, the first element El and the second element E2 are in a so-called distant or open position.

[0045] The nacelle 10 of the propulsion unit 1 comprises the first element E1 or the second element E2. Alternatively, the nacelle 10 comprises the first element E1 and the second element E2. For example, the first element E1 may be a fan cowl which surrounds the fan when the turbomachine is housed inside the nacelle and the second element E2 may be a reverser cowl.

[0046] The propulsion assembly 1 further comprises a fluid circuit 70. The fluid circuit 70 comprises at least a first conduit 71 for circulating a fluid secured to the first element E1 and at least a second conduit 72 for circulating the fluid secured to the second element E2.

[0047] By integral, it is meant that the first circulation conduit 71 is fixed by any possible means to the first element EL. For example, it can be fixed by brazing, by welding, by fixing means such as systems of collars and screw-nuts or screwed plates. According to another example, it can be formed in continuity of material with the first element El, for example by additive manufacturing.

[0048] Similarly, by integral, it is meant that the second circulation conduit 72 is movable with the second element E2. For this purpose, it is fixed by any possible means to the second element E2. For example, it can be fixed by brazing, by welding, by fixing means such as systems of collars and screw-nuts or screwed plates. According to another example, it can be formed in continuity of material with the second element E2, for example by additive manufacturing.

[0049] The or each first circulation conduit 71 has a first end and a second end opposite the first end. The or each first fluid circulation conduit 71 comprises at its first end a first push-fit connector 73. The second end of the first conduit 71 is intended to be connected to a first fluidic system which supplies or receives to consume or transfer the fluid to another fluidic system. The first fluidic system is housed in the turbomachine, for example inside the nacelle or fixed to a wall of a fixed element of the turbomachine, for example on the fixed part of the external and / or internal structure of the nacelle and / or on a fixed part of the turbomachine such as a cowl of the turbomachine or on the air intake of the nacelle.For example, the first fluidic system is a fuel or biofuel or oil tank or a lubrication system which in particular makes it possible to lubricate bearings of the turbomachine by circulating lubricating oil or one of the elements of a cooling system such as a heat exchanger. For this purpose, the second end of the first conduit 71 is connected to the first fluidic system directly or via one or more pipes. The first conduit 71 and / or these pipes may comprise linear portions and bent portions.

[0050] Advantageously, the or each first conduit 71 extends in the predetermined direction of translation of the second element E2 relative to the first element E1 at least close to its first end. In particular, the first interlocking connection 73 extends in this predetermined direction of translation of the second element E2, i.e. parallel to the longitudinal axis A of the turbomachine.

[0051] Similarly, the or each second fluid circulation conduit 72 has a first end and a second end opposite the first end. The or each second fluid circulation conduit 72 has at its first end a second push-fit connector 74. The second end of the second conduit 72 is intended to be connected to a second fluidic system which supplies or receives to consume or transfer the fluid to another fluidic system. The second fluidic system is housed in the turbomachine, for example inside the nacelle or fixed to a wall of a mobile element of the turbomachine, for example a mobile cowl of the thrust reverser of the turbomachine. For example, the second fluidic system is another element of a cooling system such as a heat exchanger. The second fluid system may also be a fuel or biofuel or oil or hydraulic fluid tank or a lubrication system. For this purpose, the second end of the second conduit 72 is connected to the second fluid system directly or via one or more pipes. The second conduit 72 and / or these pipes may comprise linear portions and elbow portions.

[0052] Advantageously, the or each second conduit 72 extends in the predetermined direction of translation of the second element E2 relative to the first element E1 at least close to its first end, that is to say parallel to the longitudinal axis A of the turbomachine. In particular, the second push-fit connector 74 extends in this predetermined direction of translation of the second element E2.

[0053] According to the invention, the first push-fit connector 73 and the second push-fit connector 74 are configured to cooperate with each other so as to allow the circulation of the fluid between the first and second circulation conduits 71, 72 when the second element E2 is in the first position called the close or closed position and to prohibit the circulation of the fluid between the first and second circulation conduits 71, 72 when the second element E2 is in the second position called the distant or open position.

