Aircraft engine attachment system comprising a two-point shackle equipped with at least one stop, aircraft comprising at least one such engine attachment system

Abstract

Aircraft engine attachment system comprising a two-point shackle equipped with at least one stop, aircraft comprising at least one such engine attachment system The invention relates to an engine attachment system connecting a powerplant and a primary structure of a mast of an aircraft and comprising: at least one clevis (100) secured to the primary structure or the powerplant, at least one two-point shackle (78) which comprises a body (93), an extension (104) forming a single piece with the body (93), at least one first stop (108) connected to the extension (104) and facing a first wing (100.1) of the clevis (100) and / or at least one second stop (110) connected to the extension (104) and facing a second wing (100.2) of the clevis (100), a connecting pin (80) housed in a orifice (94) passing through the body (93), a ball joint (94.1) positioned in the orifice (94), interposed between the body (93) and the connecting axis (80).The invention also relates to an aircraft comprising at least one such engine attachment system. Figure 9.

Description

Title of the invention: Aircraft engine attachment system comprising a two-point shackle equipped with at least one stop, aircraft comprising at least one such engine attachment system

[0001] The present application relates to an aircraft engine attachment system comprising a two-point shackle equipped with at least one stop and to an aircraft comprising at least one such engine attachment system.

[0002] According to an embodiment visible in Figures 1 and 2, an aircraft 10 comprises several propulsion units 12 positioned under each of the wings 14 of the aircraft. Each propulsion unit 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] For the present invention, a longitudinal direction X is substantially parallel to the axis of rotation A16 of the motorization 16. A horizontal transverse direction Y is a horizontal direction and perpendicular to the axis of rotation A16. A vertical direction is noted Z in the various figures.

[0004] 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 thrust forces.

[0005] According to an embodiment visible in [Fig.3], for the rear engine attachment system 28, the primary structure 20 comprises a sole 32 positioned approximately in a horizontal plane.

[0006] In addition, the rear engine attachment system 28 comprises a transverse beam 34 which has a bearing face F34 pressed against the sole 32, the transverse beam 34 being connected to the primary structure 20 by connecting elements 36.

[0007] The rear engine attachment system 28 comprises: a. a first three-point L-shaped shackle 38 which has a first end 38.1, a second end 38.2 and an intermediate zone 38.3, i. a first motor connecting shaft 40 connecting the first end 38.1 of the first shackle 38 and the motorization 16, ii. a first beam connecting axis 42 connecting the second end 38.2 of the first shackle 38 and the transverse beam 34, üi. a second beam connecting axis 44 connecting the intermediate zone 38.3 of the first shackle 38 and the transverse beam 34; b. a second two-point shackle 46 which has first and second ends 46.1, 46.2, i. a second motor connecting shaft 48 connecting the first end 46.1 of the second shackle 46 and the motorization 16, ii. a third beam connecting axis 50 connecting the second end 46.2 of the second shackle 46 and the transverse beam 34; c. an emergency connecting axis 52, directly connecting the transverse beam 34 and the motorization 16 in the event of a failure, positioned at the level of the vertical median plane PMV.

[0008] The second two-point shackle 46 comprises a first orifice 54 configured to house the second motor connecting pin 48, a second orifice 56 configured to house the third beam connecting pin 50, first and second faces F46, F46' substantially parallel to each other and perpendicular to the axes of the first and second orifices 54, 56 as well as an edge 58 connecting the first and second faces F46, F46', substantially perpendicular to the latter. The second two-point shackle 46 comprises a first edge 60.1 connecting the first face F46 and the edge 58 as well as a second edge 60.2 connecting the second face F46' and the edge 58. These first and second edges 60.1, 60.2 may be chamfered.

[0009] At the level of the second shackle 46, the rear engine attachment system 28 comprises a first ball joint 54.1 inserted between the first orifice 54 and the second engine connection axis 48 as well as a second ball joint 56.1 inserted between the second orifice 56 and the third beam connection axis 50.

[0010] For each motor connection shaft 40, 48, the motorization 16 comprises a motor yoke 62 having first and second wings 62.1, 62.2 which support the corresponding motor connection shaft 40, 48 and are spaced apart so as to house the first ball joint 54.1.

