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

Abstract

Aircraft comprising at least one engine mounting system having coplanar anchor points at the engine. The invention relates to an aircraft comprising at least one engine mounting system (56), connecting an engine (52) and a primary structure (54), which includes a central body (62) and at least two 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 further right and left extensions (70.1) and reinforcements (72.1, 72.2). In addition, the engine mounting system (56) includes at least three links (56.1 to 56.3), each having an anchor point (B) integral with the engine (52), the anchor points (B) of the different links being located approximately in the same transverse plane.This solution reduces stresses in the motorization, particularly torsional and / or bending stresses, 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 having coplanar anchor points at the engine

[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 shown in Figures 1 and 2, an aircraft 10 comprises a propulsion unit 12 positioned under each of the aircraft's wings 14. Each propulsion unit 12 comprises a motor 16, a nacelle (not shown in [Fig. 2]) positioned around the motor 16, and a mast 18 connecting the motor 16 and the wing 14. The mast 18 comprises a primary structure 20 which is connected to the motor 16 by a motor attachment system 22 and to the wing 14 by a wing attachment system 24.

[0003] According to one embodiment, the motor 16 comprises a substantially cylindrical blower housing 16.1 and a reactor core 16.2 which extends between front and rear extremities and has an axis of rotation corresponding to the axis of rotation A16 of the motor 16.

[0004] For the present invention, a longitudinal direction X is substantially parallel to the axis of rotation A16 of the motor 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 horizontal direction perpendicular to the axis of rotation A16. A vertical direction is denoted Z in the various figures. The terms front / rear refer to the direction of airflow along 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 mounting system 22 includes a front engine mounting system 26, a rear engine mounting system 28 and a pair of push rods 30 ensuring the transfer of the thrust forces of the engine 16.

[0007] According to one embodiment, the forward engine attachment system 26 comprises a first anchor point integral with the forward reinforcement 20.3 of the primary structure 20 of the mast 18 and a second anchor point integral with the fan casing 16.1 or the engine core 16.2 and positioned in a first transverse plane PI. According to other embodiments, the forward engine attachment system 26 comprises a first anchor point integral with the forward reinforcement 20.3 of the primary structure 20 of the mast 18 and second and third anchor points integral with the fan casing 16.1 or the engine core 16.2 and positioned in a first transverse plane PI. These second and third anchor points are generally closely spaced.

[0008] According to an embodiment shown in [Fig. 3], the rear engine mounting system 28 comprises a transverse beam 32, located beneath the primary structure 20, connected to the latter by connecting elements 34 (shown schematically as center lines). In addition, the rear engine mounting 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 connection axis 38 linking the first end 36.1 of the first shackle 36 and the motor 16, ii. a first connecting axis beam 40 linking the second end 36.2 of the first shackle 36 and the transverse beam 32, iii. a second connecting beam axis 42 linking 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 linking the first end 44.1 of the second shackle 44 and the motor 16, ii. a third connecting beam axis 48 linking the second end 44.2 of the second shackle 44 and the transverse beam 32; c. an emergency link axis 50, directly connecting the cross beam 32 and the motor 16 in case of failure of one of the two shackles 36, 44.

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

[0010] Even if the first and second shackles 36, 44 allow the distance separating the first and second motor link axes 38, 46 to be increased, the latter cannot be separated by a very large angle α.

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

[0012] Consequently, the motor mounting system 22 comprises several anchor points on the motor 16, distributed in several transverse planes PI, P2, P3 offset along the longitudinal direction. Also, the motor 16 must be configured to withstand certain stresses, such as torsional and / or bending stresses, generated by the transmission of forces between the motor 16 and the primary structure 20 of the mast at several anchor points positioned in several transverse planes PI, P2, P3 offset along the longitudinal direction, and ensure the transmission of forces between the motor 16 and the motor mounting system 22 at these various anchor points positioned in several transverse planes, which tends to complicate the design of the motor 16.

