Support mast for thrust-reversing turbojet engine

Abstract

Support mast (40) for turbojet (10) comprising a movable fairing (44) extending from a trailing edge (46) and a distal end (42) of the mast and configured to move, in the axial direction (X), together with a movable cowling (25) of a nacelle (80) of the turbojet (10), between a closed position and an open position, and one or more connecting rods (48, 148, 248, 348), each articulated on a ball joint (49, 149, 249, 349) at each end, to connect the movable fairing (44) of the mast (40) to the movable cowling (25) of the nacelle (80). Fig. 7A.

Description

Title of the invention: Support mast for thrust reversing turbojet engine. Technical field

[0001] The present description relates to a support mast for a turbojet engine, as well as an assembly comprising such a support mast. Previous technique

[0002] Climate change is a major concern for many legislative and regulatory bodies worldwide. Indeed, various restrictions on carbon emissions have been, are being, or will be adopted by various states. In particular, an ambitious standard applies to both new types of aircraft and those already in service, requiring the implementation of technological solutions to bring them into compliance with current regulations. Civil aviation has been actively working for several years now to contribute to the fight against climate change.

[0003] Technological research efforts have already led to very significant improvements in the environmental performance of aircraft. The Applicant takes into account the factors impacting all phases of design and development in order to obtain aeronautical components and products that are less energy-intensive, more environmentally friendly, and whose integration and use in civil aviation have moderate environmental consequences, with the aim of improving the energy efficiency of aircraft.

[0004] Consequently, the Applicant is constantly working to reduce its negative climate impact by using methods and operating virtuous development and manufacturing processes that minimize greenhouse gas emissions to the minimum possible in order to reduce the environmental footprint of its activity.

[0005] This sustained research and development work focuses on new generations of aircraft engines, the lightening of aircraft, in particular through the materials used and lighter on-board equipment, the development of the use of electrical technologies to provide propulsion, and, as essential complements to technological progress, aviation biofuels.

[0006] In the course of this research, the Applicant was particularly interested in reducing the weight and parasitic drag associated with the thrusters, and in particular those of the nacelles and support masts receiving the thrusters. In turbojets equipped with grid-type inverters, in which at least part of the working fluid can be Deflected and ejected forward to slow the aircraft's forward motion, or even reverse it, the nacelles may incorporate movable cowlings that move between a closed position of the reversing gates and an open position of the reversing gates, as illustrated, for example, in patent publication FR 3 108 949 Bl. Since these movable cowlings are typically located on a rearward portion of the nacelle, converging towards the rear, and since the opening movement of the movable cowlings is normally rearward, the support mast supporting the nacelle should be configured so that it does not interfere with this movement of the movable cowlings. A portion of the support mast fairing may, for example, move with the movable cowling of the nacelle to avoid this interference.

[0007] However, without proper adjustment of the moving parts of the fairing and the nacelle in their closed position, they may generate parasitic drag, vibrations, and mechanical stresses in flight. Description of the invention

[0008] The present description relates to a support mast for a turbojet engine, and more particularly for a turbojet engine with thrust reverser, especially with grids, comprising a load-bearing structure and an aerodynamic fairing. By "turbojet engine" is meant a gas turbine jet engine, including not only single-flow turbojets, but especially turbofans, in which a significant part, or even most of the thrust, is not generated by the primary flow of combustion gases, but by a secondary flow driven by a fan driven by the gas turbine.The support mast extends, in the axial direction, from a leading edge to a trailing edge and, in the transverse direction, from a proximal end to a distal end configured to be connected to a propulsion nacelle, and more particularly to a nacelle with a movable cowling capable of moving in the axial direction.

[0009] In certain embodiments, the support mast includes a movable fairing, extending from the trailing edge and the distal end and configured to move, in an axial direction, together with said movable hood of the nacelle, between a closed position and an open position, and the mast may further include one or more connecting rods, each articulated on a ball joint at each end, to connect the movable fairing of the mast to the movable hood of the nacelle.