[0011] For each beam connecting axis 42, 44, 50, the transverse beam 34 comprises a beam yoke 64 having first and second wings 64.1, 64.2 which support the corresponding beam connecting axis 42, 44, 50 and are spaced apart so as to house the second ball joint 56.1.

[0012] In operation, each of the first and second ball joints 54.1, 56.1 allows a first rotation due to the different load cases as well as the different expansion phenomena between the motorization 16 and the primary structure 20. As illustrated in [Fig. 5], the first and second ball joints 54.1, 56.1 allow the second shackle 46 to pivot about a pivot axis AP passing through the centers C54.1, C56.1 of the balls of the first and second links ball joints 54.1, 56.1. Due to these random rotations about the pivot axis AP, the second shackle 46 may come into contact with one of the first and second wings 62.1, 62.2 of the engine yoke 62 and / or with one of the first and second wings 64.1, 64.2 of the beam yoke 64, as illustrated in [Fig. 5]. These contacts may cause damage to the second shackle 46, to the engine yoke 62 and / or to the beam yoke 64.

[0013] Therefore, during operation of the aircraft, it is necessary to regularly check the second shackle 46 and the yokes 62, 64 to which it is connected in order to ensure that they are not damaged.

[0014] The present invention aims to remedy all or part of the drawbacks of the prior art.

[0015] To this end, the invention relates to an engine attachment system for an aircraft configured to connect a primary engine and structure of a mast of the aircraft, said engine attachment system comprising: a. at least one first two-point shackle which comprises a body and first and second orifices opening at the first and second faces of the body, b. at least a first yoke, secured to a first element among the primary structure and the motorization, which has first and second wings, c. a first connecting pin passing through the first orifice and connecting the first shackle and the first clevis, d. a second connecting axis passing through the second orifice and configured to connect the first shackle and a second element, different from the first element, among the primary structure and the motorization, e. a first ball joint positioned in the first orifice, interposed between the body and the first connecting axis, f. a second ball joint positioned in the second orifice, interposed between the body and the first connecting axis.

[0016] According to the invention, the first two-point shackle comprises: a. at least one extension at least partially positioned between the first and second wings of the first yoke, said extension comprising first and second faces substantially parallel to each other and oriented respectively towards the first and second wings of the first yoke, the body and the extension forming a single piece, b. at least one first stop connected to the extension, positioned projecting relative to the first face of the extension and facing the first wing of the first yoke, and / or at least one second stop connected to the extension, po located projecting from the second face of the extension and facing the second wing of the first screed.

[0017] This solution makes it possible to avoid the risks of damage to the body of the first shackle when the latter pivots due, for example, to expansion phenomena.

[0018] According to another characteristic, the first two-point shackle comprises first and second stops respectively comprising first and second contact faces substantially parallel to each other and separated by a distance less than a distance separating the first and second wings of the first yoke.

[0019] According to another characteristic, each of the first and second stops is connected to the extension by a removable connection.

[0020] According to another characteristic, the extension comprises a through hole. In addition, at least one of the first and second stops comprises a rod housed in the through hole.

[0021] According to another characteristic, the first stop comprises a first head projecting relative to the first face of the extension as well as a first rod integral with the first head and housed in the through hole, the second stop comprising a second head projecting relative to the second face of the extension as well as a second rod integral with the second head and housed in the through hole, the first and second rods sliding one inside the other.

[0022] According to another characteristic, an outer rod among the first and second rods is tubular, an outer head among the first and second heads, connected to the outer rod, being annular. In addition, an inner rod, different from the outer rod among the first and second rods, has an outer diameter substantially equal to the inner diameters of the outer rod and head so as to be able to slide in the latter.

[0023] According to a variant, the through hole has an internal diameter substantially equal to the external diameter of the outer rod.

[0024] According to another variant, the first two-point shackle comprises a ball joint inserted between the extension and the outer rod.

[0025] According to another characteristic, each of the first and second stops is made of a more malleable material than that of the first yoke.

[0026] According to another characteristic, the extension has a thickness less than that of the body of the first shackle.

[0027] According to another characteristic, the first and second faces of the extension are positioned in two planes located between the first and second faces of the body and approximately centered relative to the first and second faces of the body.

