PROPULSION ASSEMBLY 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 fluidic circuit (70), the nacelle comprising at least one element from the first and the second elements, the propulsion assembly being characterized in that: the fluidic circuit (70) comprises a first (71) and a second conduit (72) attached respectively to the first and the second elements and comprising respectively a first and a second push-fit fitting (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 the abbreviation: 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. Previous technique

[0002] An aircraft is propelled by one or more propulsion units. An example of a propulsion unit is illustrated in [Fig. 1]. 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 located generally under or on a wing or at the level of the rear fuselage of the aircraft.

[0003] In the case of turbomachinery such as twin-spool, twin-flow turbojets, the engine includes in particular 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 or forward section 16 including a streamlined air inlet upstream of the turbojet engine, a mid-section 18 for surrounding a fan 20 of the turbojet engine, a downstream or rear section 22 that may house thrust reversing means and is for surrounding the high-pressure core 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 profile of an annular duct 24 guiding the flow of cold air, and an aerodynamic outer fairing.

[0005] Furthermore, a nacelle typically comprises an external structure including a fixed part and a movable part (constituting the thrust reversing means), and a fixed internal structure, known as the "FIXED Structure" (IFS), concentric with the external structure. The fixed internal structure surrounds the high-pressure core and the low-pressure turbine of the turbojet engine behind the fan. These external and internal structures define an annular flow channel, also called a secondary channel, designed to channel a flow of cold air, known as secondary air, 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 airflow, and an internal fairing defining an internal aerodynamic surface, intended to be in contact with the secondary airflow. 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 all or part of the flow of cold air circulating in the venturi towards the front of the propulsion assembly secondary thrust of the nacelle in such a way as to create a counter-thrust contributing to the braking of the aircraft. By means of thrust reversal is meant a thrust reverser.

[0008] Such a thrust reverser comprises movable thrust reversing structures, generally two movable thrust reversing 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, i.e., it redirects at least a portion of the cold air flow in the opposite direction to the flow generated by the turbojet. Thrust reversers are known in particular in which the movable structures move in translation along an axial direction of the turbojet when passing into the open position. Such reversers are known as cascade reversers or grid reversers.

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

[0010] A lubricant distribution system is provided in the turbojet engine to ensure proper lubrication and cooling of these transmission means. The lubricant is oil.

[0011] A cooling system comprising at least one heat exchanger allows the lubricant to be cooled. For example, such an exchanger includes an oil circuit connected to the lubrication system and a heat exchange surface exposed to a flow of cooling air. Heat exchange between the surface and the oil circuit of the exchanger cools the oil from the lubrication system before returning it to the lubrication system. Such an exchanger uses cold air drawn from outside the nacelle or from the secondary flow by a scoop located respectively on the external or internal fairing of the nacelle. The cold air is circulated through the exchanger and can be used to de-ice the nacelle, once warmed by the lubricant, by circulating through ducts located 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 the hot source, between a heat transfer fluid and the engine oil, and another heat exchanger, called the cold source, between the heat transfer fluid and air. Such a cooling system includes a closed-loop heat transfer fluid circulation duct. More specifically, the heat transfer fluid circulation duct includes a portion located in the nacelle in contact with the external fairing and / or Internally, this portion forms the cold source heat exchanger. This is called a surface heat exchanger. More specifically, the portion located in the nacelle in contact with the internal and / or external fairing comprises a plurality of parallel channels, these channels being formed by a double wall of the internal and / or external fairing. This is then called a structural heat exchanger.

[0013] Generally, the cold source heat 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, such as on turbojet cowls or on the nacelle air intake.

[0014] In order to optimize the cooling performance of the turbojet engine, other heat exchange surfaces for cooling the heat transfer fluid have been considered, such as surfaces of the moving part. For example, it is 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 hoods, is connected to the lubrication system by fluidic connection means which must allow the opening of the panels and in particular their movement, especially axial, without necessarily requiring the heat exchanger to be disconnected from the lubrication system.