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

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

[0015] According to the invention, the primary structure comprises a central body, at least two right and left extensions positioned on either side of the central body and connected to it, at least one right reinforcement connecting the first and second right extensions, and at least one left reinforcement connecting the first and second left extensions. The first right and left extensions are offset forward along a longitudinal direction parallel to the axis of the motorization relative to the second right and left extensions and are positioned substantially in a first transverse plane. In addition, the motor mounting system comprises at least three connections, each having a first anchor point integral with the primary structure and a second anchor point integral with the motorization. as well as a joint linking the first and second anchor points, at least two first anchor points being attached to 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 stresses in the motor, particularly torsional and / or bending stresses, generated due to the transfer of forces between the motor and the primary structure. Thus, it is potentially possible to simplify the motor design and improve its performance by optimizing force transfers within the motor's structural frame. This also allows for optimization of the overall mass of the motor and the management of clearances between rotating and fixed elements.

[0017] According to another feature, the links of the motor attachment system are arranged symmetrically with respect to the vertical median plane and have first anchor points integral with the first right and left extensions.

[0018] According to another feature, the motor 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 feature, the third and fourth links are positioned on either side of the vertical median plane, in planes which form an angle with the vertical median plane between 25 and 65°.

[0020] According to another feature, the motor attachment system includes a fifth link positioned at the level of the vertical median plane, under the motorization.

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

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

[0023] According to another feature, 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 and 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 feature, on either side of the vertical median plane, the first and second right or left extensions are connected by two first reinforcements that are roughly horizontal, one positioned at the level of the horizontal median plane and another offset downwards relative to the horizontal median plane.

[0025] According to another feature, the primary structure includes third right and left extensions positioned on either side of the central body, offset towards the rear with respect to the second right and left extensions, at least one third right reinforcement connecting the second and third right extensions and at least one third left reinforcement connecting the second and third left extensions.

[0026] According to another feature, 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 feature, 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 line with a first horizontal reinforcement.

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

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

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

[0031] According to another feature, each of the first and second supports comprises several parts connected together in a detachable manner to allow the motorization to be positioned in the annular shape.

[0032] According to a first variant, all the second anchor points are integral with the blower housing.

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

[0034] According to another feature, the motor attachment system comprises main links positioned in the second transverse plane and configured to ensure transmission of the main forces between the motor and the structure primary as well as at least one secondary link configured to ensure a transfer of forces between the motorization and the primary structure in the event of breakage or damage to at least one of the main links and / or to ensure a transmission of small secondary forces between the motorization and the primary structure in normal operation.

[0035] Other features and advantages will become apparent from the following description of the invention, given by way of example only, with reference to the accompanying 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 realization of prior art,

[0038] [Fig.3] is a front view of a rear engine mount which illustrates a mode of realization of prior art,

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

[0040] [Fig. 5] is a side view of the motor, mast and 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 motor mounting 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 motor, a mast and a system engine attachment illustrating a second embodiment of the invention,

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

[0046] [Fig. 11] is a front view of the motor mounting 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 link of a motor attachment system illustrating one embodiment of the invention,

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

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

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

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

[0053] An aircraft comprises at least one wing and at least one propulsion assembly 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 motor 52 and a nacelle (not shown) positioned around the motor 52. In addition, the mast comprises a primary structure 54 connected to the motor 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 motor 52 and the wing.

[0055] The engine 52 extends between front and rear extremities 52.1, 52.2 and comprises a substantially cylindrical fan casing 58 extending between front and rear extremities 58.1, 58.2, positioned respectively at the front and rear transverse planes, and a reactor core 60 extending between the front and rear extremities and having an engine shaft A52. In one configuration, the reactor core 60 comprises a cylindrical or frustoconical tubular wall 60.1, 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 and 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 extending between front and rear extremities and having a lower face 64.1 oriented towards the motor 52, as well as right and left lateral faces 64.2, 64.3. In one configuration, the lower and lateral faces 64.1, 64.2, 64.3 are approximately flat, 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 possible. Generally, the central body 62 has cross-sections that increase in size from the front extremity to the rear extremity.