[0028] According to another characteristic, the engine attachment system comprises a beam transverse beam configured to be connected to the primary structure, the first yoke being integral with said transverse beam, the first connecting axis being a first beam connecting axis connecting the transverse beam and the first two-point shackle, the second connecting axis being a first motor connecting axis configured to connect the first two-point shackle and the motorization. In addition, the motor attachment system comprises: a. a second three-point L-shackle which has a first end, a second end and an intermediate zone, b. a second beam connecting axis connecting the first end of the second shackle and the transverse beam, c. a third beam connecting axis connecting the intermediate zone of the second shackle and the transverse beam, d. a second motor connecting shaft configured to connect the second shackle and the motorization.

[0029] The invention also relates to an aircraft which comprises at least one engine attachment system according to one of the preceding characteristics.

[0030] 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:

[0031] [Fig.l] is a side view of an aircraft,

[0032] [Fig.2] is a side view of a motorization without fairing,

[0033] [Fig.3] is a front view of an engine attachment system illustrating a method of rea prior art,

[0034] [Fig.4] is a perspective view of a two-point shackle illustrating a method of implementation of the prior art,

[0035] [Fig.5] is a side view of the engine attachment system visible in [Fig.3],

[0036] [Fig.6] is a front view of an engine attachment system illustrating a method of rea lization of the invention,

[0037] [Fig.7] is a perspective view of a portion of the visible engine attachment system on [Fig.6],

[0038] [Fig.8] is a perspective view of a two-point shackle illustrating a method of realization of the invention,

[0039] [Fig.9] is a section along line IX-IX of the engine attachment system visible on the [Fig.6],

[0040] [Fig. 10] is a section along line XX of the engine attachment system visible in [Fig.6].

[0041] According to an embodiment visible in [Fig.6], an aircraft engine attachment system 70 connects an engine 72 and a primary structure 74 of an aircraft.

[0042] According to one embodiment, the engine attachment system 70 comprises: a. a transverse beam 76 configured to be connected to the primary structure 74; b. a first two-point shackle 78 which has first and second ends 78.1, 78.2, i. a first beam connecting axis 80 connecting the first end 78.1 of the first shackle 78 and the transverse beam 76, ii. a first motor connecting shaft 82 configured to connect the second end 78.2 of the first shackle 78 and the motorization 72; c. a second three-point L-shaped shackle 84 which has a first end 84.1, a second end 84.2 and an intermediate zone 84.3, i. a second beam connecting axis 86 connecting the first end 84.1 of the second shackle 84 and the transverse beam 76, ii. a third beam connecting axis 88 connecting the intermediate zone 84.3 of the second shackle 84 and the transverse beam 76, iii. a second motor connecting shaft 90 configured to connect the second end 84.2 of the second shackle 84 and the motorization 72; d. an emergency connecting axis 92, configured to connect the transverse beam 76 and the motorization 72 in the event of a failure, positioned between the first and second shackles 78, 84 at a vertical median plane PMV.

[0043] The first two-point shackle 78 comprises a body 93 which extends between the first and second ends 78.1, 78.2 and comprises: a. a first orifice 94 passing through the body 93, configured to house the first beam connecting axis 80, b. a second orifice 96 passing through the body 93, configured to house the first motor connecting shaft 82, c. first and second faces F93, F93', substantially parallel to each other and perpendicular to the axes of the first and second orifices 94, 96, at the level of which the first and second orifices 94, 96 open, d. a song 98 connecting the first and second faces F93, F93', substantially perpendicular to the latter.

[0044] The engine attachment system 70 comprises a first ball joint 94.1 positioned in the first orifice 94 and interposed between the body 93 and the first connecting axis 80 as well as a second ball joint 96.1 positioned in the second orifice 96 and interposed between the body 93 and the first connecting axis 82.

[0045] To support the first beam connection axis 80, the transverse beam 76 comprises a beam yoke 100 which has first and second wings 100.1 and 100.2 respectively comprising first and second internal faces F100.1, F100.2 oriented towards each other.

[0046] To support the first motor connecting axis 82, the motorization 72 comprises a motor yoke 102.

[0047] Of course, the invention is not limited to this embodiment for the engine attachment system 70.