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

[0017] This technology has some drawbacks. First, the area around the pipes must remain clear to avoid obstructing their movement when the panels are opened and closed. Furthermore, the pipes are relatively long to allow for bending without causing stresses that could lead to breakage. This makes the technology relatively bulky. In addition, the pipes are oversized to ensure sufficient strength and, in particular, have a large diameter due to the thick protective layer around them. Finally, this technology is relatively expensive and heavy.

[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 heat exchanger between a heat transfer fluid and a turbojet lubricant and a cold source heat exchanger between the heat transfer fluid and air, the two exchangers being connected by expandable fluid inlet and outlet ducts to accommodate the relative movement between them. Thus, one of the exchangers can be arranged on a fixed surface of the nacelle or turbojet while the other exchanger can be arranged on a moving surface of the nacelle such as the thrust reverser.

[0019] 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.

[0020] The present invention offers 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 fluidic 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 fluidic circuit, the nacelle comprising at least one element from the first element and the second element. According to the invention, the fluidic circuit comprises a first fluid circulation conduit attached to the first element and a second fluid circulation conduit attached to the second element, and the first element comprises a first push-fit fitting and the second element comprises a second push-fit fitting, the first push-fit fitting and the second push-fit fitting being configured to cooperate with each other so as to permit 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 fluidic connection means adapted to allow the relative movement of one moving element with respect to another element, each being equipped with a portion of the fluidic connection means. Thus, for example, a conduit can be arranged on a fixed surface of the nacelle or turbojet and fluidically connected to another conduit arranged on a moving surface of the nacelle, such as a frame of a thrust reverser.

[0024] The connection is advantageously adapted to allow fluidic circulation from one element to the other when they are in a close position (for example in direct jet position for a thrust reverser frame) and to prohibit this fluidic circulation when they are in a distant position (for example in 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, resulting in cost and weight savings. Indeed, thanks in particular to the rigidity of the conduits, their diameter and length can be optimized. Such conduits can thus be advantageously integrated into hinges and / or goosenecks of hoods or onto a frame in the case of a thrust reverser.

[0026] The invention allows the second element to be moved with a quick disconnection of the fittings between the two fluid circulation conduits. Thus, the invention allows the second element to be moved, for example, to open a hood without requiring the use of a fluid circuit shut-off valve thanks to the fittings. boxable and preferably self-sealing.

[0027] The propulsion assembly according to the invention may comprise one or more of the following features, taken individually or in combination with each other in all technically possible combinations: - the first circulation conduit and the second circulation conduit each extend according to 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 includes a blower hood carrying the first element and a thrust reverser comprising a movable hood, the movable hood being movable in translation downstream and carrying the second element; - the first element is mobile in translation relative to the turbomachine in the predetermined direction in a first direction and the second element is mobile in translation relative to the turbomachine in the predetermined direction in a second direction opposite to the first direction. - the turbomachine includes a fluidic system comprising at least two first circulation ducts, each equipped with a first push-fit fitting 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 fitting, one forming a fluidic inlet and the other forming a fluidic outlet of the surface heat exchanger, and one of the first push-fit fittings of the fluidic system is connected to the fluidic inlet of the heat exchanger, and the other of the first push-fit fittings is connected to the fluidic outlet of the heat exchanger; - the fluidic system is a lubrication system for 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, features and advantages of the present invention will become more apparent upon reading the following description of a non-limiting example, with reference to the accompanying drawings in which: - the [Fig.l], already described, is a schematic axial cross-sectional view of a propulsion assembly; - the [Fig.2], already described, is a schematic perspective view of fluidic connection means of a heat exchanger to a fluidic system, according to the prior art of the invention; - [Fig.3] is a schematic perspective view of a propulsion assembly 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 further away from the first element; - [Fig.8] is a schematic perspective view of a first push-fit fitting and a second push-fit fitting usable within the framework of the present invention; - Figure 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, closer 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 furthest position relative to the first element. ; - [Fig. 11] is a schematic perspective view of a fluidic connection element for a hood and connection panel according to an alternative embodiment of the invention;

[0029] - [Fig. 12] is a partial schematic perspective view of a propulsion assembly equipped with cladding 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 where the first and second elements are mobile in translation relative to the turbomachine and in a second position in which the two elements are far apart from each other.