[0058] According to one arrangement, the primary structure 54 is substantially symmetric 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 along the longitudinal direction. Each section 66.1, 66.2, 66.3 has a hollow box structure.

[0060] According to one feature 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 along the longitudinal direction and connected to each other by at least one right-hand reinforcement 72.1, 72.2 and at least the first and second left-hand extensions 68.2, 70.2 connected to the central body 62, offset from each other along the longitudinal direction and connected to each other by at least one left-hand reinforcement. Each of the first and second right-hand extensions 68.1, 70.1 comprises at least one right-hand section further from the vertical median plane PMV than the right lateral face 64.2 of the central body 62 and offset downwards from the lower face 64.1. Each of the first and second left-hand extensions 68.2, 70.2 comprises at least one left-hand section further from the vertical median plane PMV than the left lateral face 64.3 of the central body 62 and offset downwards from 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 an approximately annular shape configured to surround the motor 52. According to one configuration visible in particular in Figures 11 and 12, each of the first and second supports 68, 70 comprises several parts 74, 76 connected to each other in a detachable manner to allow the motor 52 to be positioned in the annular shape. According to one arrangement, each of the first and second annular supports 68, 70 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 with respect 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 ability to assemble and disassemble the different parts 74, 76 of the first and second supports 68, 70 allows each of them to be positioned around the motor 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 right or left reinforcement 72.1 substantially horizontal, positioned approximately in the horizontal median plane PMH.

[0068] According to embodiments shown 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, and 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. In one arrangement, for each second oblique reinforcement 72.2, the front end 72.2a is adjacent to the first horizontal reinforcement 72.1 and the rear end 72.2b is adjacent to 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 reinforcements 72.1, 72.1' substantially horizontal, 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 an arrangement, for each second oblique reinforcement 72.2, the front end 72.2a adjoins the first reinforcement 72.1 located at the level of 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 motor 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 rearward 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, and at least one third left reinforcement connecting the second and third left extensions 70.2, 80.2. Even with the presence of a third support 80, the majority of the forces and stresses are transmitted to the central body 62 via the first and second supports 68, 70. Only inertial loads from the motor 52 are transmitted via the third support 80.

[0071] In 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. In another 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. In 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 right-hand oblique reinforcement 82.1. In addition, the second and third left extensions 70.2, 80.2 are connected by a third left-hand oblique 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 line with 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 oblique third and fourth right reinforcements 82.1, 82.2. In addition, the second and third left extensions 70.2, 80.2 are connected by oblique third and fourth 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 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. 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 line with 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 linking at least one of the supports 68, 70, 80 and the central body 62. As an example, the third support 80 is linked 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 alternately supports 68, 70, 80 and sections 66.1, 66.2, 66.3, the first support 68 being the most forward 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-section 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 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 relatively small thickness (dimension taken along the longitudinal direction) compared to the total length (dimension taken along 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 level of the first and second ends 86.1, 86.2 of the cylindrical body 86. Each of the first and second end pieces has 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(s), into which the cylindrical body 86 can be fitted. The cylindrical bodies 86 and the end caps 88.1, 88.2 of the various reinforcements can 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. Regardless of 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 it, at least one right reinforcement 72.1, 72.2 connecting the first and second right extensions 68.1, 70.1 and 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 substantially coplanar front faces F (oriented towards the front end 52.1 of the motorization 52) positioned in a first transverse plane PT1, as illustrated in [Fig.5].

[0081] According to one feature of the invention, the motor attachment system 56 comprises at least three links 56.1 to 56.3 each having a first anchor point A attached to the primary structure 54, a second anchor point B attached to the motorization 52 and a joint 90 connecting the first and second anchor points A, B.

