Aircraft comprising at least one wing attachment system which includes at least one lateral connecting rod

Abstract

Aircraft comprising at least one wing attachment system which includes at least one lateral connecting rod. The invention relates to an aircraft comprising at least one wing attachment system which connects a wing (54) and a primary structure (62) of a mast and includes: at least first and second wing attachments configured to ensure at least partial transfer of forces and torques and positioned at the level of the upper spar (64.1) of the primary structure (62), at least one lateral connecting rod (76) which extends between first and second ends (76.1, 76.2) connected respectively to the primary structure (62) and to the wing (54), the second end (76.2) being spaced at least in the horizontal transverse direction (Y) and / or the vertical transverse direction (Z) with respect to the primary structure (62).According to this arrangement, it is possible to reduce the width of the primary structure (62) without increasing the stresses at the first and second wing attachments. Figure 10.

Description

Title of the invention: Aircraft comprising at least one wing attachment system which includes at least one lateral connecting rod

[0001] The present application relates to an aircraft comprising at least one wing attachment system which includes at least one lateral connecting rod.

[0002] According to an embodiment shown in [Fig. 1], an aircraft 10 comprises several propulsion units 12 positioned under the wings 14 of the aircraft. Each propulsion unit 12 comprises an engine 16, a nacelle 18 positioned around the engine 16, and a mast 20 connecting the engine 16 and the wing 14.

[0003] The mast 20 includes a primary structure 22 (visible in figures 2 to 4) connected to the engine 16 by at least one engine attachment system and to the wing 14 by at least one wing attachment system 24.1 to 24.4.

[0004] For the present invention, a longitudinal direction, denoted X, is substantially parallel to the axis of rotation A16 of the motor 16. A horizontal transverse direction, denoted Y, is a horizontal direction perpendicular to the axis of rotation A16 of the motor 16. A vertical transverse direction, denoted Z, is perpendicular to the axis of rotation A10 of the motor 16. A longitudinal plane is a plane passing through the axis of rotation A16 of the motor 16. A transverse plane is a plane perpendicular to the axis of rotation A16 of the motor 16. The terms front / rear refer to the direction of airflow in the motor 16, which flows from front to rear.

[0005] According to an embodiment visible in [Fig.2], the primary structure 22 extends between front and rear ends 22.1, 22.2 and includes upper and lower stringers 26.1, 26.2 as well as right and left side panels 26.3, 26.4.

[0006] According to an embodiment visible in figures 2 to 4, the wing attachment system 24 comprises first and second forward wing attachments 24.1, 24.2, an intermediate wing attachment 24.3 and a rear wing attachment 24.4.

[0007] Each front wing attachment 24.1, 24.2 comprises two connecting rods 28, 28' (or shackles), parallel to each other and slightly spaced, which each have a first end connected by a first connecting element 30.1 to the primary structure 22 and a second end connected by a second connecting element 30.2 to the wing 14. These first and second connecting elements 30.1, 30.2 have pivot axes substantially parallel to the horizontal transverse direction Y.

[0008] The intermediate wing attachment 24.3 includes a shear pin 32 which fits into a housing (ball joint) 32' of the primary structure 22. The shear pin 32 and the housing 32' form a pivoting joint having a pivot axis substantially parallel to the vertical transverse direction Z.

[0009] The rear wing attachment 24.4 comprises two triangular plates 34, 34', parallel to each other and slightly spaced, which each have first and second vertices 34.1, 34.2 connected by connecting elements 36.1, 36.2 to the primary structure 22 and a third vertex 34.3 connected by a connecting element 36.3 to the wing 14. These connecting elements 36.1, 36.2, 36.3 have axes oriented substantially along the X direction.

[0010] According to an embodiment visible in [Fig.4], the wing 14 comprises a front spar 38.1, a rear spar 38.2 and ribs 40 connecting the front and rear spars 38.1, 38.2.

[0011] According to one arrangement, the forward wing attachments 24.1, 24.2 are positioned at the front of the forward spar 38.1, substantially in line with two ribs 40. The intermediate and rear wing attachments 24.3, 24.4 are positioned between the forward and rear spars 38.1, 38.2 and between two ribs 40. The wing 14 also includes an intermediate stiffener 42 to which the rear wing attachment 24.4 is connected, said intermediate stiffener 42 connecting two ribs 40 and being positioned between the forward and rear spars 38.1, 38.2.