[0054] For this purpose, the interlocking connectors 73, 74 are arranged on the periphery of the first and second elements E1, E2 respectively. In other words, the or each first connector 73 is located on a peripheral edge of the first element E1 opposite a peripheral edge of the second element E2 carrying the or each second connector 74.

[0055] Thus, the first element E1 comprises at least one first push-fit connector 73 of the male type or several first push-fit connectors 73 of the male type which are axially spaced from one another along the peripheral edge of the first element E1. Each of these first connectors 73 is intended to cooperate by male-female push-fit with a second connector 74 of the complementary female type carried by the second element E2. Of course, the first push-fit connectors 73 may be of the female type while the second push-fit connectors 74 are of the male type. Alternatively, some of the first push-fit connectors 73 are of the male type and the others of the first push-fit connectors 73 are of the female type, the second push-fit connectors 74 being of the male or female type depending on the first push-fit connector 73 with which they are associated.

[0056] [Fig.7] represents a view of the propulsion assembly 1 of [Fig.6] when the second element E2 is in the second extreme position, that is to say after a translational movement relative to the first element El in the direction of the arrow FL. In other words, the second element is in a position remote from the first element El in which the fluid circulation must be interrupted.

[0057] [Fig. 8] shows a non-limiting example of the embodiment of the connectors 73, 74. The connectors 73, 74 are preferably intended to cooperate with each other by male-female interlocking, the first element E1 being able to carry the male connectors, or conversely female connectors, and the second element E2 being able to carry the female connectors, or conversely male connectors.

[0058] A male connector, such as that illustrated on the left in [Fig.8], comprises a projecting end 73a, for example cylindrical, and an opposite end 73b for connection to one of the first conduits 71.

[0059] The end 73a may comprise an annular groove 73d for housing a seal such as an O-ring for example.

[0060] A female connector, such as that illustrated on the right in [Fig.8], comprises a hollow end 74a, for example cylindrical, and an opposite end 74b for connection to one of the second conduits 72. The ends 73a, 74c are intended to engage one into the other. Each of these connectors 73, 74 comprises an internal passage extending between the two ends of the connector and allowing fluid circulation between these ends.

[0061] As can be seen in Figures 6 and 7, the directions of engagement of the connectors (arrow F2) are parallel to the direction of extension of the circulation ducts 71, 72 at least at the level of their end equipped with the nestable connectors 73, 74, that is to say parallel to the direction of translation of the second element E2, in other words parallel to the longitudinal direction A of the turbomachine.

[0062] The connectors 73, 74 are equipped with self-sealing valves 75, i.e. valves which allow the internal passages of the connectors to be closed automatically (see [Fig.8]). Each valve 75 is able to move from a position for closing the passage to a position for opening this passage, simply by fitting the connectors into each other. Each valve 75 is able to move from a position for opening the passage to a position for closing this passage, simply by separating the connectors from each other.

[0063] When the second element E2 is in the first position called close or closed ([Fig.6]), its second connectors 74 are engaged in the first connectors 73 of the first element E1 and this fitting ensures fluid communication between the connectors and the connection of the fluid circuit 70 to the first fluid system. The valves 75 of the connectors are in a position where they do not hinder the fluid passage between the connectors.

[0064] When the second element E2 is in the second position called remote or open ([Fig.7]), its second connections 74 are disengaged from the first connections 73 and the valves 75 close the fluid passages of these connections.

[0065] Figures 9 and 10 represent an example of application of the invention in which the propulsion assembly 1 comprises a cowling or nacelle which can surround the turbomachine as in the example illustrated in [Fig.3]. The cowling can comprise several panels of generally annular shape of which at least one panel or cowl 60 is movable in translation downstream relative to fixed panels 62 of the cowling. As a reminder, upstream and downstream refer to the main flow direction of the flow in the turbomachine.