[0048] Whatever the embodiment, the engine attachment system 70 comprises: a. at least one first two-point shackle 78 which has a body 93 as well as first and second orifices 94, 96 passing through the body 93, b. at least one first yoke 100, secured to a first element among a primary structure 74 of a mast and a motorization 72 of an aircraft, which has first and second wings 100.1 and 100.2 respectively comprising first and second internal faces F100.1, F100.2 oriented towards each other, c. a first connecting axis 80 passing through the first orifice 94 and connecting the first shackle 78 and the first yoke 100, d. a second connecting axis 82 passing through the second orifice 96 and configured to connect the second end 78.2 of the first shackle 78 and a second element, different from the first element, among the primary structure 74 and the motorization 72.

[0049] The first and second internal faces F100.1, F100.2 face respectively the first and second faces F93, F93' of the body 93 of the first two-point shackle 78.

[0050] According to a feature of the invention, the first two-point shackle 78 comprises at least one extension 104 projecting relative to its edge 98, at least partially positioned between the first and second wings 100.1, 100.2 of the first yoke 100. The body 93 and the extension 104 of the first two-point shackle 78 are made in one piece and form only one part.

[0051] This extension 104 has first and second flat faces F104, F104', substantially parallel to each other and oriented respectively towards the first and second wings 100.1, 100.2 of the first yoke 100, as well as a periphery 106 connecting the first and second faces F104, 104'. According to one arrangement, the first and second faces F104, F104' of the extension 104 are parallel to the first and second faces F93, F93' of the body 93 of the first shackle 78.

[0052] According to one configuration, the extension 104 has a thickness (distance separating the first and second faces F104, F104' of the extension 104) less than that of the body 93 of the first shackle 78. The first and second faces F104, F104' of the extension 104 are positioned in two planes located between the first and second faces F93, F93' of the body 93 of the first shackle 78 and approximately centered relative to the first and second faces F93, F93' of the body 93. Alternatively, the extension 104 may have a thickness greater than or equal to that of the body 93.

[0053] According to one arrangement, the first two-point shackle 78 comprises a first offset DI (distance measured in a direction perpendicular to the faces F93, F93', F104, F104') between the first faces F93, F104 of the body 93 and the extension 104 and / or a second offset D2 between the second faces F93', F104' of the body 93 and the extension F104.

[0054] According to a characteristic of the invention, the first two-point shackle 78 comprises at least one first stop 108 connected to the extension 104, positioned projecting relative to the first face F104 of the extension 104 and facing the first wing 100.1 of the yoke 100, and / or at least one second stop 110 connected to the extension 104, positioned projecting relative to the second face F104' of the extension 104 and facing the second wing 100.2 of the yoke 100. Each of the first and second stops 108, 110 is dimensioned so that when said first or second stop 108, 110 is in contact with the yoke 100, the rest of the shackle and in particular its body 93 and its extension 104 are spaced from the yoke 100. This arrangement makes it possible to avoid the risks of damage to the body 93 and / or the extension 104 of the shackle 78.

[0055] The first and second stops 108, 110 respectively comprise first and second contact faces F108, F110, substantially parallel to each other and to the first and second faces F104, F104' of the extension 104, configured to be in contact with the yoke 100. The first and second contact faces F108, F110 are separated by a distance less than a distance separating the first and second wings 100.1, 100.2 of the yoke 100 to allow the first two-point shackle 78 to pivot relative to the first and second connecting axes 80, 82 in particular due to different expansion phenomena between the motorization 72 and the primary structure 74. Thus, the first and second contact faces F108, F110 are never simultaneously in contact with the yoke 100.

[0056] According to one configuration, the first stop 108 has a height (distance separating the first contact face F108 and the first face F104 of the extension 104) greater than the first offset D1. The second stop 110 has a height (distance separating the second contact face F110 and the second face F104' of the extension 104) greater than the second offset D2.

[0057] According to one embodiment, each of the first and second stops 108, 110 is connected to the extension 104 by a removable connection so that it can be changed in the event of wear. Thus, only the first or second stop 108, 110 (and not the entire first shackle 78) is changed in the event of wear.

[0058] According to one configuration, each of the first and second stops 108, 110 is made of a more malleable material than that of the yoke 100. Thus, in the event of an impact between the first or second stop 108, 110 and the yoke 100, only the first or second stop 108, 110 is marked. The yoke 100 does not suffer any damage.

[0059] According to one embodiment, the extension 104 comprises a through hole 112 which opens at the level of the first and second faces F104, F104' of the extension 104 and has an axis A1 12 substantially perpendicular to the first and second faces F104, F104' of the extension 104.