[0010] Thanks to the articulated connection provided by these connecting rods between the aerodynamic fairing of the mast and the movable hood of the nacelle, it is possible to ensure their joint movement in the axial direction, while maintaining play between them in the transverse direction to facilitate their respective adjustment to the adjacent fixed elements in their position of closing the inverter grids, even under significant mechanical stresses between the nacelle and the mast.

[0011] In certain embodiments, to facilitate the movement of the movable fairing of the mast together with the movable hood of the propulsion nacelle, the support mast may further include a slide, guided in an axial direction on the supporting structure and configured to be connected to the movable hood of the nacelle.

[0012] In some embodiments, said one or more connecting rods may be interposed between the movable fairing of the mast and the slide. However, it is also conceivable, in other embodiments, that said one or more connecting rods may instead be configured to be interposed between the slide and the movable cowling of the propulsion nacelle. In particular, said one or more connecting rods may then comprise a connecting rod connected at one end to the slide and configured to be connected at the other end to the movable cowling of the nacelle.

[0013] In certain embodiments in which said one or more connecting rods are interposed between the movable fairing and the slide, they may comprise two connecting rods, arranged on opposite sides of the support mast, and the mast may further comprise an additional elastic connection to link the movable part of the fairing to the movable cowling of the propulsion nacelle or to the slide, so as to maintain their relative centering. The additional elastic connection may, in particular, be formed by a sheet of metal, although other alternatives, such as a preload spring, may be considered.

[0014] In certain embodiments, in particular to restrict the play of the moving part of the aerodynamic fairing of the mast in the closed position, the mast may further include one or more preload springs of the moving fairing and / or one or more centering devices to transversely center the moving fairing at the end of its travel towards the closed position.

[0015] In certain embodiments, in particular to limit the dynamic overpressure inside the moving part of the aerodynamic fairing in the open position, the mast may further include an aerodynamic barrier, integral with the moving fairing, arranged transversely upstream of the trailing edge.

[0016] The present disclosure also relates to an assembly comprising a turbojet engine, a nacelle surrounding the turbojet engine, with at least one movable cowling capable of moving in an axial direction between an open position and a closed position, and a support mast as described above, with the distal end connected to the nacelle, as well as an aircraft comprising such an assembly.

[0017] In the present exposition, the terms "axial", "transverse", "upstream", "downstream", "forward" and "rear" are defined with respect to the main thrust direction of the turbojet.

[0018] The aforementioned features and advantages, as well as others, will become apparent upon reading the following detailed description of examples of embodiments of the support mast of this presentation. This detailed description refers to the attached drawings. Brief description of the drawings

[0019] The attached drawings are schematic and are intended primarily to illustrate the principles of the exposition.

[0020] In these drawings, from one figure to another, identical elements (or parts of elements) are identified by the same reference numerals. In addition, elements (or parts of elements) belonging to different embodiments but having a similar function are identified in the figures by numerical reference numerals incremented by 100, 200, etc.

[0021] [Fig.1] Fig.1 is a side view of an example aircraft.

[0022] [Fig.2] Fig.2 is an axial cross-sectional view of an example of a flow-producing turbojet engine mixed.

[0023] [Fig.3] Fig.3 represents a side view of an example of a thrust reverser, where the nacelle is partially shown.

[0024] [Fig.4] Fig.4 represents a perspective view of this thrust reverser.

[0025] [Fig.5] Fig.5 is a cross-sectional view along an axial plane of this inverter push.

[0026] [Fig.6] The [Fig.6] is a perspective view of the thrust reverser including the external covers and supported on a support mast.

[0027] [Fig.7A] The [Fig.7A] is a cross-sectional view, in an XZ plane, of a support mast according to a first embodiment.

[0028] [Fig.7B] The [Fig.7B] is a first partial cross-sectional view, in an XY plane, of the support mast of the [Fig.7A].

[0029] [Fig.7C] The [Fig.7C] is a second partial cross-sectional view, in the same XY plane, of the support mast of the [Fig.7A].

[0030] [Fig.7D] The [Fig.7D] is a partial cross-sectional view, in a YZ plane, of the support mast of the [Fig.7A].

[0031] [Fig.7E] The [Fig.7E] is a cross-sectional view, in a parallel YZ plane, of the support mast of the [Fig.7A].