[0030] Examples of embodiments of a propulsion system according to the invention are described in detail below, with reference to the accompanying drawings. These examples illustrate the features and advantages of the invention. It should be noted, however, that the invention is not limited to these examples.

[0031] In the figures, presented by way of illustration and in no way limiting the invention, the Identical elements are identified by identical references. For the sake of readability, the size scales between represented elements are not respected. Description of the implementation methods

[0032] Figure 3 represents an aircraft propulsion system 1. This propulsion system 1 comprises a nacelle 10, a reactor pylon or pylon 14, and a turbomachine 12 housed in the nacelle 10. The reactor pylon 14 is a massive component intended to be attached to a wing (not shown) or the fuselage (not shown) of the aircraft. The reactor pylon 14 therefore includes elements for attaching it to the aircraft and elements for attaching it to the turbomachine. The reactor pylon 14 has a generally elongated shape and extends along a second axis B.

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

[0034] Furthermore, the propulsion assembly 1 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.

[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 with respect to the vertical.

[0036] The terms 12 o'clock (for 12 o'clock) and 6 o'clock (for 6 o'clock) denote positions of parts around the first axis A, by analogy with the face of a clock when viewed from the rear. The 12 o'clock position is located in plane P and at the level of the reactor mast 14, and the 6 o'clock position is located in plane P below the turbomachine.

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

[0038] The nacelle 10 has a tubular structure comprising an upstream section 16 with a lip 17 forming an air inlet, a mid-section 18 for surrounding a turbojet fan (not shown), a downstream section 22 comprising a thrust reverser 25 and for surrounding the turbojet combustion chamber (not shown), and an exhaust nozzle 26 whose outlet is located downstream of the turbojet (not shown). Upstream and downstream are defined with reference to the main flow direction in the turbomachine.

[0039] Furthermore, the nacelle 10 comprises an external structure 27, and an internal structure 28, called the Fixed Structure (IFS), concentric with the external structure 27. These external structures 27 and internal structures 28 define an annular flow channel 24, also called secondary duct, designed to channel a flow of cold air circulating outside the turbojet engine (not shown).

[0040] The thrust reverser 25 is shown in the direct jet position. It comprises a sliding cover 60 that can be moved in translation between the direct jet position illustrated in Figures 3 and 4 and the reverse jet position shown in [Fig. 5]. The cover 60 is generally circular in shape in the example shown.

[0041] Figure 6 schematically and generally represents a propulsion assembly 1 according to the invention. Such a propulsion assembly comprises a fluidic circuit 70.

[0042] Examples of applications will be detailed later, particularly with regard to the different fluids proposed for the invention. Indeed, the fluid circulating in the fluidic circuit 70 can be any fluid used in the turbomachine, for example, a lubricant such as oil, a coolant, fuels, or combustible gases, also known as aviation biofuels, such as dihydrogen. The fluid can also be a hydraulic fluid enabling the hydraulic activation of systems, such as flight control actuation, thrust reverser actuation, etc.

[0043] Thus, with reference to [Fig. 6], the propulsion assembly 1 according to the invention generally comprises a first element El and a second element E2 movable in translation relative to the first element El along a predetermined direction denoted Fl between a first extreme position and a second extreme position. The direction of translation Fl 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 assembly 1 comprises the first element El or the second element E2. Alternatively, the nacelle 10 comprises the first element El and the second element E2. For example, the first element El may be a fan cowl that surrounds the fan when the turbomachine is housed inside the nacelle and the second element E2 may be a reversing cowl.

[0046] The propulsion assembly 1 further comprises a fluidic circuit 70. The fluidic circuit 70 comprises at least a first conduit 71 for the circulation of a fluid attached to the first element El and at least a second conduit 72 for the circulation of the fluid attached to the second element E2.