[0082] According to embodiments visible in Figures 4 to 7, 14 and 15, the motor 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 PMH, 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 an angle [3 (visible in [Fig. 7]) of between 25 and 65° with the vertical median plane PMV.

[0083] According to other embodiments visible in Figures 9 to 11, 16 and 17, the motor 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. 1 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 PMH, 3h and 9h. The third and fourth links 56.3, 56.4 are positioned on either side of the vertical median plane PMV, in planes that 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, below the drive unit 52. Increasing the number of links from 56.1 to 56.5 allows for the distribution of forces and reduces the forces applied to each link.

[0084] Of course, the invention is not limited to these numbers of links 56.1 to 56.5 and to these arrangements for the links 56.1 to 56.5 of the motor attachment system 56. Whatever the embodiment, the motor attachment system 56 comprises at least three links 56.1 to 56.3 each having a first anchor point A integral with the primary structure 54, a second anchor point B integral with the motorization 52 and a joint 90 connecting the first and second anchor points A, B; at least two first anchor points A being integral with the first right and left extensions 68.1, 68.2, the second anchor points B being located approximately in the same second transverse plane.Positioning the second anchor points in the same transverse plane tends to reduce the stresses in the motorization 52, particularly torsion and / or bending stresses, generated due to the transfer of forces between the motorization 52 and the primary structure 54.

[0085] According to a preferred embodiment, the links 56.1 to 56.5 of the motor attachment system 56 are arranged symmetrically with respect to the vertical median plane PMV and have first anchorage points A attached to the first right and left extensions 68.1, 68.2. According to one arrangement, the first anchorage 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 anchor points B are integral with the fan casing 58. Preferably, they are positioned on the outer surface F58, near or at the rear end 58.2 of the fan casing 58. According to embodiments visible in Figures 4 to 12, all the second anchor points B are integral with the reactor core 60. Preferably, they are positioned at the level of the tubular wall 60.1 of the reactor core 60.

[0087] The fact that at least one second anchor point B is not provided integrally with the fan casing 58 and at least one second anchor point B is integrally with 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 anchor points B on the motor 52. In the case of second anchor 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 anchor 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 dimensioned 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 airflows 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 transfer 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 on [Fig. 13], the joint 90 of each of the links 56.1 to 56.5 of the motor attachment system 56 positioned in the second transverse plane includes at least one pivot axis A96 substantially parallel to the longitudinal direction X. According to a preferred configuration, the joint 90 is ball-jointed.

[0091] According to one embodiment, each joint 90 comprises a main wing 92 integral with a first element from the drive 52 and the primary structure 54, a clevis 94 integral with a second element, different from the first element, from the drive 52 and the primary structure 54, and a cylindrical body 96 passing through the clevis 94 and the main wing 92 and having a pivot axis A96. The clevis 94 comprises two slightly spaced secondary wings 94.1, 94.2 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 clevis 94 by at least one pivot joint. 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 link 56.1 to 56.5 of the motor attachment system 56, when the main wing 90 is attached to the motor 52, the main wing 90 is connected to the motor 52 at a second anchor point B.

[0093] For each link 56.1 to 56.5 of the motor attachment system 56, when the clevis 94 is integral with the motorization 52, the secondary wings 94.1, 94.2 are connected to the motorization on either side of a second anchorage point B.

[0094] The various links 56.1, 56.5 of the motor attachment system 56 include indifferently one another a main wing 92 or a clevis 94 integral with the motor 52. Whatever the embodiment of the joints 90, the second anchorage points B of the various links 56.1, 56.5 of the motor 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 the only links 56.1, 56.5 of the motor attachment system 56 previously described.