[0012] According to this embodiment, the vertical forces (approximately parallel to the vertical transverse direction Z) are absorbed by the forward wing attachments 24.1, 24.2 and the rear wing attachment 24.4. The rear wing attachment 24.4 also absorbs the lateral forces in Y. The horizontal forces oriented along the X and Y directions are absorbed by the intermediate wing attachment 24.3.

[0013] First couplers My, oriented along the horizontal transverse direction Y, are supported by the forward and aft wing attachments 24.1, 24.2, 24.4. Second couplers Mz, oriented along the vertical transverse direction Z, are supported by the intermediate wing attachments 24.3 and the aft wing attachment 24.4. Given the relatively large distance between the forward wing attachments 24.1, 24.2 and the aft wing attachment 24.4, the couple My induces relatively small forces between the primary structure 22 and the wing 14. Given the relatively large distance between the intermediate wing attachments 24.3 and the aft wing attachment 24.4, the couple Mz induces relatively small forces between the primary structure 22 and the wing 14.

[0014] Third frames Mx oriented along the longitudinal direction X are taken up by the two forward wing attachments 24.1, 24.2. Given the small spacing between the forward wing attachments 24.1, 24.2, the third frames Mx induce relatively large forces between the primary structure 22 and the wing 14, which requires strengthening the forward wing attachments 24.1, 24.2.

[0015] To reduce the forces induced by the third Mx couples at the forward wing attachments 24.1, 24.2, one solution is to spread the forward wing attachments further apart 24.1, 24.2. However, this solution is not satisfactory because it leads to widening the mast, which penalizes the aerodynamic performance of the aircraft.

[0016] The present invention aims to remedy all or part of the drawbacks of the prior art.

[0017] To this end, the invention relates to an aircraft comprising a fuselage, wings extending on either side of the fuselage, and propulsion assemblies positioned under the wings and connected to them by masts; each propulsion assembly comprising an engine which has an axis of rotation, each mast comprising a primary structure connected to one of the wings by at least one wing attachment system and to the engine by at least one engine attachment system, the primary structure comprising at least one upper spar and a maximum width;the wing attachment system comprising at least first and second wing attachments, offset along a longitudinal direction parallel to the axis of rotation of the engine, configured to ensure at least partial transfer of forces and torques oriented along the longitudinal direction and along horizontal and vertical transverse directions perpendicular to each other and to the longitudinal direction, the first and second wing attachments being positioned at the level of the upper spar of the primary structure. ;

[0018] According to the invention, the wing attachment system comprises at least one lateral connecting rod which extends between first and second ends, the first end being connected to the primary structure, the second end being connected to the wing and spaced at least in the horizontal transverse direction and / or in the vertical transverse direction relative to the primary structure.

[0019] This lateral connecting rod allows for the creation of a second path for the forces between the engine and the wing, thereby reducing the stresses applied to the primary structure of the mast. This lateral connecting rod also stiffens the propulsion assembly to address displacement or dynamic issues. It can be installed on a statically determinate or statically indeterminate mast / wing interface design. Thanks to the lateral connecting rod, it is possible to reduce the width of the primary structure while limiting the forces induced by the torques on the primary structure and / or the wing.

[0020] According to another feature, the second end is spaced at least along the horizontal transverse direction and along the vertical transverse direction relative to the primary structure.

[0021] According to another feature, the second end of the lateral connecting rod is offset upwards in the vertical transverse direction relative to the first end and closer to the fuselage in the transverse direction relative to the first end.

[0022] According to another feature, the second end of the lateral connecting rod is spaced from the primary structure by a distance greater than the maximum width of the primary structure.

[0023] According to another feature, the first end is offset along the vertical downward transverse direction relative to the upper spar of the primary structure.

[0024] According to another feature, each wing comprises front and rear spars and a plurality of ribs connecting the front and rear spars. In addition, the second end of the lateral connecting rod is connected to the front spar and to a wing rib.

