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 two-point shackle with an extension and stops addresses the issue of damage from pivoting and expansion in aircraft engine attachment systems by enabling controlled pivoting and impact absorption, enhancing durability and reducing maintenance.
Patent Information
- Authority / Receiving Office
- FR · FR
- Patent Type
- Patents
- Current Assignee / Owner
- Filing Date
- 2024-03-28
- Publication Date
- 2026-04-03
AI Technical Summary
The existing aircraft engine attachment systems suffer from damage due to random rotations and expansion phenomena between the engine and the primary structure, causing wear and tear on the shackles and connecting components.
Incorporation of a two-point shackle with an extension and stops that are connected to the clevis, allowing the shackle to pivot without direct contact, thereby preventing damage by maintaining a safe distance from the clevis and using malleable materials for the stops to absorb impacts.
The solution effectively prevents damage to the shackle and connected components by allowing for controlled pivoting and absorbing expansion forces, reducing maintenance needs and extending the system's lifespan.
Smart Images
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Abstract
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 shown in Figures 1 and 2, an aircraft 10 comprises several propulsion units 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] 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 denoted Z on the various figures.
[0004] 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 recovery of the thrust forces.
[0005] According to an embodiment visible in [Fig.3], for the rear engine attachment system 28, the primary structure 20 comprises a base 32 positioned approximately in a horizontal plane.
[0006] In addition, the rear engine attachment system 28 includes a cross beam 34 which has a bearing face F34 pressed against the base 32, the cross beam 34 being connected to the primary structure 20 by connecting elements 36.
[0007] The rear engine mounting 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 connection axis 40 linking the first end 38.1 of the first shackle 38 and the motor 16, ii. a first connecting axis beam 42 linking the second end 38.2 of the first shackle 38 and the transverse beam 34, üi. a second connecting axis beam 44 linking 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 linking the first end 46.1 of the second shackle 46 and the motor 16, ii. a third connecting beam axis 50 linking the second end 46.2 of the second shackle 46 and the transverse beam 34; c. an emergency link axis 52, directly connecting the cross beam 34 and the motorization 16 in case of failure, positioned at the level of the vertical median plane PMV.
[0008] The second two-point shackle 46 comprises a first opening 54 configured to house the second motor connecting shaft 48, a second opening 56 configured to house the third beam connecting shaft 50, first and second faces F46, F46' substantially parallel to each other and perpendicular to the axes of the first and second openings 54, 56, and an edge 58 connecting the first and second faces F46, F46', substantially perpendicular to them. The second two-point shackle 46 comprises a first edge 60.1 connecting the first face F46 and the edge 58, and 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 includes a first ball joint 54.1 interposed between the first orifice 54 and the second engine link axis 48 and a second ball joint 56.1 interposed between the second orifice 56 and the third beam link axis 50.
[0010] For each motor link shaft 40, 48, the motorization 16 includes a motor clevis 62 having first and second wings 62.1, 62.2 which support the corresponding motor link shaft 40, 48 and are spaced apart so as to accommodate the first ball joint 54.1.
[0011] For each beam connection axis 42, 44, 50, the transverse beam 34 includes a beam clevis 64 having first and second wings 64.1, 64.2 which support the corresponding beam connection axis 42, 44, 50 and are spaced apart so as to accommodate 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 motor 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 around a pivot axis AP passing through the centers C54.1, C56.1 of the balls of the first and second joints. ball joints 54.1, 56.1. Due to these random rotations around 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 motor 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, the motor yoke 62 and / or the beam yoke 64.
[0013] Therefore, during the operation of the aircraft, it is necessary to regularly check the second shackle 46 and the shackles 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 aircraft engine mounting system configured to connect an engine and a primary structure of an aircraft mast, said engine mounting system comprising: a. at least one first two-point shackle comprising a body and first and second openings at the first and second faces of the body, b. at least one first clevis, integral with a first element from among the primary structure and the motorization, which has first and second wings, c. a first connecting axis passing through the first opening and linking the first shackle and the first clevis, d. a second connecting axis passing through the second opening and configured to connect the first shackle and a second element, different from the first element, between the primary structure and the motorization, e. a first ball joint positioned in the first opening, 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 having 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 from the first face of the extension and facing the first wing of the first clevis, and / or at least one second stop connected to the extension, po positioned projecting from the second face of the extension and facing the second wing of the first slab.
[0017] This solution avoids the risk of damage to the body of the first shackle when the latter pivots due to, for example, expansion phenomena.
[0018] According to another feature, the first two-point shackle comprises first and second stops having respectively 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 shackle.
[0019] According to another feature, each of the first and second stops is connected to the extension by a removable link.
[0020] According to another feature, the extension includes a through hole. In addition, at least one of the first and second stops includes a rod housed in the through hole.
