Aircraft comprising at least one engine attachment system which has coplanar anchor points at the engine

Abstract

Aircraft comprising at least one engine attachment system which has coplanar anchor points at the engine The subject of the invention is an aircraft comprising at least one engine attachment system (56), connecting a motorization (52) and a primary structure (54), which comprises a central body (62) as well as at least first right and left extensions (68.1) positioned on either side of the central body (62) in a first transverse plane, connected to the latter and stiffened by other right and left extensions (70.1) and reinforcements (72.1, 72.2). In addition, the engine attachment system (56) comprises at least three links (56.1 to 56.3) each comprising an anchor point (B) secured to the motorization (52), the anchor points (B) of the different links being located approximately in the same transverse plane.This solution makes it possible to reduce the stresses in the motorization, in particular torsion and / or bending, produced due to the transfer of forces between the motorization and the primary structure. Figure 10.

Description

Title of the invention: Aircraft comprising at least one engine attachment system which has coplanar anchor points at the engine level

[0001] The present application relates to an aircraft comprising at least one engine attachment system which has coplanar anchor points at the engine.

[0002] According to an embodiment visible in Figures 1 and 2, an aircraft 10 comprises a propulsion assembly 12 positioned under each of the wings 14 of the aircraft. Each propulsion assembly 12 comprises a motorization 16, a nacelle (not shown in [Fig.2]) positioned around the motorization 16 as well as a mast 18 connecting the motorization 16 and the wing 14. The mast 18 comprises a primary structure 20 which is connected to the motorization 16 by an engine attachment system 22 and to the wing 14 by a wing attachment system 24.

[0003] According to one embodiment, the engine 16 comprises a substantially cylindrical fan casing 16.1 as well as a reactor core 16.2 which extends between front and rear ends and has an axis of rotation corresponding to the axis of rotation A16 of the engine 16.

[0004] For the present invention, a longitudinal direction X is substantially parallel to the axis of rotation A16 of the motorization 16. A vertical median plane PMV is a vertical plane passing through the axis of rotation A16. A transverse plane is a plane perpendicular to the axis of rotation A16. A horizontal transverse direction Y is a direction horizontal and perpendicular to the axis of rotation A16. A vertical direction is noted Z in the various figures. The terms front / rear refer to the direction of flow of the air flows which flow in the longitudinal direction X, from front to rear.

[0005] According to one embodiment, the primary structure 20 of the mast is a hollow box structure comprising an upper spar 20.1, a lower spar 20.2, intermediate reinforcements arranged in transverse planes, a front reinforcement 20.3 which connects the front ends of the upper and lower spars 20.1, 20.2, a rear reinforcement 20.4 which connects the rear ends of the upper and lower spars 20.1, 20.2 as well as side panels 20.5 arranged on either side of the intermediate reinforcements.

[0006] The engine attachment system 22 comprises a front engine attachment system 26, a rear engine attachment system 28 and a pair of thrust rods 30 ensuring the absorption of the thrust forces of the engine 16.

[0007] According to one embodiment, the front engine attachment system 26 comprises a first anchoring point secured to the front reinforcement 20.3 of the primary structure 20 of the pylon 18 as well as a second anchoring point secured to the fan casing 16.1 or the reactor core 16.2 and positioned in a first transverse plane PI. According to other embodiments, the front engine attachment system 26 comprises a first anchoring point secured to the front reinforcement 20.3 of the primary structure 20 of the pylon 18 as well as second and third anchoring points secured to the fan casing 16.1 or the reactor core 16.2 and positioned in a first transverse plane PI. These second and third anchoring points are generally closely spaced.

[0008] According to an embodiment visible in [Fig. 3], the rear engine attachment system 28 comprises a transverse beam 32, under the primary structure 20, connected to the latter by connecting elements 34 (shown schematically in the form of axis lines). In addition, the rear engine attachment system 28 comprises: a. a first L-shaped shackle 36 which has a first end 36.1, a second end 36.2 and an intermediate zone 36.3, i. a first motor connecting shaft 38 connecting the first end 36.1 of the first shackle 36 and the motorization 16, ii. a first beam connecting axis 40 connecting the second end 36.2 of the first shackle 36 and the transverse beam 32, iii. a second beam connecting axis 42 connecting the intermediate zone 36.3 of the first shackle 36 and the transverse beam 32; b. a second shackle 44 which has first and second ends 44.1, 44.2, i. a second motor connecting shaft 46 connecting the first end 44.1 of the second shackle 44 and the motorization 16, ii. a third beam connecting axis 48 connecting the second end 44.2 of the second shackle 44 and the transverse beam 32; c. an emergency connecting shaft 50, directly connecting the transverse beam 32 and the motorization 16 in the event of failure of one of the two shackles 36, 44.

[0009] According to this embodiment, the first and second motor connection axes 38, 46 as well as the emergency connection axis 50 are connected to anchoring points, integral with the motorization 16, positioned approximately in a second transverse plane P2 offset in the longitudinal direction towards the rear relative to the first transverse plane PI.

[0010] Even if the first and second shackles 36, 44 make it possible to increase the distance which separates the first and second motor connection axes 38, 46, the latter cannot be separated by a very large angle α.