[0032] [Fig.8A] The [Fig.8A] is a cross-sectional view, in an XZ plane, of a support mast according to a second embodiment.

[0033] [Fig.8B] The [Fig.8B] is a first partial cross-sectional view, in an XY plane, of the support mast of the [Fig.8A].

[0034] [Fig.8C] The [Fig.8C] is a second partial cross-sectional view, in the same XY plane, of the support mast of the [Fig.8A].

[0035] [Fig.9A] The [Fig.9A] is a cross-sectional view, in an XZ plane, of a support mast according to a third embodiment.

[0036] [Fig.9B] The [Fig.9B] is a first partial cross-sectional view, in an XY plane, of the support mast of the [Fig.9A].

[0037] [Fig.9C] The [Fig.9C] is a second partial cross-sectional view, in the same XY plane, of the support mast of the [Fig.9A].

[0038] [Fig. 10A] The [Fig. 10A] is a partial perspective view of a support mast according to a fourth embodiment.

[0039] [Fig. 10B] [Fig. 10B] is a cross-sectional view, in a YZ plane, of the support mast of [Fig. 1OA], Description of embodiments

[0040] To make the explanation more concrete, examples of turbojet support mast construction are described in detail below, with reference to the accompanying drawings. It should be noted that the invention is not limited to these examples.

[0041] Fig. 1 is a schematic side view of an example aircraft 1, comprising a fuselage 2 from which wings 4 extend laterally from the wing root 3. Aircraft 1 has a tail assembly at the rear, comprising a fin 5 on which two control surfaces 6 are attached. A turbojet engine 10 is mounted on each side of the fuselage 2, at the rear thereof, by means of a support mast 40.

[0042] Aircraft example 1 in [Fig. 1] is for illustrative purposes only, and any other arrangement of the structural elements is possible according to the general knowledge of a person skilled in the art. In particular, the turbojet engines 10 are not limited to two, and may be arranged under the wing 4 rather than at the rear of the fuselage 2.

[0043] Figure 2 shows an example of a turbojet engine 10 with a fan having a principal axis X represented by a dashed line. The airflow in the turbojet engine 10 is shown in the diagram from left to right. The inlet of the turbojet engine 10 has a fan 11 that draws air into the turbojet engine 10. The airflow is then divided into a primary airflow I and a secondary airflow IL. The primary airflow I is compressed successively by a low-pressure compressor 12 and a high-pressure compressor 13, driven respectively by a low-pressure turbine 16 and a high-pressure turbine 15. Between the compressors 12, 13 and the turbines 15, 16 is a combustion chamber 14 that receives the air compressed by the compressors 12, 13 and into which the fuel is injected to carry out combustion.The combustion gases exit the combustion chamber 14, driving the turbines 15 and 16, and join the secondary airflow II at the outlet, the latter running through the turbojet 10 on the radial periphery of the primary airflow I. A mixer 17 is positioned at the outlet of the turbines 15, 16 to promote mixing. of the two gas flows I, II and thus optimize the total thrust of the gases exiting through the nozzle 18, at the rear end of the turbojet 10.

[0044] The example of turbojet 10 in [Fig.2] is illustrative and the turbojet 10 is not limited to this embodiment.

[0045] The turbojet 10 is surrounded by a nacelle 80, the rear part of which includes a thrust reverser 20, located on a circumference of the turbojet 10.

[0046] Figures 3 and 4 respectively represent lateral and perspective views of this thrust reverser 20, in which a hood 24 has not been shown in order to reveal the internal structure of the thrust reverser 20; this hood 24 will be shown with reference to [Fig.5].

[0047] The thrust reverser 20 comprises a fixed part 29, including the fixed parts in the engine reference frame, and a moving part 39, in translation in axial direction X relative to the fixed part 29.

[0048] The fixed part 29 includes a mounting flange 21, allowing the thrust reverser 20 to be fixed on a turbojet housing 10, a fixed housing 22, surrounding a duct of the engine, and a fixed cover 24 (visible in [Fig.5]) surrounding the fixed housing 22.

