Aircraft assembly comprising a two-piece assembly device with two interlocking crowns for radial self-adjustment

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 first interlocking ring (41) and a plurality of elastically deformable attachment fins (44) to provide radial deflection. The second coupling mechanism has a second interlocking ring (51) defining a radial support portion (52) and a second axial stop face (53). The radial support portion (52) and the plurality of attachment fins (44) of the first coupling mechanism (4) interlock reciprocally, causing radial elastic deformation of the attachment fins (44).In the active state, the first axial stop face (43) and the second axial stop face (53) are in contact, and the attachment fins (44) are in contact with the radial support portion (52) through their elastic deformation. A nacelle for an aircraft turbomachine is also described. Figure 3.

Description

Title of the invention: Aircraft arrangement comprising a two-piece assembly device with two interlocking rings for radial self-adjustment. 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 nacelle for a turbomachine, by assembling several parts linked together without the possibility of disassembly.

[0004] Conventionally, the air intake structure of the nacelle is formed by 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 first interlocking ring delimiting a first axial stop face, on the other hand a plurality of attachment fins integral with the first interlocking ring distributed angularly around the first interlocking ring, each of the attachment fins of the first coupling mechanism being elastically deformable to provide a possibility of radial travel and projecting axially beyond the first axial stop face,

[0018] the second coupling mechanism comprising a second interlocking ring defining a radial support portion and a second axial stop face,

[0019] the assembly device being configured such that during said sliding, the radial support portion of the second interlocking ring and the plurality of attachment fins of the first coupling mechanism interlock reciprocally, causing a radial elastic deformation of said attachment fins of the first coupling mechanism, and such that in the active state:

[0020] - the first axial stop face and the second axial stop face are in contact,

[0021] - the attachment fins of the first coupling mechanism are in contact with the radial support portion of the second interlocking ring by means of their elastic deformation.

[0022] 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 through the elastic deformation of the attachment fins. During the sliding assembly of the parts, this advantageously results in self-centering of the second interlocking ring relative to the first interlocking ring (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 attachment fins apply the clamping force to ensure a fixed connection capable of withstanding significant stresses, with good stability of the fixed connection regardless of the different directions of the radial forces acting on the second interlocking ring.The relative axial positioning between the two aircraft parts is very precise, achieved simply by pressing the first axial stop face against the second axial stop face. The... relative positioning in the plane perpendicular to the main axis is done automatically by the deformation of the attachment fins during the insertion of the second interlocking ring.

[0023] Some preferred but not limiting aspects are the following.

[0024] The radial bearing portion of the second interlocking ring is a convex external cylindrical surface, and the attachment fins of the first coupling mechanism come into radial support from the outside of the radial bearing portion of the second interlocking ring.

[0025] As a result, the radial forces applied by the attachment fins of the first coupling mechanism are centrifugal, allowing the two coupling mechanisms to remain joined by external friction, allowing the internal parts of the interlocking rings to remain free.

[0026] The radial bearing portion of the second interlocking ring is a concave internal cylindrical surface, and the attachment fins of the first coupling mechanism come into radial support through the inside of the radial bearing portion of the second interlocking ring.

[0027] It follows that the radial forces applied by the attachment fins of the first coupling mechanism are centripetal, allowing the two coupling mechanisms to remain joined by internal friction, limiting the bulk on the outside.

[0028] Each attachment fin of the first coupling mechanism has a longitudinal profile, along a cutting plane passing through the main axis, which is flared so as to promote the centering of the second interlocking ring during the transition to the active state.

[0029] This feature allows for self-guidance of the first coupling mechanism relative to the second coupling mechanism during the relative sliding between the first and second aircraft parts during assembly, which greatly facilitates the latter. This can be particularly advantageous in cases where the assembly device is blind and / or at least one of the two aircraft parts is large and / or easily deformable during assembly.

[0030] The second coupling mechanism comprises a plurality of attachment fins integral with the second interlocking ring, distributed angularly around the second interlocking ring. Each of the attachment fins of the second coupling mechanism is elastically deformable to provide a radial travel capability and projects axially beyond the second axial stop face. The first interlocking ring defines a radial support portion, and the assembly device is shaped such that during said sliding, the radial support portion of the first interlocking ring and the plurality of attachment fins of the second coupling mechanism interlock reciprocally by causing a radial elastic deformation of said attachment fins of the second coupling mechanism, and so that in the active state the attachment fins of the second coupling mechanism are in contact with the radial bearing portion of the first interlocking ring by means of their elastic deformation.

[0031] As a result, in the active state, the radial forces applied by the attachment fins of the second coupling mechanism are added to the radial forces applied by the attachment fins of the first coupling mechanism. This increases the clamping force to ensure a fixed connection capable of withstanding higher stresses. By providing that the attachment fins of the second coupling mechanism are inserted between the attachment fins of the first coupling mechanism, angular alignment between the first and second coupling mechanisms around the main axis also results, implying automatic angular positioning between the two aircraft parts during assembly.