[0011] According to an embodiment visible in [Fig.2], each thrust rod 30 has a first end 30.1, integral with the primary structure 20, located near the rear engine attachment system 28 as well as a second end 30.2, connected to an anchoring point integral with the reactor core 16.2, located in a third transverse plane P3 offset in the longitudinal direction forwards relative to the second transverse plane P2 and rearwards relative to the first transverse plane PI.

[0012] Consequently, the engine attachment system 22 comprises several anchoring points at the level of the motorization 16, distributed in several transverse planes PI, P2, P3 offset in the longitudinal direction. Also, the motorization 16 must be configured to withstand certain constraints, such as torsional and / or bending constraints for example, generated by the transmission of forces between the motorization 16 and the primary structure 20 of the mast in several anchoring points positioned in several transverse planes PI, P2, P3 offset in the longitudinal direction, and ensure the transmission of forces between the motorization 16 and the engine attachment system 22 at these different anchoring points positioned in several transverse planes, which tends to complicate the design of the motorization 16.

[0013] The present invention aims to remedy all or part of the drawbacks of the prior art.

[0014] To this end, the invention relates to an aircraft comprising at least one propulsion assembly comprising a motorization which has a motorization axis as well as vertical and horizontal median planes passing through the motorization axis, at least one primary structure of a mast as well as at least one engine attachment system connecting the motorization and the primary structure, the motorization comprising a fan casing as well as a reactor core.

[0015] According to the invention, the primary structure comprises a central body, at least first and second right and left extensions positioned on either side of the central body and connected to the latter, at least one right reinforcement connecting the first and second right extensions as well as at least one left reinforcement connecting the first and second left extensions, the first right and left extensions being offset forward in a longitudinal direction parallel to the axis of the motorization relative to the second right and left extensions and positioned substantially in a first transverse plane. In addition, the motor attachment system comprises at least three connections each comprising a first anchoring point secured to the primary structure, a second anchoring point secured to the motorization as well as a joint connecting the first and second anchor points, at least two first anchor points being integral with the first right and left extensions, the second anchor points being located approximately in the same second transverse plane.

[0016] Positioning the second anchor points in the same transverse plane tends to reduce the stresses in the motorization, in particular torsion and / or bending, generated due to the transfer of forces between the motorization and the primary structure. Thus, it is potentially possible to simplify the design of the motorization, to improve its performance by optimizing the transfer of forces in the structural frame of the motorization. This also makes it possible to optimize the overall mass of the motorization and the management of clearances between the rotating elements and the fixed elements.

[0017] According to another characteristic, the connections of the engine attachment system are arranged symmetrically with respect to the vertical median plane and have first anchoring points secured to the first right and left extensions.

[0018] According to another characteristic, the engine attachment system comprises first, second, third and fourth links, the first and second links being positioned on either side of the vertical median plane, approximately at the level of the horizontal median plane.

[0019] According to another characteristic, the third and fourth links are positioned on either side of the vertical median plane, in planes which form with the vertical median plane an angle of between 25 and 65°.

[0020] According to another characteristic, the engine attachment system comprises a fifth connection positioned at the level of the vertical median plane, under the motorization.

[0021] According to another characteristic, the articulation of each of the links of the engine attachment system is configured to ensure a transfer of forces in three orthogonal directions.

[0022] According to another characteristic, the articulation of each of the links of the engine attachment system is ball-jointed.

[0023] According to another characteristic, on either side of the vertical median plane, the first and second right or left extensions are connected by at least one first substantially horizontal reinforcement positioned approximately in the horizontal median plane as well as by a second oblique reinforcement which has a front end connected to the first right or left extension and a rear end connected to the second right or left extension closer to the central body than the front end.

[0024] According to another characteristic, on either side of the vertical median plane, the first and second right or left extensions are connected by two first substantially horizontal reinforcements, one positioned at the level of the horizontal median plane and another offset downwards relative to the horizontal median plane.

[0025] According to another characteristic, the primary structure comprises third right and left extensions positioned on either side of the central body, offset rearwardly relative to the second right and left extensions, at least one third right reinforcement connecting the second and third right extensions as well as at least one third left reinforcement connecting the second and third left extensions.

[0026] According to another characteristic, the primary structure comprises, on either side of the vertical median plane, at least one third oblique reinforcement having a front end connected to the second right or left extension and a rear end connected to the third right or left extension closer to the central body than the front end.

[0027] According to another characteristic, the primary structure comprises, on either side of the vertical median plane, as many third oblique reinforcement(s) as first horizontal reinforcement(s), the front end of each third oblique reinforcement being positioned in the extension of a first horizontal reinforcement.

[0028] According to another characteristic, the first right and left extensions are connected to each other and form a first support positioned approximately in the first transverse plane and / or the second right and left extensions are connected to each other and form a second support positioned approximately in a transverse plane and / or the third right and left extensions are connected to each other and form a third support positioned approximately in a transverse plane.

[0029] According to another characteristic, at least one of the first and second supports has approximately a horseshoe or inverted U shape.

[0030] According to another characteristic, at least one of the first and second supports has approximately an annular shape configured to surround the motorization.

[0031] According to another characteristic, each of the first and second supports comprises several parts connected together in a removable manner to be able to position the motorization in the annular shape.