[0049] The moving part 39 is coaxial with the fixed part 29 and comprises at least one reversing grille 23, extending over a circumferential contour of the turbojet 10, and a movable cowl 25. The movable cowl 25, located downstream of the grilles 23, is configured to be brought, possibly in a sealed manner, against the fixed part 29 in the closed state. In the closed state, the grille 23 is situated between the housing 22 and the fixed cowl 24. The moving part further comprises at least one blocking panel forming an obstacle to the outgoing flow from the engine in order to deflect the airflow through the grilles 23 during the operation of the reversing gear 20, i.e., in the deployed state.

[0050] The thrust reverser includes an actuation device 38, comprising a beam 31, a slide 30 and a drive device 33. The beam 31 is fixed to the fixed part 29 and extends axially along the external surface of the fixed part 29; the slide 30 can be fixed to the moving part 39 and mounted in translation on the beam 31; the drive device 33 allows the moving part 39 to be driven in translation relative to the fixed part 29, for example by being mounted between the beam 31 and the slide 30.

[0051] The drive device 33 takes the form of a single cylinder 33. The action of this cylinder 33 is described with reference to [Fig.5].

[0052] Fig. 5 is a section along an axial plane of the thrust reverser 20. In particular, Fig. 5 represents the hoods 24, 25 and the grids 23.

[0053] When the thrust reverser 20 is not in operation, the movable cover 25 is sealed against the fixed part 29, thus preventing air from passing through the grids 23. The fixed housing 22 thus carries at its downstream end an annular seal 27 against which a border 28 of the moving part 39 is applied.

[0054] The movable part 39 is mounted in translation in axial direction X relative to the fixed part 29 and the action of the drive device 33 allows the thrust reverser 20 to enter a deployed state in which the movable hood 25 and the grilles 23 are clear of the fixed hood 24 so that an air passage is left between the fixed part 29 and the movable part 39. This air passage passes through the grilles 23, the orientation of which allows the airflow to be redirected upstream, and thus slow down the aircraft 1.

[0055] During the operation of the thrust reverser 20, the forward ejection of gases causes a rearward thrust on the thrust reverser 20, which is transmitted to the turbojet 10 by the drive device 33 in order to slow down the aircraft 1.

[0056] As illustrated in [Fig.6], the turbojet 10 and the nacelle 80 are connected to the fuselage 2 or the wing 4 by the support mast 40, which extends in the transverse direction Y from a proximal end 41 to a distal end 42 and, in the axial direction X, from a leading edge (not shown) to a trailing edge 46. The mast 40 includes a fixed part 43, connected, at the distal end 42 of the mast 40, to the nacelle 80 and / or the turbojet 10.However, in order to avoid mechanical interference of the mast 40 with the movable cowling 25 when the thrust reverser 20 moves to the deployed state, the mast 40 also includes a movable fairing 44, extending from the trailing edge 46 and the distal end 42, configured to move in axial direction X, together with the movable cowling 25, relative to the fixed part 43 of the mast 40, between an open position and a closed position in which upstream edges 47 of the movable fairing 44 close tightly against the fixed part of the mast 40.

[0057] For this purpose, according to a first embodiment illustrated in detail in figures 7A to 7E, the mast 40 also includes two connecting rods 48, arranged on one side and the other of the mast 40, each articulated on a ball joint 49 corresponding to each end, so as to be able to pivot around each axis perpendicular to the longitudinal axis of the connecting rod 48. In each connecting rod 48, one end is connected, through the corresponding ball joint 49, to a clevis attached to the slide 30, and another end, through the corresponding ball joint 49, to a clevis attached to the movable fairing 44, so as to transmit the movement in the axial direction X from the movable hood 25 to the movable fairing 44.