[0032] The radial bearing portion of the first interlocking ring is a convex external cylindrical surface, and the attachment fins of the second coupling mechanism come into radial support from the outside of the radial bearing portion of the first interlocking ring.

[0033] It follows that the radial forces applied by the attachment fins of the second coupling mechanism are centrifugal, allowing the two coupling mechanisms to remain joined by external friction, allowing the internal parts of the interlocking rings to remain free.

[0034] The radial bearing portion of the first interlocking ring is a concave internal cylindrical surface, and the attachment fins of the second coupling mechanism come into radial support through the inside of the radial bearing portion of the first interlocking ring.

[0035] It follows that the radial forces applied by the attachment fins of the first coupling mechanism are centripetal, allowing the two coupling mechanisms to remain joined by internal friction, limiting the external bulk.

[0036] The assembly device is configured so that, in its active state, the relative axial retention between the first and second coupling mechanisms results solely from the radial forces applied by the attachment fins of the first coupling mechanism on the radial bearing portion of the second interlocking ring, and from the radial forces applied by the attachment fins of the second coupling mechanism on the radial support portion of the first interlocking ring.

[0037] These features allow for dismantling the fixed joint without needing to modify the joint itself (it is sufficient to apply a relative axial force to the two aircraft parts having a value greater than the axial retention force present between the first and second coupling mechanisms resulting from the sum of the radial forces applied by all the attachment fins present). This further facilitates the possibility of the assembly device being in a blind configuration, inaccessible.

[0038] Each attachment fin of the second coupling mechanism has a longitudinal profile, along a cutting plane passing through the main axis, which is flared so as to promote the centering of the first interlocking ring during the transition to the active state.

[0039] This feature allows for self-guidance of the first coupling mechanism relative to the second coupling mechanism during the relative sliding between the first and second aircraft parts during assembly, which greatly facilitates the latter. This can be particularly advantageous in cases where the assembly device is blind and / or at least one of the two aircraft parts is large and / or easily deformable during assembly.

[0040] 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.

[0041] 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.

[0042] The first coupling mechanism is a single piece separate from the first aircraft part.

[0043] 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.

[0044] The second coupling mechanism is a single piece separate from the second aircraft part.

[0045] 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.

[0046] The first aircraft part and the second aircraft part belong to an aircraft turbomachine nacelle.

[0047] In particular, the first aircraft part and the second aircraft part form part of an air intake structure of the nacelle.

[0048] 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.

[0049] 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.

[0050] The air inlet lip includes a stiffening frame, and the first coupling mechanism is clamped between the air inlet lip and the stiffening frame.

[0051] Also described is an aircraft turbomachine nacelle comprising at least one such aircraft arrangement. Brief description of the drawings

[0052] 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:

[0053] [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.

[0054] [Fig.2] is a schematic longitudinal sectional representation of the structure air intake of the [Fig.l].

[0055] [Fig.3] is a perspective view of the assembly device of an example aircraft arrangement according to the invention, during the transition from the inactive state to the active state.

[0056] [Fig.4] is a perspective view of the assembly device of [Fig.3], in its active state.

[0057] [Fig.5] is a partial perspective view of the aircraft arrangement, during the transition of the assembly device from the inactive state to the active state.

[0058] [Fig.6] is a view identical to [Fig.5], the assembly device being in its active state.

[0059] [Fig.7] is a detailed cross-sectional view along a plane passing through the main axis, at the level of the coupling mechanisms, the assembly device occupying its active state. Detailed description

[0060] 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.

[0061] Unless otherwise stipulated, the term "substantially" means, in this document, "exactly or to within 10% or to within 10°".

[0062] The term aircraft is defined as an airplane, a helicopter, or any other flying machine.

[0063] 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.

[0064] In general, the invention relates first to an aircraft arrangement, comprising a first aircraft part, a second aircraft part and an assembly device capable of assembling the first aircraft part and the second aircraft part according to a fixed connection.

[0065] 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.

[0066] 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.

[0067] Figures 1 and 2 show a nacelle 11 which constitutes a tubular housing for a turbomachine (not shown), serving to channel the airflow it generates by defining internal and external aerodynamic lines necessary for optimal performance. It also houses various components necessary for the operation of the turbomachine as well as auxiliary systems such as a thrust reverser.

[0068] 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.

[0069] 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).

[0070] 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.

[0071] In the particular case shown 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 is 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.

[0072] The air inlet structure 14 may 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 so as to have a negligible impact on the aerodynamic continuity of the air inlet structure 14. Similarly, the downstream portion 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°).

[0073] 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.