[0060] According to one arrangement, the straight line which passes through the axes A1 12, A94 of the through hole 112 of the extension 104 and of the first orifice 94 of the body 93 and that which passes through the axes A94, A96 of the first and second orifices 94, 96 of the body 93 form an angle of between 75 and 90°. The axes A1 12, A94 of the through hole 112 and of the first orifice 94 are separated by a distance of between half and one time a distance separating the axes A94, A96 of the first and second orifices 94, 96 of the body 93.

[0061] The first stop 108 comprises a first head 108.1 projecting relative to the first face F104 of the extension 104 as well as a first rod 108.2 secured to the first head 108.1 and housed in the through hole 112. The second stop 110 comprises a second head 110.1 projecting relative to the second face F104' of the extension 104 as well as a second rod 110.2 secured to the second head 110.2 and housed in the through hole 112, the first and second rods 108.2, 110.2 sliding one inside the other.

[0062] According to a simplified variant, at least one of the first and second stops 108, 110 comprises a rod 108.2, 110.2 housed in the through hole 112.

[0063] According to one embodiment, the second rod 110.2 is cylindrical and has a given outer diameter. The second head 110.1 is cylindrical and substantially coaxial with the second rod 110.2 and has a diameter greater than that of the outer diameter of the second rod 110.2.

[0064] In addition, the first rod 108.2 is tubular and has an inner diameter substantially equal to the outer diameter of the second rod 110.2 to allow the latter to slide in the first rod 108.2. The first head 108.1 is annular and has an inner diameter substantially equal to the inner diameter of the first tubular rod 108.2 as well as an outer diameter greater than the outer diameter of the first rod 108.2. According to this embodiment, the second rod 110.2 of the second stop 110 slides in the first tubular rod 108.2 and the first head 108.1 is annular and has an inner diameter substantially equal to the inner diameter of the first tubular rod 108.2.

[0065] Alternatively, the first rod 108.2 of the first stop 108 is solid and configured to slide in the second head 110.1 and the second rod 110.2 of the second stop 110, which are hollow.

[0066] Thus, an outer rod among the first and second rods 108.2, 110.2 is tubular and has inner and outer diameters. An outer head among the first and second heads 108.1, 110.1, connected to the outer rod, is annular and has an inner diameter substantially equal to the inner diameter of the outer rod. In addition, an inner rod (different from the outer rod) among the first and second rods 108.2, 110.2 has an outer diameter substantially equal to the inner diameters of the outer rod and head so as to be able to slide in the latter.

[0067] According to one embodiment, the through hole 112 has an inner diameter substantially equal to the outer diameter of the outer rod 108.2, 110.2. According to this embodiment, the tubular outer rod can slide in the through hole 112 and the inner rod can slide in the outer rod.

[0068] According to another embodiment, the first two-point shackle 78 comprises a ball joint 114 interposed between the extension 108 and the outer rod. The ball joint 114 has an outer diameter substantially equal to the inner diameter of the through tube 112 as well as an inner diameter substantially equal to the outer diameter of the outer rod.

[0069] The fact of providing a ball joint 114 allows the first and second stops 108, 110 to have an orientation adaptable according to the orientation of the second shackle 78 at two points relative to the yoke 100. Thus, the first and second stops 108, 110 can pivot relative to the extension 104 so that when the first or second contact face F108, F110 is in contact with the internal face F100.1, F100.2 of the first or second wing 100.1, 100.2 of the yoke 100, it is substantially parallel to said internal face F100.1, F100.2.