[0058] In order to restrict the transverse movement of the movable fairing 44, the mast 40 may also include preload springs. Thus, in this first embodiment, torsional preload springs 50 are arranged at the joints between each connecting rod 48 and a corresponding side of the movable fairing 44. Another preload spring 51 is arranged downstream of the connecting rods 48, between a fitting 52 attached to the movable cover 25 and the two opposite sides of the movable fairing 44, thus forming an additional elastic connection between them. Furthermore, in order to ensure proper centering of the movable fairing 44, in at least one of the transverse directions Y and Z, at the end of its closing stroke, the mast 40 can also include centering devices 53, each formed by a stop 53a and a guide 53b, configured to cooperate with the stop 53a, with contact surfaces converging in the axial direction X. As illustrated in Figures 7A to 7E, the stops 53a can be attached to the fixed part 43 of the mast 40, and the guides 53b to the movable fairing 44, but it is also possible to reverse this arrangement. As illustrated, two of the centering devices 53 can be arranged adjacent to the upstream edges 47 of the movable fairing 44, and a third centering device 53 can be arranged adjacent to the trailing edge 46.Seals 60 can provide a seal between the movable fairing 44 and the movable hood 25, while other seals 61 can provide a seal between the movable fairing 44 in the closed position and the fixed part 43 of the mast 40.

[0059] Thus, in operation, when the thrust reverser 20 enters the deployed state under the action of the drive device 33, the movable fairing 44 is pushed, in the axial direction X, by the slide 30 and the connecting rods 48, thus moving in this direction together with the movable hood 25 towards its open position. In this deployed state, the springs 50 and 51 restrict the transverse movement of the movable fairing 44 relative to the fixed part 43 of the mast 40. When the thrust reverser 20 returns to the closed state under the action of the drive device 33, the movable fairing 44 is pulled, in the axial direction X, by the slide 30 and the connecting rods 48, thus moving in this direction together with the movable hood 25 towards its closed position.Upon reaching the end of their travel towards this closed position, the converging surfaces of the guides 53b will engage the stops 53a to center the movable fairing 44 in the transverse direction and thus ensure a good fit and sealing of the edges 47 of the movable fairing 44 against the fixed part 43 of the mast 40.

[0060] When the thrust reverser 20 enters the deployed state and the movable fairing 44 moves, together with the movable cowling 25, to an open position, thus creating a gap between the upstream edges 47 of the movable fairing 44 and the fixed part 43 of the mast 40, air can enter through this gap. If the aircraft 1 is then moving at a significant speed, the relative wind rushing in through this opening could generate substantial dynamic pressure inside the movable fairing 44 and, consequently, additional mechanical stresses on it. To prevent this, the mast 40 may also include an aerodynamic barrier 54 attached to the movable fairing 44, which may, in particular, take the form of a sheet of metal, arranged transversely upstream of the trailing edge 46, for example, adjacent to the upstream edges 47.

[0061] A second embodiment is illustrated in detail in Figures 8A to 8C. In this second embodiment, the mast 40 comprises a single connecting rod 148, located adjacent to the trailing edge 46 and articulated on a corresponding ball joint 149 at each end, so as to be able to pivot about each axis perpendicular to the longitudinal axis of the connecting rod 148. In this connecting rod 148, one end is connected, through the corresponding ball joint 149, to a fitting 152 integral with the movable hood 25, and another end, through the corresponding ball joint 149, to a clevis attached, possibly machined, to the movable fairing 44, so as to transmit the movement in the axial direction X from the movable hood 25 to the movable fairing 44.

[0062] In order to restrict the transverse movement of the movable fairing 44, the mast 40 may also include preload springs. Thus, in this second embodiment, torsional preload springs 150 are arranged between each side of the slide 30 and a corresponding side of the movable fairing 44. Similar to the first embodiment, another preload spring 51 is arranged between the fitting 152 and the two opposite sides of the movable fairing 44, so as to form an additional elastic connection between them. Furthermore, in order to ensure proper centering of the movable fairing 44, in at least one of the transverse directions Y and Z, at the end of the closing stroke, the mast 40 can also include centerers 53 each formed by a stop 53a and a guide 53b, configured to cooperate with the stop 53a, with converging contact surfaces in the axial direction X.As illustrated in Figures 8A, 8B and 8C, the stops 53a can be integral with the fixed part 43 of the mast 40, and the guides 53b integral with the movable fairing 44, but it is also possible to reverse this arrangement. As in the first embodiment, two of the centering devices 53 can be arranged adjacent to the upstream edges 47 of the movable fairing 44, and a third centering device 53 can be arranged adjacent to the trailing edge 46. As in the first embodiment, the mast 40 can also include an aerodynamic barrier 54 integral with the movable fairing 44, and which can in particular take the form of a sheet, arranged transversely upstream of the trailing edge 46, for example adjacent to the upstream edges 47, to limit the dynamic overpressures inside the movable fairing 44.