[0047] By "solid," it is understood that the first circulation conduit 71 is fixed by any possible means to the first element EL. For example, it may be fixed by brazing, welding, or by fastening means such as clamp and nut systems or bolted plates. As another example, it may be formed as a continuous material. with the first element El, for example by additive manufacturing.

[0048] Similarly, by "solid" means that the second circulation conduit 72 is mobile with the second element E2. To this end, it is fixed to the second element E2 by any possible means. For example, it can be fixed by brazing, welding, or by fastening means such as clamps and nut-and-bolt systems or bolted plates. As another example, it can be formed in continuity with the second element E2, for example by additive manufacturing.

[0049] The first circulation conduit(s) 71 has a first end and a second end opposite the first end. The first fluid circulation conduit(s) 71 has a first push-fit fitting 73 at its first end. The second end of the first conduit 71 is intended to be connected to a first fluidic system that supplies or receives fluid for consumption or transfer to another fluidic system. The first fluidic system is housed in the turbomachine, for example inside the nacelle or attached 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 turbomachine cowling or on the nacelle air inlet.For example, the first fluidic system is a fuel, biofuel, or oil reservoir, or a lubrication system that, in particular, lubricates turbomachine bearings by circulating lubricating oil, or even 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 include straight sections and angled sections.

[0050] Advantageously, the first conduit or conduits 71 extend along the predetermined direction of translation of the second element E2 relative to the first element E1, at least near its first end. In particular, the first push-fit fitting 73 extends along this predetermined direction of translation of the second element E2, that is, parallel to the longitudinal axis A of the turbomachine.

[0051] Similarly, the second fluid circulation conduit or conduits 72 have a first end and a second end opposite the first end. The second fluid circulation conduit or conduits 72 have a second push-fit fitting 74 at their first end. The second end of the second conduit 72 is intended to be connected to a second fluidic system that supplies or receives fluid for consumption or transfer to another fluidic system. The second fluidic system is housed in the turbomachine, for example inside the nacelle or attached to a wall of a moving element of the turbomachine, for example a movable cowling of the turbomachine's thrust reverser. For example, the second fluidic system is another component of a cooling system, such as a heat exchanger. The second fluid system can also be a fuel or biofuel reservoir, an oil reservoir, a hydraulic fluid reservoir, 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 include straight and angled sections.

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

[0053] According to the invention, the first push-fit fitting 73 and the second push-fit fitting 74 are configured to cooperate with each other so as to permit the circulation of the fluid between the first and second circulation conduits 71, 72 when the second element E2 is in the first position, known as 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, known as the far or open position.

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

[0055] Thus, the first element E1 comprises at least one first male-type push-fit connector 73 or several first male-type push-fit connectors 73 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 interlocking with a complementary second female-type connector 74 carried by the second element E2. Of course, the first push-fit connectors 73 may be female while the second push-fit connectors 74 are male. Alternatively, some of the first push-fit connectors 73 are male and others of the first push-fit connectors 73 are female, the second push-fit connectors 74 being male or female depending on the first push-fit connector 73 with which they are associated.

[0056] Figure 7 shows a view of the propulsion assembly 1 of Figure 6 when the second element E2 is in the second extreme position, i.e., after a translational displacement relative to the first element E1 along the direction of the arrow FL. In other words, the second element is in a position far from the first element El in which the fluidic circulation must be interrupted.

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

[0058] A male fitting, 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 include an annular groove 73d for housing a sealing gasket such as an O-ring for example

[0060] A female fitting, such as the one 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 designed to engage with each other. Each of these fittings 73, 74 includes an internal passage extending between the two ends of the fitting and allowing fluid circulation between these ends.

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

[0062] The fittings 73, 74 are equipped with self-sealing valves 75, i.e., valves that automatically close the internal passages of the fittings (see [Fig. 8]). Each valve 75 can be moved from a closed position to an open position simply by inserting the fittings into each other. Each valve 75 can also be moved from an open position to a closed position simply by separating the fittings.