[0025] According to another feature, the first and second wing attachments are connected to a rib different from the rib to which the lateral connecting rod is connected.

[0026] According to another feature, the first end of the lateral connecting rod is positioned in a transverse plane located in front of the front wing attachment.

[0027] According to another feature, the lateral connecting rod has a hollow body to house at least one element, among a fluid pipe and an electrical cable, which extends between the wing and the primary structure.

[0028] According to another feature, the wing attachment system comprises: a. a forward wing attachment comprising at least one connecting element which has a pivot axis, positioned in a vertical longitudinal plane, forming a small angle with the longitudinal direction, b. an intermediate wing attachment comprising at least one connecting element which has a pivot axis forming a reduced angle with the horizontal transverse direction, c. a rear wing attachment comprising at least one connecting element which has a pivot axis, positioned in a vertical longitudinal plane, forming a reduced angle with the longitudinal direction.

[0029] 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:

[0030] [Fig. 1] is a side view of an aircraft,

[0031] [Fig.2] is a perspective view of a primary structure of an aircraft mast illustrating an embodiment of the prior art,

[0032] [Fig.3] is a schematic lateral representation of a wing attachment system illustrating an embodiment of the prior art,

[0033] [Fig.4] is a schematic top view representation of a wing attachment system illustrating an embodiment of the prior art,

[0034] [Fig. 5] is a half-front view of an aircraft illustrating one embodiment of the invention,

[0035] [Fig.6] is a top view of a wing and propulsion assembly illustrating a method of embodiment of the invention,

[0036] [Fig.7] is a schematic top view representation of a wing attachment system rear view illustrating one embodiment of the invention,

[0037] [Fig.8] is a perspective view of a primary structure and a wing attachment system illustrating one embodiment of the invention,

[0038] [Fig.9] is a schematic lateral representation of a wing attachment system illustrating one embodiment of the invention,

[0039] [Fig. 10] is a schematic front view representation of a wing attachment system illustrating one embodiment of the invention,

[0040] [Fig. 11] is a schematic top view representation of a wing attachment system illustrating one embodiment of the invention.

[0041] According to an embodiment visible in figures 5 and 6, an aircraft 50 comprises a fuselage 52, wings 54 extending on either side of the fuselage 52 and propulsion assemblies 56 positioned under the wings 54 and connected to them by masts 58.

[0042] According to one configuration, each wing 54 extends between a first end 54.1 connected to the fuselage 52 and a second free end 54.2, distant from the fuselage 52. Each wing 54 has a leading edge 54.3 and a trailing edge 54.4. As illustrated in [Fig.7], structurally, the wing 54 comprises a front spar 60.1 substantially parallel to and close to the leading edge 54.3, a rear spar 60.2 substantially parallel to and close to the trailing edge 54.4, and a plurality of ribs 60.3 connecting the front and rear spars 60.1, 60.2.

[0043] According to one configuration, each propulsion assembly 56 comprises an engine 56.1 which has an axis of rotation A56, such as a turbojet or a turboprop for example, and a nacelle 56.2 in which the engine 56.1 is positioned.

[0044] The longitudinal direction X is parallel to the axis of rotation A56 of the motor 56.1. The horizontal and vertical transverse directions Y, Z are perpendicular to each other and perpendicular to the longitudinal direction X.

[0045] The wings 54 and the propulsion assemblies 56 are not described further as they may be identical to those of the prior art.

[0046] The mast 58 comprises a primary structure 62 (visible in Figures 7 to 11), connecting the engine 56.1 and one of the wings 54, which extends between the front and rear extremities 62.1, 62.2. Depending on one configuration, the primary structure 62 is a structure in box-section structure 62 comprises upper and lower stringers 64.1, 64.2 and right and left side panels 64.3, 64.4. The invention is not limited to this configuration for the box-section structure 62. The primary structure 62 has a maximum width L62 corresponding to the distance between the right and left side panels 64.3, 64.4. In all embodiments, the primary structure 62 comprises at least one upper stringer 64.1 and has a maximum width L62.