[0063] Thus, in operation, when the thrust reverser 20 enters the deployed state under the action of the drive device 33, the movable fairing 44 is pushed, in the axial direction X, by the movable cover 25 and the connecting rod 148, thus moving in this direction together with the movable cover 25 towards its open position. In this deployed state, the springs 150 and 151 restrict the transverse movement of the movable fairing 44 relative to the fixed part 43 of the mast 40. When the thrust reverser 20 returns to the closed state under the action of the drive device 33, the movable fairing 44 is pulled, in the axial direction X, by the movable cover and the connecting rod 148, moving in this direction together with the movable cover 25 towards its closed position. Upon reaching the end of its travel towards this closed position, the converging surfaces of the guides 53b will engage the stops 53a to center the movable fairing 44 in the transverse direction and thus ensure a good fit and seal of the edges 47 of the movable fairing 44 against the fixed part 43 of the mast 40.

[0064] A third embodiment is illustrated in detail in Figures 9A to 9C. In this third embodiment, the mast 40 comprises two connecting rods 248, arranged on either side of the mast 40, each articulated on a corresponding ball joint 249 at each end, so as to be able to pivot about each axis perpendicular to the longitudinal axis of the connecting rod 248, as in the first embodiment. Analogously to the first embodiment, one end of each connecting rod 248 is connected, via the corresponding ball joint 249, to the slide 30, and the other end of each connecting rod 248, via the corresponding ball joint 249, to the movable fairing 44, so as to transmit the axial movement X-direction from the movable cowling 25 to the movable fairing 44.

[0065] In order to restrict the transverse movement of the movable fairing 44, the mast 40 may also include preload springs. Thus, in this third embodiment, torsional preload springs 250 are arranged, as in the second embodiment, between each side of the slide 30 and a corresponding side of the movable fairing 44. In addition, a flexible sheet 255, for example made of titanium, and which may have a thickness of, for example, 1 mm, connects to the movable fairing 44 a fitting 252 attached to the movable cover 25, thus forming an additional elastic connection between the movable fairing 44 and the movable cover 25.Furthermore, to ensure proper centering of the movable fairing 44 in at least one of the transverse directions Y and Z at the end of its closing stroke, the mast 40 can also include centering devices 53, each formed by a stop 53a and a guide 53b, configured to cooperate with the stop 53a, with converging contact surfaces in the axial direction X. As illustrated in Figures 7A, 7B, and 7C, the stops 53a can be integral with the fixed part 43 of the mast 40, and the guides 53b with the movable fairing 44, but it is also possible to reverse this arrangement. As illustrated, two centering devices 53 can be arranged adjacent to the upstream edges 47 of the movable fairing 44.

[0066] Thus, in operation, when the thrust reverser 20 enters the deployed state under the action of the drive device 33, the movable fairing 44 is pushed, in the axial direction X, by the slide 30 and the connecting rods 248, thus moving in this direction together with the movable hood 25 towards its open position. In this deployed state, the springs 250 and the flexible sheet metal 255 restrict the transverse movement of the movable fairing 44 relative to the fixed part 43 of the mast 40. When the thrust reverser The thrust 20 returns to the closed state under the action of the drive device 33. The movable fairing 44 is pulled, in the axial direction X, by the slide 30 and the connecting rods 48, thus moving in this direction together with the movable cover 25 towards its closed position. Upon reaching the end of its travel towards this closed position, the converging surfaces of the guides 53b will engage the stops 53a to center the movable fairing 44 in the transverse direction and thus ensure a good fit and seal of the edges 47 of the movable fairing 44 against the fixed part 43 of the mast 40.