[0021] According to another feature, the first stop comprises a first head projecting from the first face of the extension and a first rod attached to the first head and housed in the through hole, the second stop comprising a second head projecting from the second face of the extension and a second rod attached to the second head and housed in the through hole, the first and second rods sliding into each other.
[0022] According to another feature, an outer stem among the first and second stems is tubular, and an outer head among the first and second heads, connected to the outer stem, is annular. In addition, an inner stem, different from the outer stem among the first and second stems, has an outer diameter substantially equal to the inner diameters of the outer stem and head so as to be able to slide within them.
[0023] According to one variant, the through hole has an inner diameter substantially equal to the outer diameter of the outer rod.
[0024] According to another variant, the first two-point shackle includes a ball joint interposed between the extension and the outer rod.
[0025] According to another feature, each of the first and second stops is made of a more malleable material than that of the first slab.
[0026] According to another feature, the extension has a thickness less than that of the body of the first shackle.
[0027] According to another feature, 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 with respect to the first and second faces of the body.
[0028] According to another feature, the engine attachment system comprises a beam The transverse beam is configured to be connected to the primary structure, with the first clevis attached to said transverse beam. The first connecting axis is a beam connecting the transverse beam and the first two-point shackle. The second connecting axis is a motor connecting axis configured to connect the first two-point shackle and the motor. Additionally, the motor attachment system includes: a. a second three-point L-shaped shackle having a first end, a second end, and an intermediate zone, b. a second connecting beam axis linking the first end of the second shackle and the crossbeam, c. a third connecting beam axis linking the intermediate zone of the second shackle and the transverse beam, d. a second motor link axis configured to connect the second shackle and the motor.
[0029] The invention also relates to an aircraft which includes at least one engine attachment system according to one of the preceding characteristics.
[0030] 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:
[0031] [Fig. 1] is a side view of an aircraft,
[0032] [Fig.2] is a side view of an unfaired motor,
[0033] [Fig.3] is a front view of a motor attachment system illustrating a method of lization of prior art,
[0034] [Fig.4] is a perspective view of a two-point shackle illustrating a method of realization of prior art,
[0035] [Fig.5] is a side view of the engine mounting system visible in [Fig.3],
[0036] [Fig.6] is a front view of a motor attachment system illustrating a method of publication of the invention,
[0037] [Fig.7] is a perspective view of a part of the visible motor 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 mounting system visible on the [Fig.6]
[0040] [Fig. 10] is a section along line XX of the motor attachment system visible on [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 mounting 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 connecting axis beam 80 linking the first end 78.1 of the first shackle 78 and the transverse beam 76, ii. a first motor link axis 82 configured to connect the second end 78.2 of the first shackle 78 and the motor 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 connecting axis beam 86 linking the first end 84.1 of the second shackle 84 and the transverse beam 76, ii. a third connecting beam axis 88 linking the intermediate zone 84.3 of the second shackle 84 and the transverse beam 76, iii. a second motor link axis 90 configured to connect the second end 84.2 of the second shackle 84 and the motor 72; d. an emergency connecting axis 92, configured to connect the cross beam 76 and the drive 72 in case of failure, positioned between the first and second shackles 78, 84 at the level of 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 includes: a. a first opening 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. of the 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 98th edge connecting the first and second faces F93, F93', substantially perpendicular to the latter.
[0044] The motor attachment system 70 includes a first ball joint 94.1 positioned in the first orifice 94 and interposed between the body 93 and the first connecting axis 80 and 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 includes a beam clevis 100 which has first and second flanges 100.1 and 100.2 having respectively first and second internal faces F100.1, F100.2 oriented towards each other.
[0046] To support the first motor link shaft 82, the motorization 72 includes a motor clevis 102.
[0047] Of course, the invention is not limited to this embodiment for the engine attachment system 70.
[0048] Regardless of the embodiment, the engine attachment system 70 comprises: a. at least one first two-point shackle 78 having a body 93 and first and second orifices 94, 96 passing through the body 93, b. at least one first clevis 100, integral with a first element from a primary structure 74 of a mast and an engine 72 of an aircraft, having first and second wings 100.1 and 100.2 respectively having 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 clevis 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, between 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 particular feature of the invention, the first two-point shackle 78 comprises at least one extension 104 projecting from its edge 98, at least partially positioned between the first and second wings 100.1, 100.2 of the first shackle 100. The body 93 and the extension 104 of the first two-point shackle 78 are made in one piece and form a single piece.