Claims

Claims

1. Engine attachment system of an aircraft configured to connect an engine (72) and a primary structure (74) of a mast of the aircraft, said engine attachment system comprising: a. at least one first two-point shackle (78) which comprises a body (93) as well as first and second orifices (94, 96) opening at the first and second faces (F93, F93') of the body (93), b. at least a first yoke (100), secured to a first element among the primary structure (74) and the motorization (72), which has first and second wings (100.1, 100.2), c. a first connecting axis (80) passing through the first orifice (94) and connecting the first shackle (78) and the first clevis (100), d. a second connecting axis (82) passing through the second orifice (96) and configured to connect the first shackle (78) and a second element, different from the first element, among the primary structure (74) and the motorization (72), e. a first ball joint (94.1) positioned in the first orifice (94), interposed between the body (93) and the first connecting axis (80), f. a second ball joint (96.1) positioned in the second orifice (96), interposed between the body (93) and the first connecting axis (82), characterized in that the first two-point shackle (78) comprises: a. at least one extension (104) at least partially positioned between the first and second wings (100.1, 100.2) of the first yoke (100), said extension (104) comprising first and second faces (F104, F104') substantially parallel to each other and oriented respectively towards the first and second wings (100.1, 100.2) of the first yoke (100), the body (93) and the extension (104) forming a single piece, b. at least one first stop (108) connected to the extension (104), positioned projecting relative to the first face (F104) of the extension (104) and facing the first wing (100.1) of the first yoke (100), and / or at least one second stop (110) connected to the extension (104), positioned projecting relative to the second face (F104') of the extension (104) and facing the second wing (100.2) of the first yoke (100).

2. Engine attachment system according to claim 1, characterized in that the first two-point shackle (78) comprises first and second stops (108, 110) respectively comprising first and second contact faces (F 108, F1 10) substantially parallel to each other and separated by a distance less than a distance separating the first and second wings (100.1, 100.2) of the first yoke (100).

3. Engine attachment system according to the preceding claim, characterized in that each of the first and second stops (108, 110) is connected to the extension (104) by a removable connection.

4. Fastening system according to the preceding claim, characterized in that the extension comprises a through hole (112) and in that at least one of the first and second stops (108, 110) comprises a rod (108.2, 110.2) housed in the through hole (112).

5. Engine attachment system according to the preceding claim, characterized in that the first stop (108) comprises a first head (108.1) projecting relative to the first face (F104) of the extension (104) as well as a first rod (108.2) integral with the first head (108.1) and housed in the through hole (112) and in that the second stop (110) comprises a second head (110.1) projecting relative to the second face (F104') of the extension (104) as well as a second rod (110.2) integral with the second head (110.2) and housed in the through hole (112), the first and second rods (108.2, 110.2) sliding one inside the other.

6. Engine attachment system according to the preceding claim, characterized in that an outer rod among the first and second rods (108.2, 110.2) is tubular, in that an outer head among the first and second heads (108.1, 110.1), connected to the outer rod, is annular and in that an inner rod, different from the outer rod among the first and second rods (108.2, 110.2), has a external diameter substantially equal to the internal diameters of the external rod and head so as to be able to slide in the latter.

7. Engine attachment system according to the preceding claim, characterized in that the through hole (112) has an internal diameter substantially equal to the external diameter of the external rod (108.2, 110.2).

8. Engine attachment system according to claim 6, characterized in that the first two-point shackle (78) comprises a ball joint (114) interposed between the extension (108) and the outer rod.

9. Engine attachment system according to one of the preceding claims, characterized in that each of the first and second stops (108, 110) is made of a more malleable material than that of the first yoke (100).

10. Engine attachment system according to one of the preceding claims, characterized in that the extension (104) has a thickness less than that of the body (93) of the first shackle (78).

11. Engine attachment systems according to one of the preceding claims, characterized in that the first and second faces (F104, F104') of the extension (104) are positioned in two planes located between the first and second faces (F93, F93') of the body (93) and approximately centered relative to the first and second faces (F93, F93') of the body (93).

12. Engine attachment system according to one of the preceding claims, characterized in that the engine attachment system comprises a transverse beam (76) configured to be connected to the primary structure (74), the first yoke (100) being integral with said transverse beam (76), the first connecting axis (80) being a first beam connecting axis connecting the transverse beam (76) and the first shackle (78) at two points, the second connecting axis (82) being a first engine connecting axis configured to connect the first shackle (78) at two points and the motorization (72) and in that the engine attachment system comprises: a. a second L-shaped three-point shackle (84) which has a first end (84.1), a second end (84.2) and an intermediate zone (84.3), b. a second beam connecting pin (86) connecting the first end (84.1) of the second shackle (84) and the cross beam (76), c.a third beam connecting axis (88) connecting the inter-zone. medial (84.3) of the second shackle (84) and the transverse beam (76), d. a second motor connecting axis (90) configured to connect the second shackle (84) and the motorization (72).

13. Aircraft comprising at least one engine attachment system according to one of the preceding claims.

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