[0067] A fourth embodiment is illustrated in detail in Figures 10A and 10B. In this second embodiment, the mast 40 comprises a single connecting rod 348, articulated on a corresponding ball joint 349 at each end, so as to be able to pivot about each axis perpendicular to the longitudinal axis of the connecting rod 348. In this connecting rod 348, one end is connected, via the corresponding ball joint 349, to the movable cover 25, and the other end, via the corresponding ball joint 349, to a slide 370 which, in this fourth embodiment, is integral with the movable fairing 44, so as to transmit the axial movement X-direction from the movable cover 25 to the movable fairing 44 via the connecting rod 348 and the slide 370. In this fourth embodiment, the mast 40 may also incorporate centering devices and / or preload springs to ensure proper adjustment of the movable fairing 44 at the end of its closing stroke.

[0068] Thus, in operation, when the thrust reverser 20 enters the deployed state under the action of the drive device 33, the slide 370 is pushed, with the movable fairing 44, in the axial direction X by the connecting rod 348, thus moving in this direction together with the movable cover 25 towards the open position of the movable fairing 44. When the thrust reverser 20 returns to the closed state under the action of the drive device 33, the slide 370 is pulled, with the movable fairing 44, in the axial direction X by the connecting rod 348, thus moving in this direction together with the movable cover 25 towards the closed position of the movable fairing 44.

[0069] Although the present invention has been described with reference to specific embodiments, it is evident that modifications and changes can be made to these examples without departing from the general scope of the invention as defined by the claims. In particular, individual features of the various embodiments illustrated / mentioned can be combined in additional embodiments. Therefore, the description and drawings should be considered in an illustrative rather than a restrictive sense.

Claims

Demands

1. Support mast (40) for a turbojet engine (10), said support mast (40) extending, in the axial direction (X), from a leading edge to a trailing edge (46) and, in the transverse direction, from a proximal end (41) to a distal end (42) configured to be connected to a nacelle (80) having a movable cowling (25) capable of moving translationally in the axial direction (X), and said support mast (40) comprising: a movable fairing (44) extending from the trailing edge (46) and the distal end (42) and configured to move, in the axial direction (X), jointly with said movable cowling (25) of the nacelle (80), between a closed position and an open position, and one or more connecting rods (48, 148, 248, 348), each articulated on a ball joint (49,149,249,349) at each end, to connect the movable fairing (44) of the mast (40) to the movable hood (25) of the nacelle (80).

2. Support mast (40) according to claim 1, further comprising a slide (30, 330), guided in the axial direction and configured to be connected to the movable hood (25) of the nacelle (80).

3. Support mast (40) according to claim 2, in which said one or more connecting rods (48, 248) are interposed between the movable fairing (44) and the slide (30, 330).

4. Support mast (40) according to claim 3, wherein said one or more connecting rods (48,248) comprise two connecting rods (48,248), arranged on opposite sides of the support mast (40), and further comprising an additional elastic connection, such as, for example, a flexible sheet (255) or a spring (51), for connecting the movable fairing (44) to the movable hood (25) or to the slide (30).

5. Support mast (40) according to claim 2, wherein said one or more connecting rods (348) comprise a connecting rod (348) connected at one end to the slide (330) and configured to be connected at the other end to the movable hood (25) of the nacelle (80).

6. Support mast (40) according to any one of claims 1 to 5, further comprising one or more preload springs (50, 51, 150, 151, 250) of the movable fairing (44).

7. Support mast (40) according to any one of claims 1 to 6, further comprising one or more centering devices (53) for centering transversely the movable fairing (44), at the end of its travel towards the closed position.

8. Support mast (40) according to any one of claims 1 to 7, further comprising an aerodynamic barrier (54), integral with the movable fairing (44), arranged transversely upstream of the trailing edge (46).

9. Assembly comprising a turbojet (10), a nacelle (80) surrounding the turbojet (10), with at least one movable cowling (25) capable of moving in the axial direction (X) between an open position and a closed position, and a support mast (40) according to any one of claims 1 to 8, with the distal end (42) connected to the nacelle (80).

10. Aircraft (1) comprising an assembly according to claim 9.

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