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

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

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

[0066] Thus in this example, the first element El 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 El is fixed relative to the turbomachine unlike the second element E2.

[0067] The fluidic circuit 70 of the propulsion assembly 1 comprises a first fluidic system 80 fluidically connected to a second fluidic 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 heat exchanger is intended to be connected to the first fluidic system 80 and comprises a heat exchange surface that is exposed to a cooling airflow. Alternatively, the heat exchanger could, for example, be located on an external surface of the movable panel 60. Indeed, within the scope of the present invention, the movable panel 60 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 is therefore located inside or outside the movable panel 60, and thus 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 fitting 74. The two second circulation conduits 72 and their push-fit fittings 74 are supported 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 allows in particular the lubrication of bearings of the turbomachine by circulation of 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 for the lubrication system. Each of the first circulation conduits 71 is equipped with a push-fit fitting 73. The first two circulation conduits 71 and their snap-fit ​​fittings 73 are supported by the fixed panel 62 according to the invention, that is to say the first element El in this example.

[0072] However, the lubrication system can be arranged remotely from the fixed panel inside the turbomachine casing. In this case, the fluidic system 70 comprises one or more pipes connected to or extending from 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, referred to as the close or closed position ([Fig. 9]), the second fittings 74 are engaged with the first fittings 73 of the first element E1, in particular one of the fixed panels 62, and this engagement ensures fluid communication between the fittings and the connection of the fluid circuit 70 to the first fluid system. The valves 75 of the fittings are in a position where they do not obstruct the fluid passage between the fittings.Thus, the first fluidic system 80, in particular the turbomachine lubrication system, is fluidically connected to the second fluidic system 90, in particular a surface heat exchanger, so that an exchange of heat between the heat exchanger surface which is exposed to a cooling airflow cools the oil from the lubrication system before returning it to that 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, referred to as the extended or open position ([Fig. 10]), its second connections 74 are disengaged from the first connections 73, and the valves 75 close the fluid passages of these connections. 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 heat exchanger between a heat transfer fluid and a turbomachine lubricant, and the other heat exchanger forms a cold source heat exchanger between the heat transfer fluid and air. The cold source heat exchanger and the hot source heat exchanger are fluidically connected to each other by push-fit fittings as described above in a closed circuit. The cold source heat exchanger is located on the sliding panel of the thrust reverser, and the hot source heat exchanger is located on a fixed panel of the midsection, for example. Thus, the cold source heat exchanger is movable in translation by with respect to the hot source heat exchanger. The heat transfer fluid circulation duct is a closed circuit. Specifically, it comprises a first duct 71 (forming, in particular, a heat transfer fluid outlet duct in the hot source heat exchanger 80) connected to a second duct 72 forming a heat transfer fluid inlet 82 in the cold source heat exchanger 90, and another second duct 72 forming a heat transfer fluid outlet 84 from the cold source heat exchanger connected to another first duct 71 (forming a heat transfer fluid inlet duct in the hot source heat exchanger 80). The inlet and outlet ducts form a recirculation loop between the cold source heat exchanger and the hot source heat exchanger.

[0077] Regardless of the embodiment of the invention, the first push-fit fitting(s) 73 can be assembled and integrated into a fluidic connection element 110. This element 110 is configured to cooperate with a complementary connection element 120 supporting the second push-fit fitting(s) 74.

[0078] Of course, the first push-fit fittings 73 can be grouped together, each group being integrated into a fluidic connection element 110. Thus, the propulsion assembly can include several connection elements on the same first element E1 or on separate first elements E1. Similarly, the second push-fit fittings 74 can be grouped together, each group being integrated into a complementary fluidic connection element 120. Thus, the propulsion assembly can include several complementary connection elements on the same second element E2 or on separate second elements E2.

