Aircraft arrangement comprising a two-piece radial support cam assembly device

Abstract

An aircraft arrangement is described comprising two aircraft parts and an assembly device (3) including a first coupling mechanism integral with the first aircraft part and a second coupling mechanism integral with the second aircraft part. The first mechanism has a plurality of cam supports (4) and a plurality of radial support cams (6) varying between an inactive and an active position. The second coupling mechanism has a plurality of guide elements (5), each with a bearing surface (51). Each radial support cam (6) bears against one of the bearing surfaces (51), and a relative movement between the guide element (5) and the cam support (4) causes this radial support cam (6) to move from the inactive position to the active position. In the active state, each radial support cam (6) is in the active position and exerts a radial force on the bearing surface (51) against which it is in contact.A nacelle for an aircraft turbomachine is also described. Figure 7.

Description

Title of the invention: Aircraft arrangement comprising a device for assembling two parts with radial support cams. Technical field of the invention

[0001] The present invention relates to the field of aeronautics, in particular an aircraft arrangement, comprising a first aircraft part, a second aircraft part and an assembly device varying between an inactive state in which the first aircraft part and the second aircraft part are independent and an active state in which the first aircraft part and the second aircraft part are assembled according to a fixed connection, the reversible transition from the inactive state to the active state being effected by a relative sliding between the first aircraft part and the second aircraft part along a principal axis in a direction tending to bring the first aircraft part and the second aircraft part closer together, the assembly device comprising a first coupling mechanism integral with the first aircraft part and a second coupling mechanism integral with the second aircraft part.

[0002] The invention finds particular application in aircraft turbomachinery, where the latter requires specific airflow characteristics at the inlet in order to ensure nominal operation. State of the art

[0003] In the field of aeronautics, it is known to produce the air intake structure (“inlet” in English) of a turbomachine by assembling several parts linked together without the possibility of disassembly.

[0004] Conventionally, the air inlet structure consists of at least two internal and external panels with substantially tubular geometries, a front lip to promote and guide air penetration, and a rear fastener. The assembly is mounted such that the two panels are connected by the front lip at one end and by the fastener at the opposite end of the two panels.

[0005] Most of the time, the assembly of the entire air intake structure is irreversible, so the components are adjusted only once during assembly.

[0006] It has already been conceived to eliminate the external panel by replacing it with a front lip extended towards the rear so as to attach itself to the rear fixing. French patent FR2906568B1 describes such a solution.

[0007] A first difficulty to overcome is that the assembly of such an extended, relatively thin front lip is delicate due to its flexibility.

[0008] Furthermore, for reasons of interchangeability and maintenance, there is a need for the air inlet structure to be removable. French patent FR2906568B1 describes such a solution. In this case, a second challenge to overcome is to make the assembly device for the parts captive, in order to facilitate operations and ensure increased safety.

[0009] Furthermore, in order not to significantly reduce the integrity of the overall aerodynamic line, for example due to the presence of access hatches, it may be advantageous to solve the aforementioned problems by means of an assembly device arranged in a blind configuration, i.e. housed in the air intake structure without access.

[0010] Achieving a solution to all or part of these problems simultaneously may involve providing sufficient clearance between the parts, but this would then induce significant radial movement between the inner panel and the extended front lip. One difficulty lies in finding a solution to eliminate this radial movement, which is unacceptable during the operation of the turbomachine.

[0011] Consequently, there is a need to provide a solution to overcome all these difficulties in the most economical, simple and efficient way possible.

[0012] While these problems have been described in connection with the need to fix a front lip on a panel within an air intake structure, they are likely to arise for other types of aircraft parts to be assembled together. Object of the invention

[0013] The present invention aims to provide an aircraft arrangement that addresses all or part of the problems raised above.

[0014] In particular, the object of the invention is to provide an aircraft arrangement of the aforementioned type enabling: facilitate easy assembly between the two aircraft parts, ensure that the parts are removable, ensure that the assembly device is captive, ensure a blind assembly device configuration, minimize radial movement between the parts, offer an economical, simple and effective solution.