[0066] Thus in this example, the first element E1 is one of the fixed panels 62 of the nacelle and the second element E2 is a movable panel 60 of the nacelle relative to one of the fixed panels 62. In other words, the first element E1 is fixed relative to the turbomachine unlike the second element E2.

[0067] The fluid circuit 70 of the propulsion assembly 1 comprises a first fluid system 80 fluidically connected to a second fluid system 90.

[0068] In the example illustrated in Figures 9 and 10, the second fluidic system 90 is a surface heat exchanger carried by the movable panel 60 and in particular by the internal surface of the movable panel 60. The surface exchanger is intended to be connected to the first fluidic system 80 and comprises an exchange surface which is exposed to a flow of cooling air. Alternatively, the heat exchanger could for example be on an external surface of the movable panel 60. Indeed, in the context of the present invention, the movable panel 60 may be an internal or external panel of the turbomachine and of the propulsion assembly, and may be swept by a flow of gas passing inside or outside the panel. The exchanger is therefore located inside or outside the movable panel 60, and therefore positioned on an internal or external surface of this panel 60.

[0069] The second fluidic system 90, in particular a heat exchanger, comprises two second circulation conduits 72, one forming a fluidic inlet 82 for receiving the fluid and the other a fluidic outlet 84 of the heat exchanger. Each of the second circulation conduits 72 is equipped with a push-fit connector 74. The two second circulation conduits 72 and their push-fit connectors 74 are carried by the movable panel 60 according to the invention, that is to say the second element E2 in this example.

[0070] In the example illustrated in Figures 9 and 10, the first fluidic system 80 is a lubrication system which in particular makes it possible to lubricate bearings of the turbomachine by circulating lubricating oil.

[0071] The first fluidic system 80, in particular a lubrication system, comprises at least two first circulation conduits 71, one forming a fluidic inlet for receiving the fluid and the other a fluidic outlet of the lubrication system. Each of the first circulation conduits 71 is equipped with a push-fit connector 73. The first two circulation conduits 71 and their interlocking connections 73 are carried by the fixed panel 62 according to the invention, that is to say the first element E1 in this example.

[0072] However, the lubrication system may be arranged at a distance from the fixed panel inside the cowling of the turbomachine. In this case, the fluidic system 70 comprises one or more pipes connected to or extending the second end of the first conduits 71.

[0073] When the second element E2, in particular the movable panel 60, is in the first position called close or closed ([Fig.9]), the second connectors 74 are engaged in / with the first connectors 73 of the first element E1, in particular one of the fixed panels 62, and this interlocking ensures fluid communication between the connectors and the connection of the fluid circuit 70 to the first fluid system. The valves 75 of the connectors are in a position where they do not hinder the fluid passage between the connectors.Thus, the first fluidic system 80, in particular the lubrication system of the turbomachine, is fluidically connected to the second fluidic system 90, in particular a surface heat exchanger so that an exchange of calories between the exchange surface of the heat exchanger which is exposed to a flow of cooling air makes it possible to cool the oil coming from the lubrication system before returning it to this lubrication system, as illustrated by the arrows in [Fig.9].

[0074] When the second element E2, in particular the movable panel 60, is in the second position called remote or open ([Fig. 10]), its second connections 74 are disengaged from the first connections 73 and the valves 75 close the fluid passages of these connections. The fluid circulation is interrupted between the surface heat exchanger and the lubrication system.

[0075] In this example, the first fluidic system 80 is a lubrication system but could alternatively be another heat exchanger carried by the surface of one of the fixed panels 64. The assembly comprising the two heat exchangers, one carried by a fixed panel and the other carried by a sliding panel, forms a cooling system for the turbomachine.