[0032] According to a first variant, all the second anchoring points are integral with the fan casing.

[0033] According to a second variant, all the second anchoring points are integral with the reactor core.

[0034] According to another characteristic, the engine attachment system comprises main links positioned in the second transverse plane and configured to ensure transmission of the main forces between the motorization and the structure. primary as well as at least one secondary connection configured to ensure the absorption of forces between the motorization and the primary structure in the event of breakage or damage to at least one of the main connections and / or to ensure the transmission of low secondary forces between the motorization and the primary structure in normal operation.

[0035] Other characteristics and advantages will emerge from the description of the invention which follows, a description given by way of example only, with reference to the appended drawings, among which:

[0036] [Fig-1] is a side view of an aircraft,

[0037] [Fig.2] is a side view of a motorization (without nacelle) illustrating a mode of implementation of the prior art,

[0038] [Fig.3] is a front view of a rear engine mount which illustrates a method of implementation of the prior art,

[0039] [Fig.4] is a perspective view of a motorization, a mast and a system engine attachment illustrating a first embodiment of the invention,

[0040] [Fig.5] is a side view of the motorization, the mast and the motor attachment system visible in [Fig.4],

[0041] [Fig.6] is a perspective view of the engine attachment system visible in [Fig.4],

[0042] [Fig.7] is a front view of the engine attachment system visible in [Fig.4],

[0043] [Fig.8] is a perspective view of the supports of the primary structure of the visible mast on [Fig.4],

[0044] [Fig.9] is a perspective view of a motorization, a mast and a system engine attachment illustrating a second embodiment of the invention,

[0045] [Fig. 10] is a side view of the motorization, the mast and the motor attachment system visible in [Fig.9],

[0046] [Fig. 11] is a front view of the engine attachment system visible in [Fig.9],

[0047] [Fig. 12] is a perspective view of the supports of the primary structure of the mast visible in [Fig.9],

[0048] [Fig. 13] is a longitudinal section of a connection of an engine attachment system illustrating an embodiment of the invention,

[0049] [Fig. 14] is a perspective view of a motorization, a mast and a motor attachment system illustrating a third embodiment of the invention,

[0050] [Fig. 15] is a side view of the motorization, the mast and the motor attachment system visible in [Fig. 14],

[0051] [Fig. 16] is a perspective view of a motorization, a mast and a motor attachment system illustrating a fourth embodiment of the invention,

[0052] [Fig. 17] is a side view of the motorization, the mast and the motor attachment system visible in [Fig. 16].

[0053] An aircraft comprises at least one wing and at least one propulsion unit connected to the wing by a mast.

[0054] According to embodiments visible in figures 4, 5, 9, 10, 14 to 17, each propulsion assembly comprises a motorization 52 as well as a nacelle (not shown) positioned around the motorization 52. In addition, the mast comprises a primary structure 54 connected to the motorization 52 by a motor attachment system 56 and to the wing by a wing attachment system (not shown) as well as a fairing enveloping the primary structure 54 between the nacelle of the motorization 52 and the wing.

[0055] The engine 52 extends between front and rear ends 52.1, 52.2 and comprises a substantially cylindrical fan casing 58 which extends between front and rear ends 58.1, 58.2, positioned respectively at front and rear transverse planes, as well as a reactor core 60 which extends between front and rear ends and has a engine axis A52. According to one configuration, the reactor core 60 comprises a tubular wall 60.1, cylindrical or frustoconical, positioned inside the fan casing 58 and near or at the rear transverse plane of the fan casing 58. The fan casing 58 has an inner surface oriented towards the reactor core 60 as well as an outer surface F58 opposite the inner surface.

[0056] The motorization 52 has a horizontal median plane TDC (referenced in figures 4 and 5) which passes through the axis of the motorization A52.

[0057] According to one embodiment, the primary structure 54 comprises a central body 62 which extends between front and rear ends and has a lower face 64.1 oriented towards the motorization 52 as well as right and left lateral faces 64.2, 64.3. According to one configuration, the lower and lateral faces 64.1, 64.2, 64.3 are approximately planar and the central body 62 has square or rectangular cross-sections. Of course, the invention is not limited to these cross-sections for the central body 62. Other cross-sections are conceivable. Generally, the central body 62 has cross-sections which increase from the front end towards the rear end.

[0058] According to one arrangement, the primary structure 54 is substantially symmetrical with respect to a vertical median plane PMV passing through the axis of the motorization A52.

[0059] According to one embodiment, the central body 62 comprises several sections 66.1, 66.2, 66.3 offset from each other in the longitudinal direction. Each section 66.1, 66.2, 66.3 has a hollow box structure.

[0060] According to a characteristic of the invention, the primary structure 54 comprises at least first and second straight extensions 68.1, 70.1 connected to the central body 62, offset from each other in the longitudinal direction and connected to each other. by at least one right reinforcement 72.1, 72.2 as well as at least first and second left extensions 68.2, 70.2 connected to the central body 62, offset relative to each other in the longitudinal direction and connected to each other by at least one left reinforcement. Each of the first and second right extensions 68.1, 70.1 comprises at least one right section further away from the vertical median plane PMV than the right lateral face 64.2 of the central body 62 and offset downwards relative to the lower face 64.1. Each of the first and second left extensions 68.2, 70.2 comprises at least one left section further away from the vertical median plane PMV than the left lateral face 64.3 of the central body 62 and offset downwards relative to the lower face 64.1.