[0015] This objective can be achieved through the implementation of an aircraft arrangement, comprising a first aircraft part, a second aircraft part, and an assembly device varying between an inactive state in which the first aircraft part and the second aircraft part are independent and an active state in which the first aircraft part and the second aircraft part are assembled by means of a fixed joint, the reversible transition from the inactive state to the active state being effected by relative sliding between the first aircraft part and the second part of aircraft along a principal axis in a direction tending to bring the first aircraft part and the second aircraft part closer together,

[0016] the assembly device comprising a first coupling mechanism integral with the first aircraft part and a second coupling mechanism integral with the second aircraft part,

[0017] the first coupling mechanism comprising on the one hand a plurality of cam supports distributed around the main axis, on the other hand a plurality of radial support cams, each radial support cam being pivotally mounted relative to one of the cam supports around a respective tilting axis to vary between an inactive position and an active position, each tilting axis being oriented transversely to the main axis,

[0018] the second coupling mechanism comprising a plurality of guide elements distributed around the main axis, each guide element comprising a bearing surface,

[0019] the assembly device being configured so that during said sliding, each radial support cam bears against one of the bearing surfaces and a relative movement between the guide element carrying this bearing surface and the cam support to which this radial support cam causes a passage of this radial support cam from the inactive position to the active position,

[0020] the assembly device being configured so that in the active state, each radial support cam is in the active position and exerts a radial force on the bearing surface against which it is in contact.

[0021] The technical arrangements described above allow for the provision of a captive assembly device, usable blindly if necessary, providing a detachable, self-supporting connection between the two aircraft parts, while compensating for radial play by means of each radial support cam moving to its respective active position. During the sliding assembly of the parts, this advantageously results in self-centering of the second coupling mechanism relative to the first coupling mechanism (simultaneously inducing relative self-centering between the two aircraft parts) and compensation for any radial misalignments. The assembly of the two aircraft parts is thus facilitated.The radial support cams apply clamping forces to ensure a fixed connection capable of withstanding significant stresses, with good stability of the fixed connection regardless of the different directions of radial forces acting on the second coupling mechanism. Relative positioning in the plane perpendicular to the main axis is performed automatically by the movement of each radial support cam to its active position during the insertion of the guide elements.

[0022] Some preferred but not limiting aspects are the following.

[0023] When the assembly device is in the active state, the second aircraft part is held along the main axis relative to the first aircraft part by friction between the first aircraft part and the second aircraft part and in the active state of the assembly device, the relative axial holding between the first and second aircraft parts results from the radial forces applied by the radial support cams on the support surfaces and from the friction between the first aircraft part and the second aircraft part.

[0024] These features allow for disassembly of the fixed joint without requiring intervention on the joint itself (it is sufficient to apply to the two aircraft parts a relative axial force having a value greater than the sum of the axial retention force present between the first and second coupling mechanisms (itself resulting from the sum of the radial forces applied by all the radial support cams present) with the friction between the two aircraft parts). This further facilitates the possibility of the assembly device being in a blind, inaccessible configuration.

[0025] Each radial support cam comprises a rolling surface intended to roll on the corresponding support surface and a rotation element, in which each guide element delimits a stop surface, and the rotation of the radial support cam towards the active position from the inactive position being initiated and caused, during said relative movement between the guide element and the cam support, by a sliding contact between the rotation element and the stop surface.

[0026] The assembly device is configured so that, in its active state, the first and second coupling mechanisms are inaccessible to the user of the aircraft arrangement, their access being inhibited by the first and second aircraft parts.

[0027] These provisions ensure that the assembly device is in a blind configuration, thus facilitating continuity of geometry between the two aircraft parts once assembled. This can be particularly important when the two aircraft parts, once assembled, perform a function in the flow of air, for example, to participate in the air intake function of an aircraft turbomachine.

[0028] Each cam support is a separate one-piece part from the first aircraft part.

[0029] This feature makes it easy to manufacture the first coupling mechanism, and possibly allows disassembly between the first coupling mechanism and the first aircraft part if necessary.

[0030] Each guide element is a single piece separate from the second aircraft part.

[0031] This feature makes it easy to manufacture the second coupling mechanism, and possibly allows disassembly between the second coupling mechanism and the second aircraft part if necessary.