[0076] One of the heat exchangers forms a hot source exchanger between a heat transfer fluid and a lubricant of the turbomachine and the other of the heat exchangers forms a cold source exchanger between the heat transfer fluid and air. The cold source exchanger and the hot source exchanger are fluidically connected to each other by push-fit connectors as described previously in a closed circuit. The cold source exchanger is arranged on the sliding panel of the thrust reverser and the hot source exchanger is arranged on a fixed panel of the middle section for example. Thus, the cold source exchanger is movable in translation by relative to the hot source exchanger. The heat transfer fluid circulation conduit is in a closed circuit. Indeed, it comprises in particular a first conduit 71 (forming in particular a heat transfer fluid outlet conduit in the hot source exchanger 80) connected to a second conduit 72 forming a heat transfer fluid inlet conduit 82 in the cold source exchanger 90, and another second conduit 72 forming a heat transfer fluid outlet conduit 84 from the cold source exchanger connected to another first conduit 71 (forming a heat transfer fluid inlet conduit in the hot source exchanger 80). The inlet and outlet conduits form a recirculation loop between the cold source exchanger and the hot source exchanger.

[0077] Whatever the embodiment of the invention, the first interlocking connector(s) 73 can be assembled and integrated into a fluid connection member 110. This member 110 is configured to cooperate with a complementary connection member 120 supporting the second interlocking connector(s) 74.

[0078] Of course, the first interlocking connectors 73 can be grouped together, each group being integrated into a fluid connection member 110. Thus, the propulsion assembly can comprise several connection members on the same first element E1 or on separate first elements E1. Similarly, the second interlocking connectors 74 can be grouped together, each group being integrated into a complementary fluid connection member 120. Thus, the propulsion assembly can comprise several complementary connection members on the same second element E2 or on separate second elements E2.

[0079] The fluid connection member 110 comprises a body 112 which is fixed to the first element E1, such as a panel or to the wall thereof. The body 112 supports at least one of the first push-fit connectors 73, each configured to cooperate by male-female push-fit with a second push-fit connector 74 complementary to the other complementary connection member 120.

[0080] The complementary fluid connection member 120 comprises a body 122 which is fixed to the second element E2, such as a panel or to the wall thereof. The body 122 supports at least one of the second interlocking connectors 74.

[0081] The body 112 further comprises a reversible manual locking device 114 which is configured to cooperate with this other connecting member 120 in order to avoid involuntary disengagement of the first and second interlocking connectors 73, 74.

[0082] The locking device 114 comprises at least one lever 116 articulated on the body 112 from a first unlocking position in which the first and second nestable connectors 73, 74 can be nested and unnested, to a locking position in which the first and second nestable connectors 73, 74 are blocked in the nested position.

[0083] Once the connecting members 110, 120 and their push-fit connectors 73, 74 are pushed together and connected, the lever(s) 116 are moved manually to lock the connection and the fluid can flow from the push-fit connector(s) 73 of the first conduit(s) 71 to the second conduit(s) 72 via their respective push-fit connector(s) 74.

[0084] [Fig. 11] illustrates an exemplary embodiment of such connection members 110, 120. In the example illustrated, the body 112 of the connection member 110 comprises four first male or female interlocking connectors 73 which are intended to cooperate with four corresponding second interlocking connectors 74 of the complementary member 120. This connection member 110 can for example be used to connect the inlets and outlets of two fluid circuits 70 of the same exchanger or of two fluid circuits 70 of two exchangers of the same panel.

[0085] The locking device 114 comprises a lever 116 articulated on the body 112 between the aforementioned positions.

[0086] The lever 116 is articulated around an axis E transverse to the direction F1 and comprises a slot 117 which is configured to receive and guide a finger 127 of the complementary member 120, and more precisely of its body 122, during the movement of the lever between these positions.

[0087] This slot 117 may define a cam surface 118 configured to cooperate with the finger 127 in order to further force the interlocking of the first and second interlocking connectors 73, 74 in the translation direction F1, parallel to the longitudinal axis of the turbomachine.

[0088] We now refer to [Fig. 12] in which each panel 60 of the cowling further comprises an articulated hatch 130 for access to the connection member 110 of this panel. Insofar as the connection member 110 is located at a peripheral edge as mentioned above, the hatch 130 may be located at or near this peripheral edge. This is the case for a connection at 6 o'clock.