[0061] The right sections of the first and second right extensions 68.1, 70.1 on the one hand and the left sections of the first and second left extensions 68.2, 70.2 on the other hand are positioned on either side of the motorization 52.

[0062] The central body 62, the first and second right and left extensions 68.1, 68.2, 70.1, 70.2 as well as the right and left reinforcements 72.1, 72.2 form a rigid structure.

[0063] According to one arrangement, the first right and left extensions 68.1, 68.2 are positioned in a first transverse plane. They are substantially symmetrical with respect to the vertical median plane PMV. According to one configuration, the first right and left extensions 68.1, 68.2 are connected to each other and form a first support 68 (a single piece) positioned approximately in the first transverse plane.

[0064] According to one arrangement, the second right and left extensions 70.1, 70.2 are positioned in a transverse plane. They are substantially symmetrical with respect to the vertical median plane PMV. According to one configuration, the second right and left extensions 70.1, 70.2 are connected to each other and form a second support 70 (a single piece) positioned approximately in a transverse plane.

[0065] According to embodiments visible in Figures 4 to 8, 14 and 15, at least one of the first and second supports 68, 70 has approximately a horseshoe or inverted U shape.

[0066] According to other embodiments visible in Figures 9 to 12, 16 and 17, at least one of the first and second supports 68, 70 has approximately an annular shape configured to surround the motorization 52. According to a configuration visible in particular in Figures 11 and 12, each of the first and second supports 68, 70 comprises several parts 74, 76 connected together in a removable manner to be able to position the motorization 52 in the annular shape. According to one arrangement, each of the first and second supports 68, 70 of annular shape comprises upper and lower parts 74, 76, the upper part 74 being connected to the central body 62, which has first and second ends 74.1, 74.2 positioned approximately in a horizontal plane, slightly offset downwards relative to the horizontal median plane TDC, the lower part 76 having first and second ends 76.1, 76.2 connected respectively to the first and second ends 74.1, 74.2 of the upper part 74 by removable connecting elements 78. Each of the upper and lower parts 74, 76 extends approximately over a section of a circle or a semicircle. The fact of being able to assemble and disassemble the different parts 74, 76 of the first and second supports 68, 70 makes it possible to position each of them around the motorization 52. Of course, the invention is not limited to this number of parts 74, 76 or to these shapes for the parts 74, 76.

[0067] On either side of the vertical median plane PMV, the first and second right or left extensions 68.1, 68.2, 70.1, 70.2 are connected by at least one first substantially horizontal right or left reinforcement 72.1, positioned approximately in the horizontal median plane PMH.

[0068] According to embodiments visible in Figures 4 to 8, 14 and 15, on either side of the vertical median plane PMV, the first and second right or left extensions 68.1, 68.2, 70.1, 70.2 are connected by a first substantially horizontal reinforcement 72.1, positioned approximately in the horizontal median plane PMH, as well as by a second oblique reinforcement 72.2 which has a front end 72.2a connected to the first right or left extension 68.1, 68.2 and a rear end 72.2b connected to the second right or left extension 70.1, 70.2 closer to the central body 62 than the front end. According to one arrangement, for each second oblique reinforcement 72.2, the front end 72.2a adjoins the first horizontal reinforcement 72.1 and the rear end 72.2b adjoins the central body 62.

[0069] According to embodiments visible in Figures 9 to 12, 16 and 17, on either side of the vertical median plane PMV, the first and second right or left extensions 68.1, 68.2, 70.1, 70.2 are connected by two first substantially horizontal reinforcements 72.1, 72.1', one positioned at the level of the horizontal median plane PMH and another offset downwards relative to the horizontal median plane PMH, as well as by a second oblique reinforcement 72.2 which has a front end 72.2a connected to the first right or left extension 68.1, 68.2 and a rear end 72.2b connected to the second right or left extension 70.1, 70.2 closer to the central body 62 than the front end 72.2a. According to one arrangement, for each second oblique reinforcement 72.2, the front end 72.2a adjoins the first reinforcement 72.1 located at the horizontal median plane and the rear end 72.2b adjoins the central body 62.

[0070] To reinforce the rigidity of the primary structure 54 and ensure better transmission of forces between the motorization 52 and the primary structure 54, this the latter comprises third right and left extensions 80.1, 80.2 positioned on either side of the central body 62 and offset rearwardly relative to the second right and left extensions 70.1, 70.2, at least one third right reinforcement 82.1, 82.2 connecting the second and third right extensions 70.1, 80.1 as well as at least one third left reinforcement connecting the second and third left extensions 70.2, 80.2. Even in the presence of a third support 80, the majority of the forces and stresses pass to the central body 62 via the first and second supports 68, 70. Only inertial loads of the motorization 52 pass via the third support 80.

[0071] According to one configuration, the third right and left extensions 80.1, 80.2 are positioned in a transverse plane. They are substantially symmetrical with respect to the vertical median plane PMV. According to one configuration, the third right and left extensions 80.1, 80.2 are connected to each other and form a third support 80 positioned approximately in a transverse plane. According to one embodiment, the third support 80 has a horseshoe or inverted U shape.