[0032] The first coupling mechanism comprises a plurality of return elements, each return element being associated with one of the cam supports and with the radial support cam which is pivotally mounted on this cam support, the return element exerting a return force on the radial support cam tending to move it towards the inactive position.

[0033] This has the technical effect of allowing the disassembly and interchangeability of the first and second aircraft parts without having to resort to previous interventions, in particular avoiding having to pivot the radial support cams towards their inactive positions beforehand.

[0034] The first aircraft part and the second aircraft part belong to an aircraft turbomachine nacelle.

[0035] In particular, the first aircraft part and the second aircraft part form part of an air intake structure of the nacelle.

[0036] One of the first aircraft part and the second aircraft part belongs to an upstream part of the air inlet structure, and preferably consists of an air inlet lip, and the other of the first aircraft part and the second aircraft part belongs to a downstream part of the air inlet structure, and preferably consists of an internal panel.

[0037] This has the advantage of considerably simplifying the manufacture of the nacelle, while ensuring its ability to be disassembled, especially in the case where the air inlet lip is an integral part of the external panels.

[0038] Also described is an aircraft turbomachine nacelle comprising at least one such aircraft arrangement. Brief description of the drawings

[0039] Other aspects, objectives, advantages and features of the invention will become clearer upon reading the following detailed description of preferred embodiments thereof, given by way of non-limiting example, and made with reference to the accompanying drawings in which:

[0040] [Fig-1] is a schematic representation of a gondola according to one aspect of the invention featuring an air inlet structure comprising an air inlet lip integrated into the external panels.

[0041] [Fig.2] is a schematic longitudinal sectional representation of the air inlet structure of [Fig.1].

[0042] [Fig.3] is an exploded perspective view representing a cam support, a radial support cam and a guide element, of an example of an aircraft arrangement according to the invention.

[0043] [Fig.4] represents the elements of [Fig.3], in the active state of the assembly device.

[0044] [Fig.5] is a partial view of the second aircraft part and one of the guidance elements.

[0045] [Fig.6] is a partial view of the first aircraft part and one of the cam supports with its radial support cam.

[0046] [Fig.7] is a partial view of the aircraft arrangement, the assembly device being in its inactive state.

[0047] [Fig.8] is a partial view of the aircraft arrangement of [Fig.7] during the transition to the active state, at the time of the initiation of the transition of the radial support cam to its active position.

[0048] [Fig.9] is a partial view of the aircraft arrangement of Figures 7 and 8 in the active state, at the moment when the radial support cam occupies its active position. Detailed description

[0049] In the figures and throughout the description, the same reference numerals represent identical or similar elements. Furthermore, the various elements are not drawn to scale in order to enhance the clarity of the figures. Moreover, the different embodiments and variants are not mutually exclusive and may be combined.

[0050] Unless otherwise stipulated, the term "substantially" means, in this document, "exactly or to within 10% or to within 10°".

[0051] The term aircraft is defined as an airplane, a helicopter, or any other flying machine.

[0052] In this document, the term "turbomachine" refers to all gas turbine devices that produce motive power, among which a distinction is made in particular between turbojets, which provide the thrust necessary for propulsion by reaction to the high-speed ejection of hot gases, and turboshaft engines, in which motive power is provided by the rotation of a drive shaft. For example, turboshaft engines are used as engines for helicopters, ships, trains, or as industrial engines. Turboprops (turboshaft engines driving a propeller) are also turboshaft engines used as aircraft engines.

[0053] Generally speaking, the invention relates first to an aircraft arrangement, comprising a first aircraft part, a second aircraft part and a assembly device 3 capable of assembling in a demountable manner the first aircraft part and the second aircraft part according to a fixed connection.

[0054] In the particular non-limiting case shown in the figures, the first aircraft part and the second aircraft part belong to an aircraft turbomachine nacelle, and in particular they can form part of an air inlet structure of the nacelle.

[0055] A nacelle is a well-known term in the field: it is a structure which has a general tubular shape delimiting a housing to accommodate the turbomachine.