[0096] According to a second variant, the motor 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 motor 52 and the primary structure 54, in particular the forces relating to the mass of the motor 52 and its thrust, as well as at least one secondary link 100 (shown schematically in Figures 5 and 17) configured to ensure resumption of forces between the motor 52 and the primary structure 54 in the event of failure or damage to at least one of the main links 56.1 to 56.5 (as a prior art backup connection) and / or ensure the transmission of weak secondary forces, such as inertial and / or stabilizing forces, between the drive unit 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 that are not loaded in normal operation or a flexible link that is not under tension in normal operation connecting the drive unit 52 and the primary structure 54.

[0097] According to a preferred configuration visible in [Fig. 5], the secondary link(s) 100 is / 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 link(s) notably ensure the transfer of inertial loads from the propulsion system 52 which pass through the third support 80. Alternatively, the secondary link 10 can be offset rearward relative to the third support 80, as illustrated in [Fig. 17], or offset forward.

[0098] Regardless of the embodiment, the majority or even all of the forces between the motor 52 and the primary structure 54 are transmitted, in normal operation, via anchor points B positioned at the level of the motor 52, positioned approximately in the same transverse plane, which makes it possible to reduce in the The motor 52 addresses the constraints related to the transfer of forces between the motor 52 and the primary structure 54, and ultimately, potentially simplifies the design of the motor 52. According to another advantage, the invention allows for a reduction in the number of anchor points A and B at the level of the primary structure 54 of the mast and the motor 52. Furthermore, 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 apart as possible.

Claims

Demands

1. Aircraft comprising at least one propulsion assembly including an engine (52) which has an engine shaft (A52) and vertical and horizontal median planes (PMV, PMH) passing through the engine shaft (A52), at least one primary structure (54) of a mast and at least one engine attachment system (56) connecting the engine (52) and the primary structure (54), the engine (52) including a fan casing (58) and 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 it, at least one right reinforcement (72.1, 72.2) connecting the first and second right extensions (68.1, 70.1) and 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 having a first anchorage point (A) integral with the primary structure (54), a second anchorage point (B) integral with the motorization (52) and a joint (90) connecting the first and second anchorage points (A, B), at least two first anchorage points (A) being integral with the first right and left extensions (68.1, 68.2), the second anchorage points (B) being located approximately in the same second transverse plane.

2. Aircraft according to claim 1, characterized in that the links (56.1 to 56.5) of the engine attachment system (56) are arranged symmetrically with respect to the vertical median plane (VMP) and have first anchorage 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 (PMV), approximately at the level of the horizontal median plane (PMH).

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 (VMP), in planes which form with the vertical median plane (VMP) an angle between 25 and 65°.

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

6. Aircraft according to any 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 transfer 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 any one of the preceding claims characterized in that, on either side of the vertical median plane (VMP), 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 (HMP), and by a second oblique reinforcement (72.2) which has a forward 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 forward end.

9. Aircraft according to the preceding claim, characterized in that, on either side of the vertical median plane (VMP), 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 (HMP) and another offset downwards with respect to the horizontal median plane (HMP).

10. Aircraft according to any 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 rearward relative to the second extensions 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) and 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 (VMP), 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 forward end of each third oblique reinforcement (82.1, 82.2) being positioned in line with a first horizontal reinforcement (72.1, 72.1').

13. Aircraft according to any one of the preceding claims, characterized in that the first right and left extensions (68.1, 68.2) are connected together 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 together 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 together 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 engine (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 to each other in a detachable manner

17.

18.

19. to be able to position the motor (52) in the annular shape. Aircraft according to one of the preceding claims, characterized in that all second anchor points (B) are integral with the fan casing (58). Aircraft according to any one of claims 1 to 16, characterized in that all second anchor points (B) are integral with the reactor core (60). Aircraft according to any 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) and at least one secondary link (100) configured to ensure resumption of forces between the engine (52) and the primary structure (54) in the event of rupture or damage to at least one of the main links (56.1 to 56.5) and / or to ensure transmission of low secondary forces between the engine (52) and the primary structure (54) in normal operation.

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