SET COMPRISING AN AIRCRAFT TURBOMACHINE AND ITS MOUNTING PYLON

Abstract

The invention relates to an assembly (101) which comprises an aircraft turbomachine (103) and a pylon (105) for attaching the turbomachine (103). The turbomachine (103) extends longitudinally along an axis (X) and comprises, from upstream to downstream, a propeller, an upstream structural casing (109), an intermediate structural casing (111), a core (113) and a downstream structural casing (115). The assembly (101) comprises first and second suspension members (117, 119) located upstream of the core (113) and a third suspension member (121) located downstream of the core (113). This third suspension member (121) comprises a system (123) for extending its length (L) and means for controlling the adjustment of said length (L). Figure for the abstract: Fig. 2

Description

Title of the invention: ASSEMBLY COMPRISING AN AIRCRAFT TURBOMACHINE AND ITS PYLON HANGING Technical field

[0001] The invention relates to the field of suspension systems for turbomachines in an aircraft. It relates in particular to an assembly comprising an aircraft turbomachine and its suspension pylon. Prior art

[0002] There are currently several solutions for suspending a turbomachine from an element of an aircraft.

[0003] A first solution consists of the use, on the one hand, of two suspension planes, one upstream of the core (or in English "core" which notably comprises a compressor and a high-pressure turbine) of the turbomachine, the other downstream of the core of the turbomachine, and on the other hand, of a thrust recovery. The thrust recovery corresponds specifically to a blocking of the axial degree of freedom of the turbomachine while the two suspension planes allow the other degrees of freedom to be blocked.

[0004] A second solution consists of the use of structural nacelles, which allow the suspensions of the turbomachine to be rigidly linked. This solution makes it possible to counter the problem of clearance consumption (also called clearance closure, i.e. a clearance which is present in an initial / rest position, and which is consumed in an active position) induced by gravity loads. The splint principle which applies in this case results in hyperstaticity of the connection, which makes the core sensitive to aerodynamic and thrust loads while reducing weight effects.

[0005] Finally, a third solution consists of maintaining the core in a cantilevered position. In this approach, two suspension planes are placed upstream of the core, which makes it possible to reduce the consumption of clearances linked to aerodynamic loads, but in return increases the consumption of clearances linked to gravity loads.

[0006] A disadvantage of these solutions is the fact that it is not possible to reduce clearance consumption due to gravity loads while reducing clearance consumption due to aerodynamic loads. The performance of the turbomachine is thus degraded as a result.

[0007] This problem applies to all turbomachines, but more specifically to turbomachines with a so-called non-ducted architecture (i.e. in which the propeller is unducted), due to IP-type aerodynamic loads (i.e. loads for which the turbomachine undergoes a tilting force called IP mode) which are greater than on a ducted architecture.

[0008] For this type of architecture, it is known to suspend the turbomachine from the first two structural casings (i.e. the most upstream relative to the flow of the flow in the turbomachine) which results in maintaining approximately 50% of the mass of the turbomachine (including the core) in cantilever.

[0009] This approach protects the core from permanent IP-type loads and thrust forces, but significantly degrades clearance consumption at the core (in particular the high-pressure core stages) under gravity loads. This clearance consumption then leads to a degradation of the turbomachine's performance. Summary of the invention

[0010] The present invention provides a solution to these drawbacks.

[0011] Thus, one objective of the invention is to propose a suspension solution making it possible to reduce both the consumption of clearances linked to gravity loads and that linked to aerodynamic loads.

[0012] To this end, the invention according to a first aspect relates to an assembly comprising an aircraft turbomachine and a pylon for attaching the turbomachine to an element of the aircraft,

[0013] the turbomachine extending longitudinally along an axis and comprising from upstream to downstream, in the direction of gas flow, a propeller, an upstream structural casing, an intermediate structural casing, a core and a downstream structural casing,

[0014] said assembly further comprising, in a first plane, a first suspension member connected on the one hand to the pylon and on the other hand to the upstream structural casing, in a second plane, a second suspension member connected on the one hand to the pylon and on the other hand to the intermediate structural casing, and, in a third plane perpendicular to the axis, a third suspension member connected on the one hand to the pylon and on the other hand to the downstream structural casing,

[0015] said assembly being characterized in that the third suspension member comprises a system for extending its length and means for controlling the adjustment of said length.

[0016] The assembly according to the invention may comprise one or more of the following characteristics, taken in isolation from one another or in combination with one another:

[0017] - the extension system comprises a screw / nut connection and the control means include an electric motor configured to operate said screw / nut connection.

[0018] - the extension system comprises a hydraulic cylinder and the control means include a pump and a hydraulic reservoir configured to operate said hydraulic cylinder.

[0019] - the extension system is connected to the pylon by a first ball joint and to the downstream structural casing by a second ball joint.