[0056] Figures 1 and 2 show a nacelle 11 which forms a tubular housing for a turbomachine (not shown), channeling the airflow it generates by defining internal and external aerodynamic lines necessary for optimal performance. It also houses various components required for the operation of the turbomachine, as well as auxiliary systems such as a thrust reverser.

[0057] The nacelle 11 is intended to be attached to a fixed structure of an aircraft, such as a wing 12, by means of a pylon 13.

[0058] More specifically, the nacelle 11 has a structure comprising a front section forming an air intake structure 14, a middle section 15 surrounding a fan (not visible) of the turbomachine, and a rear section 16 surrounding the turbomachine and generally housing a thrust reversal system (not shown).

[0059] The air inlet structure 14 is divided into two zones, namely on the one hand an upstream part comprising an air inlet lip 1 adapted to allow optimal capture towards the turbomachine of the air necessary to supply the blower and the internal compressors of the turbomachine, and on the other hand a downstream part 20 intended to properly channel the air towards the blower blades and comprising at least one internal panel 2 and at least one external panel 21 on which the air inlet lip 1 is attached.

[0060] In the particular case represented here, the air inlet lip 1 is integrated into at least one external panel 21 so as to form a single removable part, the at least one internal panel 2 being attached upstream of a housing 18 of the blower belonging to the middle section 15 of the nacelle 11 by means of fixing flanges 22, 23 attached respectively to the downstream part 20 and to the housing 18.

[0061] The air inlet structure 14 can be modular and comprise a plurality of external panels 21, each defining a corresponding portion of the air inlet lip 1 (i.e., an angular sector strictly less than 360°). In this case, the air inlet structure 14 will have joining lines extending longitudinally relative to the nacelle 11 to have a negligible impact on the aerodynamic continuity of the air inlet structure 14. Similarly, the downstream part of the air inlet structure 14 may comprise a plurality of internal panels each defining a corresponding portion of the complete internal panel 2 (i.e. an angular sector strictly less than 360°).

[0062] Figure 1 shows the air inlet structure 14 with the external panel 21 in the partially open position. Advantageously, the external panel 21 can only be opened after the lateral covers 17, 19 fitted to the central section 15 have been opened.

[0063] In [Fig.2], the internal panel 2 is made from an acoustic ferrule and is connected via flanges 22, 23 to the housing 18 of the middle section 15. This internal panel 2 therefore constitutes a fixed part of the air inlet structure 14 on which the air inlet lip 1, which is integrated into the external panels 21, is intended to be attached and fixed in a removable manner.

[0064] To do this, it is necessary, on the one hand, to fix the downstream edge of the external panels 21 to the fixing flanges 22, 23 by means of a radial peripheral partition 24, and on the other hand to ensure a removable fixing in the area marked 25 between the air inlet lip 1 and the upstream edge of the internal panel 2. The partition 24 can, for example, belong to the housing 18. The fixing between the external panels 21 and the fixing flanges 22, 23 can be done by any suitable means, for example by edges, or by a solution using positioning centering devices and fixing bolts.

[0065] In the following, an example will be described for example a means of ensuring removable fixing, in the area marked 25 on the [Fig.2], between the air inlet lip 1 and the upstream edge of the internal panel 2, particularly suitable for the case where the air inlet lip 1 is integrated into the external panels 21.

[0066] Thus, Figures 3 to 9 illustrate the particular case where the first aircraft part belongs to the upstream portion of the air inlet structure 14 (this is the air inlet lip 1 in the non-limiting example shown) and the second aircraft part belongs to the downstream portion 20 of the air inlet structure 14 (this is the inner panel 2 in the non-limiting example shown). Alternatively, in what follows, it could be considered interchangeably that the second aircraft part belongs to the upstream portion of the air inlet structure 14 (and is, for example, constituted by the inner panel 2) and that the first aircraft part belongs to the downstream portion 20 of the air inlet structure 14 (and is, for example, constituted by the air inlet lip 1).

[0067] The invention also relates to the nacelle 11 as such, comprising at least one such aircraft arrangement.