[0072] According to a first arrangement visible in Figures 4 to 8, 14 and 15, the second and third right extensions 70.1, 80.1 are connected by a third oblique right reinforcement 82.1. In addition, the second and third left extensions 70.2, 80.2 are connected by a third oblique left reinforcement. Each of the third right and left reinforcements 82.1 has a front end connected to the second right or left extension 70.1, 70.2 and a rear end connected to the third right or left extension 80.1, 80.2 closer to the central body 62 than the front end. The front end of each third right or left reinforcement 82.1 is positioned in the extension of the first horizontal reinforcement 72.1 connecting the first and second right or left extensions (approximately in the same horizontal plane as the first reinforcement 72.1).

[0073] According to a second arrangement visible in Figures 9 to 12, 16 and 17, the second and third right extensions 70.1, 80.1 are connected by third and fourth oblique right reinforcements 82.1, 82.2. In addition, the second and third left extensions 70.2, 80.2 are connected by third and fourth oblique left reinforcements. Each of the third and fourth right and left reinforcements 82.1, 82.2 has a front end connected to the second right or left extension 70.1, 70.2 as well as a rear end connected to the third right or left extension 80.1, 80.2 closer to the central body 62 than the front end. On either side of the vertical median plane PMV, the front ends of the third and fourth reinforcements 82.1, 82.2 are positioned in the extension of the first two horizontal reinforcements 72.1, 72.1' connecting the first and second right or left extensions.

[0074] Thus, the primary structure 54 comprises, on either side of the vertical median plane PMV, as many third oblique reinforcement(s) 82.1, 82.2 connecting the second and third right or left extensions 70.1, 70.2, 80.1, 80.2 as first horizontal reinforcement(s) 72.1, 72.1' connecting the first and second right or left extensions 68.1, 68.2, 70.1, 70.2, each third oblique reinforcement 82.1, 82.2 having a front end positioned in the extension of a first horizontal reinforcement 72.1, 72.1'.

[0075] Depending on the configurations, it is possible to provide reinforcements directly connecting at least one of the supports 68, 70, 80 and the central body 62. For example, the third support 80 is connected to the central body 62 by right and left oblique reinforcements 84 positioned symmetrically with respect to the vertical median plane PMV.

[0076] According to embodiments, visible in figures 4, 5, 9, 10, 14 to 17, the primary structure 54 comprises alternating supports 68, 70, 80 and sections 66.1, 66.2, 66.3, the first support 68 being the frontmost part of the primary structure 54.

[0077] Each of the extensions 68.1, 68.2, 70.1, 70.2, 80.1, 80.2 or each of the supports 68, 70, 80 or each of the parts 74, 76 of the supports 68, 70, 80 may comprise a plate in a transverse plane, a stack of plates positioned in transverse planes, a box structure or any other structure. Each of the supports 68, 70, 80 or each of the parts 74, 76 of the supports 68, 70, 80 may be metallic or made of a composite material.

[0078] Each of the first, second and third right and left extensions 68.1, 68.2, 70.1, 70.2, 80.1, 80.2 or each of the first, second and third supports 68, 70, 80 has a thickness (dimension taken in the longitudinal direction) that is relatively small compared to the total length (dimension taken in the longitudinal direction, from the front end to the rear end, of the primary structure 54). To give an order of magnitude, the thickness of each of the first, second and third right and left extensions 68.1, 68.2, 70.1, 70.2, 80.1, 80.2 or of each of the first, second and third supports 68, 70, 80 is less than 10%, preferably less than 5%, of the total length of the primary structure 54.

[0079] Each reinforcement 72.1, 72.1', 72.2, 82.1, 82.2, right or left, horizontal or oblique, comprises, as illustrated in [Fig. 5], a cylindrical body 86, hollow or solid, which has first and second ends 86.1, 86.2 as well as first and second end pieces 88.1, 88.2 respectively positioned at the first and second ends 86.1, 86.2 of the cylindrical body 86. Each of the first and second end pieces comprises at least one plate, pressed against one of the supports 68, 70, 80 and / or the central body 62 and fixed to the latter (or these), as well as a sleeve, connected to the plate (or plates), into which the cylindrical body 86 can be fitted. The cylindrical bodies 86 and the end pieces 88.1, 88.2 of the various reinforcements may be metallic or made of composite material. Of course, the invention is not limited to these embodiments for the reinforcements as well as for the connections provided between the reinforcements and the supports.

[0080] Of course, the invention is not limited to these numbers of extensions, supports 68, 70, 80 and reinforcements or to these arrangements for the extensions, supports and reinforcements. Whatever the embodiment, the primary structure 54 comprises a central body 62, at least first and second right and left extensions 68.1, 68.2, 70.1, 70.2 positioned on either side of the central body 62 and connected to the latter, at least one right reinforcement 72.1, 72.2 connecting the first and second right extensions 68.1, 70.1 as well as at least one left reinforcement connecting the first and second left extensions 68.2, 70.2, the first right and left extensions 68.1, 68.2 being offset forward in the longitudinal direction relative to the second right and left extensions 70.1, 70.2 and substantially coplanar (positioned in the same transverse plane).According to a preferred configuration, the right extensions and reinforcement(s) as well as the left extensions and reinforcement(s) are arranged symmetrically with respect to the vertical median plane PMV. The first right and left extensions 68.1, 68.2 have front faces F (oriented towards the front end 52.1 of the motorization 52) which are substantially coplanar and positioned in a first transverse plane PT1, as illustrated in [Fig.5].