[0020] - the variation in the length of the extension system is between 4 centimeters and 8 centimeters, preferably equal to 6 centimeters.

[0021] - the control means and the extension system have a response time included between 0.1 seconds and 0.8 seconds, preferably equal to 0.5 seconds.

[0022] - the control means are configured to adjust the length of the system extension depending on the aircraft's flight phases.

[0023] - the adjustment of the length of the extension system by the control means follows a pilot law determined from a database including aircraft data and data from a FADEC.

[0024] - the piloting law is previously determined from an angle of attack, from a altitude, Mach and engine speed of an aircraft.

[0025] The invention according to a second aspect further relates to an aircraft comprising an assembly according to the first aspect.

[0026] The invention according to a third aspect finally relates to a method for controlling the adjustment of the length of the extension system of the assembly according to the first aspect, said method comprising the following steps:

[0027] - the collection, by the processing unit, of aircraft data and FADEC data, and the determination, by said processing unit, from the collected data, of the loads applied to the turbomachine; and,

[0028] - the determination, from the determined loads and from data from a predetermined model, the length to which the extension system must be set. Brief description of the drawings

[0029] The invention will be better understood with the aid of the following description, given solely by way of example and with reference to the appended drawings in which:

[0030] [Fig.l] is a schematic representation of an assembly comprising an aircraft turbomachine and a pylon for attaching the turbomachine to an element of the aircraft according to a first embodiment of the invention;

[0031] [Fig.2] is a schematic representation of an assembly comprising an aircraft turbomachine and a pylon for attaching the turbomachine to an element of the aircraft according to a second embodiment of the invention;

[0032] [Fig. 3] is a schematic representation of an assembly comprising an aircraft turbomachine and a pylon for attaching the turbomachine to an element of the aircraft according to a third embodiment of the invention;

[0033] [Fig.4] is a schematic representation of an assembly comprising an aircraft turbomachine and a pylon for attaching the turbomachine to an element of the aircraft according to a fourth embodiment of the invention; and,

[0034] [Fig. 5] is a flowchart of a control law for the length of an extension system of a suspension member according to an embodiment of the invention. Description of the embodiments

[0035] With reference to [Fig.l] and [Fig.2], we will now describe embodiments of an assembly 101 comprising an aircraft turbomachine 103 and a pylon 105 for attaching the turbomachine 103 to an element of the aircraft 100.

[0036] The turbomachine 103 extends longitudinally along an axis X and comprises from upstream to downstream, in the direction of gas flow, a propeller 107 (only shown in [Fig.l]), an upstream structural casing 109, an intermediate structural casing 111, a core 113 and a downstream structural casing 115.

[0037] In the example shown, the propeller 107 is unducted. However, the invention also applies to a turbomachine in which the propeller (which is called a fan in this case) is ducted. Similarly, the invention also applies to an assembly which comprises a greater number of structural casings than the three structural casings shown in this example.

[0038] The assembly 101 also comprises a first suspension member 117 which is located in a plane PI, preferably perpendicular to the axis X, which is connected on the one hand to the pylon 105 and on the other hand to the upstream structural casing 109.

[0039] The assembly 101 also comprises a second suspension member 119 which is located in a plane P2, preferably perpendicular to the axis X, which is connected on the one hand to the pylon 105 and on the other hand to the intermediate structural casing 111.

[0040] Finally, in addition to the first suspension member 117 and the second suspension member 119 which correspond to a known suspension system in which the turbomachine 103 is held in a cantilevered position, the assembly 101 comprises a third suspension member 121 which is located in a plane P3 perpendicular to the axis X and which is connected on the one hand to the pylon 105 and on the other hand to the downstream structural casing 113. In other words, an additional suspension plane, downstream of the turbomachine 103, is added to its conventional cantilevered suspension obtained by two suspension planes upstream of the turbomachine 103.

[0041] In a particular embodiment, the third suspension member 121 may be rigid, that is to say it provides fixed support.

[0042] Furthermore, as can be seen in particular in [Fig.2], the third suspension member 121 comprises an extension system 123 of its length L. Means control 125, visible in figures 3 and 4 and described in more detail later, make it possible to control the adjustment of the length L of this extension system 123.

[0043] The extension system 123 is a rigid mechanical system whose length L can be modified on command. In other words, the modification of this length L is actively controlled by the control means 125, for example in response to an action by an operator or to received signals representative of a determined flight phase of an aircraft.

[0044] Furthermore, the modification of the length L of the extension system 123 can be carried out in both directions and, consequently, although the system is said to be extension, it allows in practice to carry out an elongation or a retraction of the suspension member 121 depending on the situation.

[0045] Thanks to the invention, the suspension of the turbomachine makes it possible to limit both the IP type loads and the thrust loads experienced by the core while reducing the gravity loads (in particular the vertical static gravity loads) also experienced by the core.