[0068] Generally speaking, as will be understood from the description that follows, the assembly device 3 varies between: - an inactive state in which the air inlet lip 1 and the internal panel 2 are independent, - and an active state in which the air inlet lip 1 and the internal panel 2 are assembled according to a fixed joint.

[0069] The reversible transition from the inactive state to the active state is achieved by a sliding, preferably rectilinear, relative movement between the air inlet lip 1 and the internal panel 2 along a main axis Al in a direction tending to bring the air inlet lip 1 and the internal panel 2 closer together.

[0070] The assembly device 3 comprises a first coupling mechanism attached to the air inlet lip 1 and a second coupling mechanism attached to the internal panel 2.

[0071] With reference to the figures, the first coupling mechanism comprises a plurality of cam supports 4 distributed around the main axis AL. The first coupling mechanism also comprises a plurality of radial support cams 6. Each radial support cam 6 is pivotally mounted about one of the cam supports 4 around a respective tilting axis A2. Thus, each radial support cam 6 can vary, by an overall tilting movement about its tilting axis A2, between an inactive position and an active position. Each tilting axis A2 is oriented transversely to the main axis AL, for example, substantially perpendicular.

[0072] The second coupling mechanism comprises a plurality of guide elements 5 distributed around the main axis Al, each guide element 5 comprising a bearing surface 51.

[0073] During the sliding between the air inlet lip 1 and the internal panel 2, each radial support cam 6 bears against one of the bearing surfaces 51 and a relative movement between the guide element 5 carrying this bearing surface 51 and the cam support 4 to which this radial support cam 6 causes a passage of this radial support cam 6 from the inactive position to the active position.

[0074] Furthermore, in the active state of the assembly device 3, each radial support cam 6 is in the active position and exerts a radial force on the support surface 51 against which it is in contact.

[0075] As can be deduced from the figures, when the assembly device 3 is in the active state, the inner panel 2 is held along the principal axis A1 relative to the air inlet lip 1 by friction between these two parts. Furthermore, the assembly device 3 is configured so that, in its active state, the relative axial holding between the air inlet lip 1 and the inner panel 2 results from the radial forces applied by the radial support cams 6 on the bearing surfaces 51, and of this friction between the air inlet lip 1 and the internal panel 2.

[0076] Each radial support cam 6 comprises a rolling surface 61 intended to roll on the corresponding support surface 51 and a rotating element 62. Each guide element 5 defines a stop surface 52, intended to cooperate with the rotating element 62. More specifically, the rotation of the radial support cam 6 towards the active position, from the inactive position, is initiated and caused, during the relative movement between the guide element 5 and the cam support 4, by a sliding contact between the rotating element 62 and the stop surface 52.

[0077] By way of example as shown, the rotation element 62 includes at least one tenon projecting from the radial support cam 6 in a direction substantially parallel to the corresponding tilting axis A2, while the stop surface 52 is a surface oriented transversely jointly with respect to the main axis Al and with respect to the tilting axis A2, for example by being substantially perpendicular to both the main axis Al and the tilting axis A2.

[0078] Advantageously, and as can be seen in [Fig.9], the assembly device 3 is configured so that, in its active state, the first coupling mechanism and the second coupling mechanism are inaccessible to the user of the aircraft arrangement, their access being inhibited by the air inlet lip 1 and by the internal panel 2.

[0079] According to the figures, the first coupling mechanism is a single piece separate from the air inlet lip 1. However, a person skilled in the art could alternatively consider, without departing from the scope of the present invention, that the first coupling mechanism is made of material from the rest of the air inlet lip 1.

[0080] Symmetrically, according to the figures, the second coupling mechanism is a single piece separate from the internal panel 2. However, a person skilled in the art could alternatively consider, without this departing from the scope of the present invention, that the second coupling mechanism is made of material from the rest of the internal panel 2.

[0081] Finally, the first coupling mechanism comprises a plurality of return elements 41, visible for example in Figures 3 and 4. Each return element 41 is associated with one of the cam supports 4 and with the radial support cam 6, which is pivotally mounted on this cam support 4. In other words, the return element 41 is interposed between the cam support 4 and the radial support cam 6. This return element 41, which is, for example, formed by a torsion spring arranged along the tilting axis A2, exerts a return force on the radial support cam 6, this force of reminder tending to stress the radial support cam 6 in order to move it towards its inactive position.