[0081] According to a characteristic of the invention, the engine attachment system 56 comprises at least three links 56.1 to 56.3 each comprising a first anchoring point A secured to the primary structure 54, a second anchoring point B secured to the motorization 52 as well as an articulation 90 connecting the first and second anchoring points A, B.

[0082] According to embodiments visible in Figures 4 to 7, 14 and 15, the engine attachment system 56 comprises first, second, third and fourth links 56.1 to 56.4 positioned symmetrically with respect to the vertical median plane PMV. As illustrated in [Fig.7], the first and second links 56.1, 56.2 are positioned on either side of the vertical median plane PMV, approximately at the level of the horizontal median plane TDC, at 3 o'clock and 9 o'clock. The third and fourth links 56.3, 56.4 are positioned on either side of the vertical median plane PMV, in planes which form with the vertical median plane PMV an angle [3 (visible in [Fig.7]) of between 25 and 65°.

[0083] According to other embodiments visible in Figures 9 to 11, 16 and 17, the engine attachment system 56 comprises first, second, third, fourth and fifth links 56.1 to 56.5 positioned symmetrically with respect to the vertical median plane PMV. As illustrated in [Fig.l 1], the first and second links 56.1, 56.2 are positioned on either side of the vertical median plane PMV, approximately at the level of the horizontal median plane TDC, 3 o'clock and 9 o'clock. The third and fourth links 56.3, 56.4 are positioned on either side of the vertical median plane PMV, in planes which form an angle of between 25 and 65° with the vertical median plane PMV. The fifth link 56.5 is positioned at the level of the vertical median plane PMV, under the motorization 52. Increasing the number of links 56.1 to 56.5 makes it possible to distribute the forces and reduce the forces applied to each link.

[0084] Of course, the invention is not limited to these numbers of connections 56.1 to 56.5 and to these arrangements for the connections 56.1 to 56.5 of the engine attachment system 56. Whatever the embodiment, the engine attachment system 56 comprises at least three connections 56.1 to 56.3 each comprising a first anchoring point A secured to the primary structure 54, a second anchoring point B secured to the motorization 52 as well as an articulation 90 connecting the first and second anchoring points A, B; at least two first anchoring points A being secured to the first right and left extensions 68.1, 68.2, the second anchoring points B being located approximately in the same second transverse plane.The fact of positioning the second anchoring points in the same transverse plane tends to reduce in the motorization 52 the stresses, in particular torsion and / or bending, generated due to the transfer of forces between the motorization 52 and the primary structure 54.

[0085] According to a preferred embodiment, the connections 56.1 to 56.5 of the engine attachment system 56 are arranged symmetrically with respect to the vertical median plane PMV and have first anchoring points A secured to the first right and left extensions 68.1, 68.2. According to one arrangement, the first anchoring points A are located on the front faces F of the first right and left extensions 68.1, 68.2.

[0086] According to embodiments visible in Figures 14 to 17, all the second anchoring points B are integral with the fan casing 58. Preferably, they are positioned on the outer surface F58, close to or at the rear end 58.2 of the fan casing 58. According to embodiments visible in Figures 4 to 12, all the second anchoring points B are integral with the reactor core 60. Preferably, they are positioned at the tubular wall 60.1 of the reactor core 60.

[0087] The fact of not providing at least one second anchoring point B secured to the fan casing 58 and at least one second anchoring point B secured to the reactor core 60 makes it possible to limit the stresses between these two parts of the engine 52, due to the transfer of forces between the engine 52 and the primary structure. 54, and to avoid the occurrence of moments between the fan casing 58 and the reactor core 60.

[0088] The dimensions of the extensions 68.1, 68.2, 70.1, 70.2, 80.1, 80.2, of the supports 68, 70, 80 and of the reinforcements 72.1, 72.2, 82.1, 82.2 as well as their arrangement are adapted according to the positions of the second anchoring points B on the engine 52. In the case of second anchoring points B located at the level of the reactor core 60, the first, second and third supports 68, 70, 80 occupy a smaller volume than in the case of second anchoring points B located at the level of the fan casing. Regardless of the embodiment, the extensions 68.1, 68.2, 70.1, 70.2, 80.1, 80.2, the supports 68, 70, 80 and the reinforcements 72.1, 72.2, 82.1, 82.2 are sized to be positioned under the mast fairing and between the outer fairing and the inner wall of the nacelle so as not to interfere with the air flows circulating in the motorization 52, between the motorization 52 and the nacelle or outside the nacelle and the mast.

[0089] According to one embodiment, the articulation 90 of each of the links 56.1 to 56.5 of the motor attachment system 56 positioned in the second transverse plane is configured to ensure a take-up of forces in three orthogonal directions, one of which is parallel to the axis of the motorization A52 which corresponds to the longitudinal direction X.