[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 shackle 100, as well as a perimeter 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 with respect 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 includes a first offset DI (distance measured along 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 one feature of the invention, the first two-point shackle 78 comprises at least a first stop 108 connected to the extension 104, positioned projecting from the first face F104 of the extension 104 and facing the first wing 100.1 of the clevis 100, and / or at least a second stop 110 connected to the extension 104, positioned projecting from the second face F104' of the extension 104 and facing the second wing 100.2 of the clevis 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 clevis 100, the rest of the shackle and in particular its body 93 and its extension 104 are kept away from the clevis 100. This arrangement helps to avoid the risk 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, Fl 10, 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 clevis 100. The first and second contact faces F108, Fl 10 are separated by a distance less than the distance separating the first and second wings 100.1, 100.2 of the clevis 100 to allow the first two-point shackle 78 to pivot with respect to the first and second connecting axes 80, 82 due in particular to different expansion phenomena between the drive 72 and the primary structure 74. Thus, the first and second contact faces F108, Fl 10 are never simultaneously in contact with the clevis 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 DI. The second stop 110 has a height (distance separating the second contact face Fl 10 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 detachable link so that it can be replaced in case of wear. Thus, only the first or second stop 108, 110 (and not the entire first shackle 78) is replaced in case 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 screed 100. Thus, in the event of an impact between the first or second stop 108, 110 and the screed 100, only the first or second stop 108, 110 is marked. The screed 100 does not sustain any damage.
[0059] According to one embodiment, the extension 104 includes 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 Al 12 substantially perpendicular to the first and second faces F104, F104' of the extension 104.
[0060] According to one arrangement, the line passing through the axes A12, A94 of the through hole 112 of the extension 104 and the first orifice 94 of the body 93 and the line passing through the axes A94, A96 of the first and second orifices 94, 96 of the body 93 form an angle between 75 and 90°. The axes A12, A94 of the through hole 112 and the first orifice 94 are separated by a distance between half and one time the 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 from the first face F104 of the extension 104 and a first rod 108.2 integral with the first head 108.1 and housed in the through hole 112. The second stop 110 comprises a second head 110.1 projecting from the second face F104' of the extension 104 and 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 into each 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 outside diameter. The second head 110.1 is cylindrical and substantially coaxial with the second rod 110.2 and has a diameter greater than the outside 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 and 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 annular head 108.1 of the first stop 108.
[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 within them.
[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 and an inner diameter substantially equal to the outer diameter of the outer rod.
[0069] Providing a ball joint 114 allows the first and second stops 108, 110 to have an adaptable orientation depending on the orientation of the second shackle 78 at two points relative to the clevis 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, Fl 10 is in contact with the inner face F100.1, F100.2 of the first or second wing 100.1, 100.2 of the clevis 100, it is substantially parallel to said inner face F100.1, F100.2.
Claims
Demands
1. An aircraft engine attachment system configured to connect an engine (72) and a primary structure (74) of an aircraft pylon, said engine attachment system comprising: a. at least one first two-point shackle (78) comprising a body (93) and first and second openings (94, 96) opening at the first and second faces (F93, F93') of the body (93), b. at least one first clevis (100), integral with a first element from 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, from 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) having 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 from the first face (F104) of the extension (104) and facing the first wing (100.1) of the first clevis (100), and / or at least a second stop (110) connected to the extension (104), positioned projecting from the second face (F104') of the extension (104) and facing the second wing (100.2) of the first clevis (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) having respectively first and second contact faces (F 108, Fl 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 clevis (100).
3. Motor 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 link.
4. Attachment 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. Motor attachment system according to the preceding claim, characterized in that the first stop (108) comprises a first head (108.1) projecting from the first face (F104) of the extension (104) and 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 from the second face (F104') of the extension (104) and 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 into each other.
6. Engine mounting 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 outer diameter approximately equal to the inner diameters of the outer stem 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 inner diameter substantially equal to the outer diameter of the outer 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. Motor attachment system according to any 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 clevis (100).
10. Engine attachment system according to any 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 any 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 with respect to the first and second faces (F93, F93') of the body (93).
12. A motor attachment system according to any one of the preceding claims, characterized in that the motor attachment system comprises a cross beam (76) configured to be connected to the primary structure (74), the first clevis (100) being integral with said cross beam (76), the first connecting axis (80) being a first beam connecting axis linking the cross beam (76) and the first two-point shackle (78), the second connecting axis (82) being a first motor connecting axis configured to link the first two-point shackle (78) and the motor (72), and in that the motor attachment system comprises: a. a second three-point L-shaped shackle (84) having a first end (84.1), a second end (84.2) and an intermediate zone (84.3), b. a second beam connecting axis (86) connecting the first end (84.1) of the second shackle (84) and the transverse beam (76), c.a third beam connection axis (88) linking the inter- zone. median (84.3) of the second shackle (84) and the crossbeam (76), d. a second motor link 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.