Claims

1. Demands Aircraft arrangement, comprising a first aircraft part, a second aircraft part and an assembly device (3) varying between an inactive state in which the first aircraft part and the second aircraft part are independent and an active state in which the first aircraft part and the second aircraft part are assembled according to a fixed connection, the reversible transition from the inactive state to the active state being effected by a relative sliding between the first aircraft part and the second aircraft part along a principal axis (Al) in a direction tending to bring the first aircraft part and the second aircraft part closer together, the assembly device (3) comprising a first coupling mechanism integral with the first aircraft part and a second coupling mechanism integral with the second aircraft part,the first coupling mechanism comprising, on the one hand, a plurality of cam supports (4) distributed around the main axis (Al), and on the other hand, a plurality of radial support cams (6), each radial support cam (6) being pivotally mounted relative to one of the cam supports (4) about a respective tilting axis (A2) to vary between an inactive position and an active position, each tilting axis (A2) being oriented transversely to the main axis (Al), the second coupling mechanism comprising a plurality of guide elements (5) distributed around the main axis (Al), each guide element (5) comprising a bearing surface (51), the assembly device (3) being configured such that during said sliding,Each radial support cam (6) bears against one of the bearing surfaces (51), and a relative movement between the guide element (5) carrying this bearing surface (51) and the cam support (4) to which this radial support cam (6) causes a passage of this radial support cam (6) from the inactive position to the active position, the assembly device (3) being configured so that in the active state, each radial support cam (6) is in the active position and exerts a radial force on the bearing surface (51) against which it is in contact.

2. Aircraft arrangement according to claim 1, wherein when the assembly device (3) is in the active state, the second aircraft part is held along the principal axis (Al) relative to the first aircraft part by friction between the first aircraft part and the second aircraft part and wherein in the active state of the assembly device (3), the relative axial holding between the first and second aircraft parts results from the radial forces applied by the radial support cams (6) on the support surfaces (51) and from the friction between the first aircraft part and the second aircraft part.

3. Aircraft arrangement according to any one of claims 1 or 2, wherein each radial support cam (6) comprises a rolling surface (61) for rolling on the corresponding support surface (51) and a rotation element (62), wherein each guide element (5) delimits a stop surface (52), and wherein the rotation of the radial support cam (6) towards the active position from the inactive position is initiated and caused, during said relative movement between the guide element (5) and the cam support (4), by a sliding contact between the rotation element (62) and the stop surface (52).

4. Aircraft arrangement according to any one of claims 1 to 3, wherein the assembly device (3) is configured so that, in its active state, the first and second coupling mechanisms are inaccessible to the user of the aircraft arrangement, their access being inhibited by the first and second aircraft parts.

5. Aircraft arrangement according to any one of claims 1 to 4, wherein each cam support (4) is a single piece separate from the first aircraft part.

6. Aircraft arrangement according to any one of claims 1 to 5, wherein each guide element (5) is a single piece separate from the second aircraft part.

7. Aircraft arrangement according to any one of claims 1 to 6, the first coupling mechanism comprising a plurality of return elements (41), each return element (41) being associated with one of the cam supports (4) and with the radial support cam (6) which is pivotally mounted on this cam support (4), the element of reminder (41) exerting a restoring force on the radial support cam (6) tending to move it towards the inactive position.

8. Aircraft arrangement according to any one of claims 1 to 7, wherein the first aircraft part and the second aircraft part belong to a nacelle (11) for an aircraft turbomachine, preferably an air inlet structure (14) of the nacelle (11).

9. Aircraft arrangement according to claim 8, wherein one of the first aircraft part and the second aircraft part belongs to an upstream part of the air inlet structure (14), and preferably is constituted by an air inlet lip (1), and the other of the first aircraft part and the second aircraft part belongs to a downstream part (20) of the air inlet structure (14), and preferably is constituted by an internal panel (2).

10. Nacelle (11) for aircraft turbomachine comprising at least one aircraft arrangement according to any one of the preceding claims.

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