[0090] According to a configuration visible in [Fig. 13], the articulation 90 of each of the links 56.1 to 56.5 of the engine attachment system 56 positioned in the second transverse plane comprises at least one pivot axis A96 substantially parallel to the longitudinal direction X. According to a preferred configuration, the articulation 90 is ball-jointed.

[0091] According to one embodiment, each articulation 90 comprises a main wing 92 secured to a first element among the motorization 52 and the primary structure 54, a yoke 94 secured to a second element, different from the first element, among the motorization 52 and the primary structure 54 as well as a cylindrical body 96 passing through the yoke 94 and the main wing 92 and having a pivot axis A96. The yoke 94 comprises two secondary wings 94.1, 94.2 slightly spaced between which the main wing 92 is positioned, the main and secondary wings 92, 94.1, 94.2 being positioned in planes perpendicular to the pivot axis A96 of the cylindrical body 96. According to one configuration, this cylindrical body 96 is connected to the main wing 92 and / or to the yoke 94 by at least one pivoting connection. In the case of a ball joint 90, the cylindrical body 96 and the main wing 90 are connected by a ball joint 98.

[0092] For each connection 56.1 to 56.5 of the engine attachment system 56, when the main wing 90 is secured to the motorization 52, the main wing 90 is connected to the motorization 52 at a second anchoring point B.

[0093] For each connection 56.1 to 56.5 of the engine attachment system 56, when the yoke 94 is secured to the motorization 52, the secondary wings 94.1, 94.2 are connected to the motorization on either side of a second anchoring point B.

[0094] The different connections 56.1, 56.5 of the engine attachment system 56 comprise, indifferently from one another, a main wing 92 or a yoke 94 secured to the motorization 52. Whatever the embodiment of the articulations 90, the second anchoring points B of the different connections 56.1, 56.5 of the engine attachment system 56 are approximately positioned in the same transverse plane.

[0095] According to a first variant, the motorization 52 and the structure 54 are connected by only the connections 56.1, 56.5 of the motor attachment system 56 previously described.

[0096] According to a second variant, the motorization 52 and the primary structure are connected by main links 56.1 to 56.5 of the motor attachment system 56 previously described, said main links 56.1 to 56.5 configured to ensure transmission of the main forces between the motorization 52 and the primary structure 54, in particular the forces relating to the mass of the motorization 52 and to its thrust, as well as at least one secondary link 100 (shown schematically in FIGS. 5 and 17) configured to ensure absorption of the forces between the motorization 52 and the primary structure 54 in the event of breakage or damage to at least one of the main links 56.1 to 56.5 (as a prior art emergency connection) and / or ensure transmission of low secondary forces, such as inertial and / or stabilization forces for example, between the motorization 52 and the primary structure 54 in normal operation (when no main connection 56.1 to 56.5 is damaged). For example, the secondary connection 100 comprises two shackles in series which are not loaded in normal operation or a flexible link which is not tensioned in normal operation connecting the motorization 52 and the primary structure 54.

[0097] According to a preferred configuration visible in [Fig. 5], the secondary connection(s) 100 is (or are) located approximately in the same transverse plane as the third support 80 and / or approximately directly above the rear end of the reactor core 60. In this configuration, the secondary connection(s) ensure(s) in particular the recovery of the inertial loads of the motorization 52 which pass via the third support 80. As a variant, the secondary connection 10 can be offset rearward relative to the third support 80, as illustrated in [Fig. 17], or offset forward.

[0098] Whatever the embodiment, the majority or even all of the forces between the motorization 52 and the primary structure 54 pass, in normal operation, via anchoring points B positioned at the level of the motorization 52 positioned approximately in the same transverse plane, which makes it possible to reduce in the motorization 52 the constraints linked to the transfer of forces between the motorization 52 and the primary structure 54 and, ultimately, to potentially simplify the design of the motorization 52. According to another advantage, the invention makes it possible to reduce the number of anchoring points A and B at the level of the primary structure 54 of the mast and the motorization 52. In addition, it is possible to reduce the width of the central body 62 of the primary structure 54 while spacing the first and second connections 56.1, 56.2 of the motor attachment system 56 as far as possible.

Claims

Claims

1. Aircraft comprising at least one propulsion assembly comprising a motorization (52) which has a motorization axis (A52) as well as vertical and horizontal median planes (PMV, PMH) passing through the motorization axis (A52), at least one primary structure (54) of a mast as well as at least one engine attachment system (56) connecting the motorization (52) and the primary structure (54), the motorization (52) comprising a fan casing (58) as well as a reactor core (60); characterized in that the primary structure (54) comprises a central body (62), at least first and second right and left extensions (68.1, 68.2, 70.1, 70.2) positioned on either side of the central body (62) and connected to the latter, at least one right reinforcement (72.1, 72.2) connecting the first and second right extensions (68.1, 70.1) as well as at least one left reinforcement connecting the first and second left extensions (68.2, 70.2), the first right and left extensions (68.1, 68.2) being offset forward in a longitudinal direction parallel to the axis of the motorization (52) relative to the second right and left extensions (70.1, 70.2) and positioned substantially in a first transverse plane and in that the motor attachment system (56) comprises at least three links (56.1 to 56.3) each comprising a first anchoring point (A) secured to the primary structure (54), a second anchoring point (B) secured to the motorization (52) as well as an articulation (90) connecting the first and second anchoring points (A, B), at least two first anchoring points (A) being secured to the first right and left extensions (68.1, 68.2), the second anchoring points (B) being located approximately in the same second transverse plane.