[0047] The aircraft 50 includes at least one engine attachment system linking the primary structure 62 and the engine 56.1 and at least one wing attachment system 66 linking the primary structure 62 and the wing 54.

[0048] According to one embodiment, this wing attachment system 66 comprises a front wing attachment 66.1, an intermediate wing attachment 66.2, a rear wing attachment 66.3 offset along the longitudinal direction X as well as at least one lateral connecting rod 76 whose function will be detailed later.

[0049] The rear wing attachment 66.3 is configured to ensure the transfer of forces between the wing 54 and the primary structure 62 along the horizontal and vertical transverse directions Y, Z. According to one configuration, the rear wing attachment 66.3 comprises two triangular plates 68, 68', parallel to each other and slightly spaced apart, each of which has first and second vertices 68.1, 68.2 connected by connecting elements 70.1, 70.2 to the primary structure 62 and a third vertex 68.3 connected by a connecting element 70.3 to the wing 54. These connecting elements 70.1, 70.2, 70.3 have pivot axes parallel to each other and positioned in vertical longitudinal planes XZ. This rear wing attachment 66.3 is not described further because it may be identical to those of the prior art. However, the invention is not limited to this configuration for the rear wing attachment 66.3.Regardless of the embodiment, the rear wing attachment 66.3 includes at least one connecting element 70.3 which has a pivot axis, positioned in a vertical longitudinal plane XZ, forming a reduced angle with the longitudinal direction X.

[0050] For the purposes of this application, a reduced angle is defined as an angle of less than 10°.

[0051] According to one arrangement, the rear wing attachment 66.3 and more particularly the connecting element 70.3 are connected to a first rib 60.3. The rear wing attachment 66.3, more particularly the connecting elements 70.1, 70.2, are positioned above the upper spar 64.1 of the primary structure 62 and / or connected to the upper spar 64.1.

[0052] The intermediate wing attachment 66.2 is configured to ensure the transfer of forces between the wing 54 and the primary structure 62 along the longitudinal direction X. In one configuration, the intermediate wing attachment 66.2 comprises a clevis 72.1 integral with a first element of the wing 54 and the primary structure 62, a A clevis 72.2 is integral with a second element, different from the first element, from among the wing 54 and the primary structure 62, as well as a connecting element 72.3 passing through the clevis 72.1 and the clevis 72.2 and having a pivot axis oriented along the transverse and horizontal direction Y. In one embodiment, the clevis 72.1 comprises two substantially parallel and slightly spaced wings, between which the clevis 72.2 is positioned. The wings of the clevis 72.1 and the clevis 72.2 are positioned in vertical longitudinal planes XZ and each includes a through-hole to accommodate the connecting element 72.3. The latter comprises a cylindrical body, housed in the through-holes of the wings of the clevis 72.1 and the lug 72.2, forming with the wings of the clevis 72.1 a pivoting joint which has a pivot axis oriented along the horizontal transverse direction Y. According to an alternative, the cylindrical body of the connecting element 72.3 forms with the leg 72.2 a pivoting joint which has a pivot axis oriented along the horizontal transverse direction Y. Alternatively, the cylindrical body of the connecting element 72.3 forms with the leg 72.2 a ball joint.

[0053] According to another configuration visible in [Fig.9], the intermediate wing attachment 66.2 comprises a first clevis 72.1 integral with the primary structure 62, a second clevis 72.2 integral with the wing 54, a connecting rod 72.4, a first connecting element 72.3 linking the connecting rod 72.4 and the first clevis 72.1, and a second connecting element 72.3' linking the connecting rod 72.4 and the second clevis 72.2. The first and second connecting elements 72.3, 72.3' can form pivot joints or be associated with ball joints and form ball-jointed pivot joints.

[0054] However, the invention is not limited to these configurations for the intermediate wing attachment 66.2. Regardless of the embodiment, the intermediate wing attachment 66.2 comprises at least one connecting element 72.3 which has a pivot axis forming a reduced angle with the horizontal transverse direction Y.

[0055] According to one arrangement, the intermediate wing attachment 66.2 is connected to the first rib 60.3. The intermediate wing attachment 66.2 is positioned above the upper spar 64.1 of the primary structure 62 and / or connected to the upper spar 64.1.