[0046] In the non-limiting example shown in [Fig. 2], the extension system 123 is connected to the pylon 105 by a first ball joint 127 and to the downstream structural casing 115 by a second ball joint 129. In other words, the extension system 123 is located between two ball joints which frame it on either side. Advantageously, the presence of ball joints on both sides makes it possible to maintain a constraint along the main axis of the extension system 123.

[0047] In a particular embodiment, the variation in the length L of the extension system 123 is between 4 centimeters and 8 centimeters, and is preferably equal to 6 centimeters. Such a variation is adapted to the dimensions of the turbomachine and to the forces undergone (such as the thrust, the IP forces, the IP moment) which are at the origin of a vertical displacement (i.e. orthogonal to the X axis) of the downstream structural casing 115.

[0048] [Fig. 3] shows a particular embodiment in which the extension system 123 is a screw / nut connection and the control means 125 comprise an electric motor 131 configured to actuate this screw / nut connection which causes a variation in the length of the extension system 123.

[0049] In the non-limiting example shown, the electric motor 131 forms, with power supply means 133 of said electric motor 131, a power block 135. The power supply means 133 may be, for example, an electric battery, an electrical circuit of the turbomachine or an electrical circuit of the aircraft. In all cases, they make it possible to supply the electric motor 131 with electrical energy so that the latter can actuate the screw / nut connection to modify the length of the extension system 123. Furthermore, in this example, the electric motor 131 is po located on the side of the pylon 105 (or even the aircraft), so as not to clutter / weigh down the turbomachine 103.

[0050] Furthermore, the electric motor 131 is controlled using data from the database 137, and received from the aircraft - referred to as aircraft data 139 - and from the FADEC 141 (from the English "Full Authority Digital Engine Control" also called a calculator in French).

[0051] Concretely, a processing unit 143 receives this data, and on the basis of this data, generates a command transmitted to the electric motor 131 to actuate said electric motor 131 so as to modify the length of the extension system 123 accordingly.

[0052] In this example, the processing unit 143 is included in the FADEC 141. In different embodiments it may be distinct from the FADEC, included in it or assimilated to it.

[0053] Thus, in this non-limiting example, the control means 125 comprise both the electric motor 131 configured to actuate the screw / nut connection of the extension system 123 and the processing unit 143 configured to control the electric motor 131.

[0054] [Fig.4] shows another particular embodiment in which the extension system 123 is a hydraulic cylinder and the control means 125 comprise a hydraulic pump 145 configured to actuate this cylinder which causes a variation in the length of the extension system 123.

[0055] In the non-limiting example shown, the hydraulic pump 145 forms, with supply means 147 of said hydraulic pump 145, a hydraulic power unit 149. The supply means 147 may be, for example, a hydraulic reservoir. In all cases, they make it possible to supply the hydraulic pump 149 so that the latter can actuate the hydraulic cylinder to modify the length of the extension system 123.

[0056] Furthermore, in this example, the hydraulic pump 145 and the hydraulic reservoir 147 are positioned on the side of the pylon 105 (or even of the aircraft), so as not to clutter / weigh down the turbomachine 103.

[0057] Furthermore, the hydraulic pump 145 is controlled using data from the database 137, received from the aircraft - referred to as aircraft data 139 - and from the FADEC 141 (from the English “Full Authority Digital Engine Control”).

[0058] Concretely, a processing unit 143 receives this data, and on the basis of this data, generates a command transmitted to the hydraulic pump 145 to actuate said hydraulic pump 145 so as to modify the length of the extension system 123 accordingly.

[0059] In this example, the processing unit 143 is distinct from the FADEC 141. In different embodiments it can be included in it or assimilated to it.

[0060] Thus, in this non-limiting example, the control means 125 comprise both the hydraulic pump 145 configured to actuate the screw / nut connection of the extension system 123 and the processing unit 143 configured to control the hydraulic pump 145.

[0061] The two embodiments described with reference to Figures 3 and 4 have different and complementary advantages and disadvantages. In this case, the use of a screw / nut connection is more robust while being less reactive while the use of a hydraulic cylinder is more reactive while being less robust.

[0062] As mentioned above, the piloting means 125 can be configured to adjust the length L of the extension system 123 as a function of flight phases of the aircraft 100. For example, the length L of the extension system 123 can thus be modified depending on whether the aircraft 100 is in a takeoff, landing, cruising or stationary phase.

[0063] More precisely, to do this, the adjustment of the length L of the extension system 123 by the control means 125 can follow a control law determined from the database 137 which includes the aircraft data 139 and the data from the FADEC 141. In this case, as stated above, the processing unit 143 generates, from the data received and the control law, commands (which are for example transmitted to the electric motor or to the hydraulic pump) which cause the modification of the length of the extension system 123.