2. Aircraft according to claim 1, characterized in that the connections (56.1 to 56.5) of the engine attachment system (56) are arranged symmetrically with respect to the vertical median plane (PMV) and have first anchoring points (A) integral with the first right and left extensions (68.1, 68.2).

3. Aircraft according to the preceding claim, characterized in that the engine attachment system (56) comprises first, second, third and fourth links (56.1 to 56.4), the first and second links (56.1, 56.2) being positioned on either side of the vertical median plane (VMP), approximately at the level of the horizontal median plane (HMP).

4. Aircraft according to the preceding claim, characterized in that the third and fourth links (56.3, 56.4) are positioned on either side of the vertical median plane (PMV), in planes which form with the vertical median plane (PMV) an angle of between 25 and 65°.

5. Aircraft according to one of claims 3 to 4, characterized in that the engine attachment system (56) comprises a fifth connection (56.5) positioned at the level of the vertical median plane (PMV), under the engine (52).

6. Aircraft according to one of the preceding claims, characterized in that the articulation (90) of each of the links (56.1 to 56.5) of the engine attachment system (56) is configured to ensure a take-up of forces in three orthogonal directions.

7. Aircraft according to the preceding claim, characterized in that the articulation (90) of each of the links (56.1 to 56.5) of the engine attachment system (56) is ball-jointed.

8. Aircraft according to one of the preceding claims, characterized in that, on either side of the vertical median plane (PMV), the first and second right or left extensions (68.1, 68.2, 70.1, 70.2) are connected by at least one first substantially horizontal reinforcement (72.1), positioned approximately in the horizontal median plane (PMH), as well as by a second oblique reinforcement (72.2) which has a front end (72.2a) connected to the first right or left extension (68.1, 68.) and a rear end (72.2b) connected to the second right or left extension (70.1, 70.2) closer to the central body (62) than the front end.

9. Aircraft according to the preceding claim, characterized in that, on either side of the vertical median plane (PMV), the first and second right or left extensions (68.1, 68.2, 70.1, 70.2) are connected by two first reinforcements (72.1, 72.1') which are substantially horizontal, one positioned at the level of the horizontal median plane (PMH) and another offset downwards relative to the horizontal median plane (PMH).

10. Aircraft according to one of the preceding claims, characterized in that the primary structure (54) comprises third right and left extensions (80.1, 80.2) positioned on either side of the central body (62) and offset rearwardly relative to the second right and left extensions (70.1, 70.2), at least one third right reinforcement (82.1, 82.2) connecting the second and third right extensions (70.1, 80.1) as well as at least one third left reinforcement connecting the second and third left extensions (70.2, 80.2).

11. Aircraft according to the preceding claim, characterized in that the primary structure (54) comprises, on either side of the vertical median plane (PMV), at least one third oblique reinforcement (82.1, 82.2) having a front end connected to the second right or left extension (70.1, 70.2) and a rear end connected to the third right or left extension (80.1, 80.2) closer to the central body (62) than the front end.

12. Aircraft according to claims 9 and 11, characterized in that the primary structure (54) comprises, on either side of the vertical median plane (PMV), as many third oblique reinforcement(s) (82.1, 82.2) as first horizontal reinforcement(s) (72.1, 72.1'), the front end of each third oblique reinforcement (82.1, 82.2) being positioned in the extension of a first horizontal reinforcement (72.1, 72.1').

13. Aircraft according to one of the preceding claims, characterized in that the first right and left extensions (68.1, 68.2) are connected to each other and form a first support (68) positioned approximately in the first transverse plane and / or the second right and left extensions (70.1, 70.2) are connected to each other and form a second support (70) positioned approximately in a transverse plane and / or the third right and left extensions (80.1, 80.2) are connected to each other and form a third support (80) positioned approximately in a transverse plane.

14. Aircraft according to the preceding claim, characterized in that at least one of the first and second supports (68, 70) has approximately a horseshoe or inverted U shape.

15. Aircraft according to claim 13, characterized in that at least one of the first and second supports (68, 70) has approximately an annular shape configured to surround the motorization (52).

16. Aircraft according to the preceding claim, characterized in that each of the first and second supports (68, 70) comprises several parts (74, 76) connected together in a removable manner.

17.

18.

19. to be able to position the motorization (52) in the annular shape. Aircraft according to one of the preceding claims, characterized in that all the second anchoring points (B) are integral with the fan casing (58). Aircraft according to one of claims 1 to 16, characterized in that all the second anchoring points (B) are integral with the reactor core (60). Aircraft according to one of the preceding claims, characterized in that the engine attachment system (56) comprises main links (56.1 to 56.5) positioned in the second transverse plane and configured to ensure transmission of the main forces between the engine (52) and the primary structure (54) as well as at least one secondary link (100) configured to ensure absorption of the forces between the engine (52) and the primary structure (54) in the event of breakage or damage to at least one of the main links (56.1 to 56.5) and / or ensure transmission of low secondary forces between the engine (52) and the primary structure (54) in normal operation.

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