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

[0080] The supplementary fluid connection member 120 comprises a body 122 which is fixed to the second element E2, such as a panel or to its wall. The body 122 supports at least one of the second push-fit fittings 74.

[0081] The body 112 further includes a reversible manual locking device 114 which is configured to cooperate with this other connecting member 120 in order to prevent unintentional disengagement of the first and second push-fit fittings 73, 74.

[0082] The locking device 114 includes at least one lever 116 articulated on the body 112 from a first unlocking position in which the first and second push-fit fittings 73, 74 can be pushed in and out, to a locking position in which the first and second push-fit fittings 73, 74 are locked in the pushed-in position.

[0083] Once the connecting members 110, 120 and their push-fit fittings 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 fitting(s) 73 of the first conduit(s) 71 to the second conduit(s) 72 via their respective push-fit fitting(s) 74.

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

[0085] The locking device 114 includes 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 Fl and includes a slot 117 which is configured to receive and guide a finger 127 of the complementary member 120, and more specifically of its body 122, during the movement of the lever between these positions.

[0087] This slot 117 can 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 fittings 73, 74 in the direction Fl of translation, parallel to the longitudinal axis of the turbomachine.

[0088] Reference is now made to [Fig. 12], in which each panel 60 of the casing further comprises a hinged access hatch 130 to the connecting element 110 of that panel. Since the connecting element 110 is located at a peripheral edge, as mentioned above, the hatch 130 can be located at or near that 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 corresponding to this connection.

[0090] Although described through a number of examples, variants and embodiments, the propulsion assembly according to the invention includes various variants, modifications and improvements which will be obvious to a person 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 a fixed element of the nacelle 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 The first element El and the second element E2 can be mobile relative to the tur-bomachine 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

Demands

1. Propulsion assembly (1) for an aircraft comprising a turbomachine (12) extending about 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 fluidic circuit (70), the nacelle comprising at least one element from the first element (El) and the second element (E2), the propulsion assembly being characterized in that: the fluidic circuit (70) comprises a first fluid circulation conduit (71) integral with the first element (El) and a second fluid circulation conduit (72) integral with the second element (E2), and in that the first element comprises a first push-fit fitting (73) and the second element comprises a second push-fit fitting (74),the first push-fit fitting (73) and the second push-fit fitting (74) being configured to cooperate with each other so as to permit fluid circulation between the first and second circulation conduits (71, 72) when the second element is in the first position and to prohibit fluid circulation between the first and second circulation conduits when the second element is in the second position.

2. Propulsive assembly according to claim 1, wherein the first circulation conduit (71) and the second circulation conduit (72) each extend along the predetermined direction of translation of the second element (E1) relative to the first element (E2).

3. Propulsion assembly according to claim 1 or 2, wherein the first and second push-fit fittings (73, 74) are each equipped with a self-sealing valve (75).

4. Propulsion assembly according to any one of the preceding claims, 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, wherein 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, wherein the nacelle (10) comprises a blower cowl carrying the first element (E1) and a thrust reverser comprising a movable hood, the movable hood being movable in translation downstream and carrying the second element (E2).

7. Propulsion assembly according to any one of claims 1 to 4, wherein the first element (El) is translationally movable relative to the turbomachine in the predetermined direction in a first direction (F3) and the second element (E2) is translationally movable 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, wherein: - the turbomachine comprises a fluidic system (80) including at least two first circulation conduits (71), each equipped with a first push-fit fitting (73) and carried by the first element (E1), and - at least one movable panel (60) of the nacelle forming the second element (E2) carries at least one surface heat exchanger (90) including two second circulation conduits (72), each equipped with a second push-fit fitting (74), one forming a fluidic inlet (82) and the other forming a fluidic outlet (84) of the surface heat exchanger, and wherein one of the first push-fit fittings of the fluidic system is connected to the fluidic inlet of the heat exchanger, and the other of the first push-fit fittings is connected to the fluidic outlet of the heat exchanger.

9. Propulsion assembly according to the preceding claim, wherein the fluidic system (80) is a lubrication system for 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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