[0064] In a particular embodiment, the piloting law in question is previously determined from an angle of attack, an altitude, a mach and an engine rotation speed of the aircraft 100. These data are included in the database 137 and may have been acquired, for example, via sensors equipping the turbomachine 103 or the aircraft 100 in general.

[0065] [Fig. 5] shows in more detail an example of implementation of a law for controlling the adjustment of the length L of the extension system 123. In other words, it is a mode of implementation of a method 500 for controlling the adjustment of the length L of the extension system 123 of the assembly 101 as described with reference to FIGS. 1 to 4.

[0066] In the example shown, the aircraft data 139 and the FADEC data 141 (which may include the examples listed above such as an angle of attack, an altitude, etc.) are collected by the processing unit 143 which implements, from this data, a step 501 of determining the loads applied to the turbomachine 103.

[0067] The next step 503 consists, from the loads determined in the previous step, in determining the length L to which the extension system 123 must be adjusted. A command can then be generated from this determined length.

[0068] Furthermore, in the non-limiting example shown, the determination of the length L (i.e. step 503) is also carried out from data from a predetermined model 151. In this case, the processing unit 143 can apply the loads determined using the data received to a model (for example an IFEM 3D type model, from the English “Integral Finite Element Model 3D” which is a finite element model of the entire assembly) providing for the deflection of the core 113 of the turbomachine 103 as a function of said loads in order to be able to determine the optimal length L of the third suspension member 121.

[0069] In a particular embodiment also, the control means 125 and the extension system 123 have a response time of between 0.1 seconds and 0.8 seconds, in particular between 0.4 seconds and 0.6 seconds, and preferably equal to 0.5 seconds. That is to say, for example, that the time elapsing between the emission of a command by the processing unit and its implementation by the electric motor and the screw / nut connection or by the hydraulic pump and the hydraulic cylinder is between 0.1 seconds and 0.8 seconds. Advantageously, such a response time is adapted to the time elapsing between the activation of a flight command and the reaction of the aircraft to said command.

Claims

Claims

1. Assembly (101) comprising an aircraft turbomachine (103) and a pylon (105) for attaching the turbomachine (103) to an element of the aircraft (100), the turbomachine (103) extending longitudinally along an axis (X) and comprising from upstream to downstream, in the direction of gas flow, a propeller (107), an upstream structural casing (109), an intermediate structural casing (111), a core (113) and a downstream structural casing (115), said assembly (101) further comprising, in a first plane (PI), a first suspension member (117) connected on the one hand to the pylon (105) and on the other hand to the upstream structural casing (109), in a second plane (P2), a second suspension member (119) connected on the one hand to the pylon (105) and on the other hand to the intermediate structural casing (111), and, in a third plane (P3) perpendicular to the axis (X), a third suspension member (121) connected on the one hand to the pylon (105) and on the other hand to the downstream structural casing (115),said assembly (101) being characterized in that the third suspension member (121) comprises an extension system (123) of its length (L) and means (125) for controlling the adjustment of said length (L).,

2. Assembly (101) according to claim 1, wherein the extension system (123) comprises a screw / nut connection and the control means (125) comprise at least one electric motor (131) configured to actuate said screw / nut connection.

3. Assembly (101) according to claim 1, wherein the extension system (123) comprises a hydraulic cylinder and the control means (125) comprise at least one hydraulic pump (145) configured to actuate said hydraulic cylinder.

4. Assembly (101) according to any one of the preceding claims, in which the extension system (123) is connected to the pylon (105) by a first ball joint (127) and to the downstream structural casing (115) by a second ball joint (129).

5. Assembly (101) according to any one of the preceding claims, in which the control means (125) and the extension system (123) have a response time of between 0.1 seconds and 0.8 seconds, preferably equal to 0.5 seconds.

6. An assembly (101) according to any preceding claim, wherein the control means (125) are configured to adjust the length (L) of the extension system (123) as a function of flight phases of the aircraft (100).

7. Assembly (101) according to claim 6, in which the adjustment of the length (L) of the extension system (123) by the piloting means (125) follows a piloting law determined from a database comprising aircraft data (139) and data from a FADEC (141).

8. Assembly (101) according to claim 7, in which the piloting law is previously determined from an angle of attack, an altitude, a mach and an engine rotation speed of an aircraft (100).

9. An aircraft (100) comprising an assembly (101) according to any one of the preceding claims.

10. Method (500) for controlling the adjustment of the length (L) of the extension system (123) of the assembly (101) according to any one of claims 1 to 8, comprising the following steps: - the collection (501), by the processing unit (143), of the aircraft data (139) and the FADEC data (141), and the determination (501), by said processing unit (143), from the collected data, of the loads applied to the turbomachine (103); and, - the determination (503), from the determined loads and from data from a predetermined model (151), of the length (L) to which the extension system (123) must be adjusted.

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