[0056] The front wing attachment 66.1 is configured to ensure a transfer of forces between The wing 54 and the primary structure 62 are connected along the horizontal and vertical transverse directions Y and Z. In one configuration, the forward wing attachment 66.1 comprises a clevis 74.1 integral with a first element of the wing 54 and the primary structure 62, a tab 74.2 integral with a second element different from the first element of the wing 54 and the primary structure 62, and a connecting element 74.3 passing through the clevis 74.1 and the tab 74.2 and having a pivot axis oriented along the longitudinal direction X. In one embodiment, the clevis 74.1 comprises two The wings, substantially parallel to each other and closely spaced, are positioned between which the lug 74.2 is located. The wings of the clevis 74.1 and the lug 74.2 are positioned in transverse planes YZ and each includes a through-hole to accommodate the connecting element 74.3. The latter comprises a cylindrical body, housed in the through-holes of the wings of the clevis 74.1 and the lug 74.2, forming with the wings of the clevis 74.1 a pivot joint with a pivot axis oriented along the longitudinal direction X. In one embodiment, the cylindrical body of the connecting element 74.3 forms with the lug 74.2 a pivot joint with a pivot axis oriented along the longitudinal direction X. Alternatively, the cylindrical body of the connecting element 74.3 forms with the lug 74.2 a ball joint.

[0057] According to another configuration visible in [Fig.9], the front wing attachment 66.1 comprises a first clevis 74.1 integral with the primary structure 62, a second clevis 74.2 integral with the wing 54, a connecting rod 74.4, a first linking element 74.3 connecting the connecting rod 74.4 and the first clevis 74.1, and a second linking element 74.3' connecting the connecting rod 74.4 and the second clevis 74.2. The first and second linking elements 74.3, 74.3' can form pivoting joints or be associated with ball joints and form ball-jointed pivoting joints.

[0058] However, the invention is not limited to these configurations for the front wing attachment 66.1. Regardless of the embodiment, the front wing attachment 66.1 comprises at least one connecting element 74.3 which has a pivot axis, positioned in a vertical longitudinal plane XZ, forming a reduced angle with the longitudinal direction X.

[0059] According to one arrangement, the front wing attachment 66.1 is connected to the front spar 60.1, substantially in line with the first rib 60.3. The front wing attachment 66.1 is positioned above the upper spar 64.1 of the primary structure 62 and / or connected to the upper spar 64.1.

[0060] According to a particular feature of the invention, the wing attachment system 66 comprises at least one lateral connecting rod 76 which extends between first and second ends 76.1, 76.2, the first end 76.1 being connected to the primary structure 62, the second end 76.2 being connected to the wing 54 and spaced at least along the horizontal transverse direction Y and / or along the vertical transverse direction Z with respect to the primary structure 62.

[0061] According to one embodiment, the second end 76.2 of the lateral connecting rod 76 is connected to the forward spar 60.1 of the wing 54 and to a second rib 60.3' that is different from and spaced apart from the first rib 60.3. According to one arrangement, the second end 76.2 of the lateral connecting rod 76 is offset in the direction of the first end 54.1 of the wing 54 (the one connected to the fuselage 52) relative to the primary structure 62. According to one configuration, the second end 76.2 of the lateral connecting rod 76 is separated from the primary structure 62 of a distance greater than the maximum width L62 of the primary structure 62, and preferably greater than twice the maximum width L62 of the primary structure 62.

[0062] According to one embodiment, the first end 76.1 of the lateral connecting rod 76 is offset downwards in the vertical transverse direction Z relative to the upper spar 64.1 of the primary structure 62. In one arrangement, the first end 76.1 of the lateral connecting rod 76 is connected to the right or left side panel 64.3, 64.4 of the primary structure 62. It is positioned closer to the lower spar 64.2 than to the upper spar 64.1 of the primary structure 62. Preferably, the first end 76.1 of the lateral connecting rod 76 is located at the lower spar 64.2 of the primary structure 62.

[0063] According to a configuration visible in figures 6 and 8, the second end 76.2 is offset upwards along the vertical transverse direction Z relative to the first end 76.1 and closer to the fuselage 52 along the transverse direction Y relative to the first end 76.1.