[0089] 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 correspondence with this connection.

[0090] Although described through a certain number of examples, variants and embodiments, the propulsion assembly according to the invention comprises various variants, modifications and improvements which will be obvious to those skilled in the art, it being understood that these variants, modifications and improvements are part of the scope of the invention.

[0091] For example, in the examples described, the first element E1 is an element of the nacelle fixed relative to the turbomachine while the second element E2 is movable relative to the first element. However, the invention also applies to propulsion assemblies such as those schematically illustrated in [Fig. 13] in which the first element El and the second element E2 can be movable relative to the turbomachine in opposite directions: upstream for the first element El according to arrow F3 and downstream for the second element E2 according to arrow Fl for example.

Claims

Claims

1. Propulsion assembly (1) for an aircraft comprising a turbomachine (12) extending around a longitudinal axis (A), a nacelle (10) housing the turbomachine, a first element (El), a second element (E2) movable in translation relative to the first element in a predetermined direction parallel to the longitudinal axis (A) between a first position and a second position and a fluid circuit (70), the nacelle comprising at least one element among the first element (El) and the second element (E2), the propulsion assembly being characterized in that: the fluid circuit (70) comprises a first conduit (71) for circulating a fluid integral with the first element (El) and a second conduit (72) for circulating the fluid integral with the second element (E2), and in that the first element comprises a first push-fit connector (73) and the second element comprises a second push-fit connector (74),the first push-fit connection (73) and the second push-fit connection (74) being configured to cooperate with each other so as to allow the circulation of the fluid between the first and second circulation conduits (71, 72) when the second element is in the first position and to prohibit the circulation of the fluid between the first and second circulation conduits when the second element is in the second position.,

2. Propulsion assembly according to claim 1, in which the first circulation duct (71) and the second circulation duct (72) each extend in the predetermined direction of translation of the second element (El) relative to the first element (E2).

3. A propulsion unit according to claim 1 or 2, wherein the first and second interlocking connectors (73, 74) are each equipped with a self-sealing valve (75).

4. A propulsion unit according to any preceding claim, wherein the fluid is a lubricant, a coolant, a hydraulic fluid, a fuel or a combustible gas such as dihydrogen.

5. Propulsion assembly according to any one of the preceding claims, in which the nacelle (10) comprises the first element (El) and the second element (E2), the first element (El) being fixed relative to the turbomachine.

6. Propulsion assembly according to claim 5, in which the nacelle (10) comprises a fan cowl carrying the first element (El) and a thrust reverser comprising a movable cowl, the movable cowl being movable in translation downstream and carrying the second element (E2).

7. Propulsion assembly according to any one of claims 1 to 4, in which the first element (El) is movable in translation relative to the turbomachine in the predetermined direction in a first direction (F3) and the second element (E2) is movable in translation relative to the turbomachine in the predetermined direction in a second direction (Fl) opposite to the first direction.

8. Propulsion assembly according to any one of the preceding claims, in which: - the turbomachine comprises a fluidic system (80) comprising at least two first circulation ducts (71), each equipped with a first push-fit connection (73) and carried by the first element (El), and - at least one movable panel (60) of the nacelle forming the second element (E2) carries at least one surface heat exchanger (90) comprising two second circulation ducts (72), each equipped with a second push-fit connection (74), one forming a fluidic inlet (82) and the other forming a fluidic outlet (84) of the surface heat exchanger, and in which one of the first push-fit connections of the fluidic system is connected to the fluidic inlet of the heat exchanger, and the other of the first push-fit connections is connected to the fluidic outlet of the heat exchanger.

9. Propulsion assembly according to the preceding claim, in which the fluidic system (80) is a lubrication system of the turbomachine, one of the first circulation conduits (71) forming a fluidic inlet and the other forming a fluidic outlet of the lubrication system.

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