[0064] The first end 76.1 of the lateral connecting rod 76 is positioned in a transverse plane located in front of the front wing attachment 66.1, as illustrated in [Fig.7].

[0065] According to one embodiment, the lateral connecting rod 76 has a cylindrical body. At least one of the first and second ends 76.1, 76.2 is connected to the wing 54 or to the primary structure 62 by a pivot joint, with or without a ball joint. The lateral connecting rod 76 is configured to limit its impact on the aerodynamic performance of the aircraft.

[0066] According to one configuration, the lateral connecting rod 76 has a hollow body to house at least one fluid pipe and / or at least one electrical cable which extend(s) between the wing 54 and the primary structure 62.

[0067] Of course, the invention does not extend to these embodiments for the lateral connecting rod 76. The latter may be hollow or solid, have a non-circular cross-section and be connected to the wing 54 or to the primary structure 62 by any suitable means.

[0068] According to an arrangement, the lateral connecting rod 76 is configured to ensure a transfer of forces between the wing 54 and the primary structure 62 in the longitudinal as well as horizontal and vertical transverse directions X, Y, Z.

[0069] As illustrated in [Fig.9], the first couples My oriented along the horizontal transverse direction Y are taken up by the front and rear wing attachments 66.1, 66.3. Given the relatively large distance between the front and rear wing attachments 66.1, 66.3, the first couples My induce relatively weak forces between the primary structure 62 and the wing 54.

[0070] As illustrated in [Fig. 10], second pairs Mx oriented along the longitudinal direction X are taken up by the lateral connecting rod 76 and the front wing attachment 66.1. Given the relatively large distance between the first end 76.1 of the lateral connecting rod 76 and the forward wing attachment 66.1, the second Mx frames induce relatively small forces between the primary structure 62 and the wing 54. Unlike the prior art, the forces induced by the second Mx frames are not related to the width L62 of the primary structure 62. Therefore, it is possible to reduce the width L62 of the primary structure 62 by approximately 25 to 30% compared to a prior art primary structure while limiting the forces induced by the second Mx frames on the primary structure 62 and the wing 54.

[0071] As illustrated in [Fig. 1 1], third Mz frames oriented along the vertical transverse direction Z are taken up by the front and rear wing attachments 66.1, 66.3. Given the relatively large distance between the front and rear wing attachments 66.1, 66.3, the first Mz frames induce relatively small forces between the primary structure 62 and the wing 54.

[0072] Of course, the invention is not limited to these embodiments for the wing attachment system 66. Regardless of the embodiment, the wing attachment system 66 comprises at least first and second wing attachments from among a front wing attachment 66.1, an intermediate wing attachment 66.2 and a rear wing attachment 66.3, configured to ensure at least partial transfer of forces and moments oriented along longitudinal X, horizontal transverse Y and vertical transverse Z directions, and positioned at the level of the upper spar 64.1 of the primary structure 62. In addition, the wing attachment system 66 comprises at least one lateral connecting rod 76 which extends between first and second ends 76.1, 76.2, the first end 76.1 being connected to the primary structure 62, the second end 76.2 being connected to the wing 54 and spaced at least along the horizontal transverse direction Y and / or the vertical transverse direction Z relative to the primary structure 62. According to one embodiment, the second end 76.2 is spaced at least along the horizontal and vertical transverse directions Y, Z. According to one configuration, the first and second wing attachments among the front wing attachment 66.1, the intermediate wing attachment 66.2, the rear wing attachment 66.3 are connected to a rib 60.3 different from the rib 60.3' to which the lateral connecting rod 76 is connected.

[0073] According to another embodiment, the wing attachment system 66 comprises two lateral connecting rods 76 positioned on either side of the primary structure 62.

[0074] Thanks to the lateral connecting rod 76, it is possible to reduce the width of the primary structure 62 while limiting the forces induced by the torques Mx, My, Mz on the primary structure 62 and / or the wing 54. Furthermore, this lateral connecting rod allows for the creation of a second path for the forces between the engine 56.1 and the wing 54, which reduces the stresses applied to the primary structure 62 of the mast. When the connecting rod Lateral 76 is offset towards the fuselage 52, it allows forces to be introduced into the wing 54 in an area closer to the fuselage 52 than the rest of the wing attachment 66.

[0075] Finally, the lateral connecting rod 76 can be used to house at least one fluid pipe and / or at least one electrical cable, which makes it possible to declutter the primary structure 62 of the mast.

Claims

Demands

1. Aircraft comprising a fuselage (52), wings (54) extending from either side of the fuselage (52) and propulsion assemblies (56) positioned under the wings (54) and connected to them by pylons (58), each propulsion assembly (56) comprising an engine (56.1) having an axis of rotation, each pylon (58) comprising a primary structure (62) connected to one of the wings (54) by at least one wing attachment system (66) and to the engine (56.1) by at least one engine attachment system (A56), the primary structure (62) comprising at least one upper spar (64.1) and a maximum width (L62), the wing attachment system (66) comprising at least first and second wing attachments offset along a longitudinal direction (X) parallel to the axis of rotation (A56) of the engine (56.1) and configured to ensure at least partial retrieval of forces and couples oriented along the longitudinal direction (X) and along horizontal and vertical transverse directions (Y, Z) perpendicular to each other and to the longitudinal direction (X), the first and second wing attachments being positioned at the level of the upper spar (64.1) of the primary structure (62); characterized in that the wing attachment system (66) comprises at least one lateral connecting rod (76) which extends between first and second ends (76.1, 76.2), the first end (76.1) being connected to the primary structure (62), the second end (76.2) being connected to the wing (54) and spaced at least along the horizontal transverse direction (Y) and / or along the vertical transverse direction (Z) with respect to the primary structure (62).

2. Aircraft according to the preceding claim, characterized in that the second end (76.2) is spaced at least in the horizontal transverse direction (Y) and in the vertical transverse direction (Z) from the primary structure (62).

3. Aircraft according to the preceding claim, characterized in that the second end (76.2) of the lateral connecting rod (76) is offset upwards along the vertical transverse direction (Z) relative to the first end (76.1) and closer to the fuselage (52) along the transverse direction (Y) relative to the first end (76.1).

4. Aircraft according to any one of the preceding claims, characterized in that the second end (76.2) of the lateral connecting rod (76) is spaced of the primary structure (62) by a distance greater than the maximum width (L62) of the primary structure (62).

5. Aircraft according to any one of the preceding claims, characterized in that the first end (76.1) is offset along the vertical transverse direction (Z) downwards relative to the upper spar (64.1) of the primary structure (62).

6. Aircraft according to any one of the preceding claims, characterized in that each wing (54) comprises front and rear spars (60.1, 60.2) and a plurality of ribs (60.3) connecting the front and rear spars (60.1, 60.2) and in that the second end (76.2) of the lateral connecting rod (76) is connected to the front spar (60.1) and to a rib (60.3') of the wing (54).

7. Aircraft according to the preceding claim, characterized in that the first and second wing attachments are connected to a rib (60.3) different from the rib (60.3') to which the lateral connecting rod (76) is connected.

8. Aircraft according to any one of the preceding claims, characterized in that the first end (76.1) of the lateral connecting rod (76) is positioned in a transverse plane located in front of the forward wing attachment (66.1).

9. Aircraft according to any one of the preceding claims, characterized in that the lateral connecting rod (76) has a hollow body, to house at least one element among a fluid conduit and an electrical cable, which extends between the wing (54) and the primary structure (62).

10. Aircraft according to any one of the preceding claims, characterized in that the wing attachment system (66) comprises: a. a forward wing attachment (66.1) having at least one connecting element (74.3) having a pivot axis, positioned in a vertical longitudinal plane (XZ), forming a reduced angle with the longitudinal direction (X), b. an intermediate wing attachment (66.2) having at least one connecting element (72.3) having a pivot axis forming a reduced angle with the horizontal transverse direction (Y), c. a rear wing attachment (66.3) having at least one connecting element (70.3) having a pivot axis pivoting, positioned in a vertical longitudinal plane (XZ), forming a reduced angle with the longitudinal direction (X).

Images