[0074] 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 median section 15. This internal panel 2 therefore constitutes a fixed part of the air inlet structure 14 on which is intended to be brought back and fixed, in a removable manner, the air inlet lip 1 which is integrated into the external panels 21.

[0075] 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.

[0076] 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.

[0077] Thus, Figures 3 to 7 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).

[0078] The invention also relates to the nacelle 11 as such, comprising at least one such aircraft arrangement.

[0079] 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.

[0080] 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.

[0081] The assembly device 3 includes a first coupling mechanism 4 attached to the air inlet lip 1 and a second coupling mechanism 5 attached to the internal panel 2.

[0082] With reference to the figures, the first coupling mechanism 4 includes a first interlocking ring 41 which defines a first axial stop face 43. The first coupling mechanism 4 also includes a plurality of attachment fins 44 integral with the first interlocking ring 41, distributed angularly around the first interlocking ring 4L. Each attachment fin 44 of the first coupling mechanism 4 is elastically deformable to provide a possibility of radial movement (i.e. around the main axis Al) and projects axially (i.e. along the main axis Al) beyond the first axial stop face 43.

[0083] The second coupling mechanism 5 includes a second interlocking ring 51 which delimits a radial support portion 52 and a second axial stop face 53.

[0084] During the sliding between the air inlet lip 1 and the inner panel 2, the radial support portion 52 of the second interlocking ring 51 and the plurality of attachment fins 44 of the first coupling mechanism 4 interlock reciprocally, causing a radial elastic deformation of the attachment fins 44 of the first coupling mechanism 4.

[0085] Furthermore, in the active state of the assembly device 3, the first axial stop face 43 and the second axial stop face 53 are in contact with each other, while the attachment fins 44 of the first coupling mechanism 4 are in contact with the radial support portion 52 of the second interlocking ring 51 by means of their elastic deformation.

[0086] As shown, the radial support portion 52 of the second interlocking ring 51 is a convex external cylindrical surface, and the attachment fins 44 of the first coupling mechanism 5 bear radially on the outside of the radial support portion 52 of the second interlocking ring 51. However, a person skilled in the art could alternatively consider, without departing from the scope of the present invention, that the radial support portion 52 of the second interlocking ring 51 is a concave internal cylindrical surface, and that the attachment fins 44 of the first coupling mechanism 5 bear radially on the inside of the radial support portion 52 of the second interlocking ring 51.

[0087] In order to facilitate assembly operations by automatically ensuring self-guidance of the first coupling mechanism 4, each attachment fin 44 of the first coupling mechanism 4 has a longitudinal profile, along a cutting plane passing through the main axis Al, which is flared so as to promote centering of the second interlocking ring 51 during the transition to the active state. In particular, the longitudinal profile of each attachment fin 44 may be convergent as it approaches the first interlocking ring 41 in the case where the attachment fins 44 of the first coupling mechanism 4 come into radial contact with the outside of the radial support portion 52 of the second interlocking ring 51. Alternatively, the longitudinal profile of each attachment fin 44 may be divergent as it approaches the first interlocking ring 41 in the case where the attachment fins 44 of the first coupling mechanism 4 come into radial contact with the inside of the radial support portion 52 of the second interlocking ring 51.

[0088] Advantageously, the second coupling mechanism 5 comprises a plurality of attachment fins 54 integral with the second interlocking ring 51 and distributed angularly around the second interlocking ring 51. Each of these attachment fins 54 of the second coupling mechanism 5 is elastically deformable to provide a possibility of radial travel (i.e. around the main axis Al) and projects axially (i.e. along the main axis Al) beyond the second axial stop face 53.

[0089] The first interlocking ring 41 defines a radial support portion 42. During sliding between the air inlet lip 1 and the inner panel 2, the radial support portion 42 of the first interlocking ring 41 and the plurality of attachment fins 54 of the second coupling mechanism 5 interlock reciprocally, causing a radial elastic deformation of the attachment fins 54 of the second coupling mechanism 5. In the active state of the assembly device 3, the attachment fins 54 of the second coupling mechanism 5 are in contact with the radial support portion 42 of the first interlocking ring 41 by means of their elastic deformation.

[0090] As shown, the radial support portion 42 of the first interlocking ring 41 is a convex external cylindrical surface, and the attachment fins 54 of the second coupling mechanism 5 come into radial support from the outside of the radial support portion 42 of the first interlocking ring 41. However, a person skilled in the art could alternatively consider, without departing from the scope of the present invention, that the radial support portion 42 of the first interlocking ring 41 is a concave internal cylindrical surface, and that the attachment fins 54 of the second coupling mechanism 5 come into radial support from the inside of the radial support portion 42 of the first interlocking ring 41.

[0091] In order to facilitate assembly operations by automatically providing self-guidance of the first coupling mechanism 4, each attachment fin 54 of the second coupling mechanism 5 has a longitudinal profile, according to a plane a cutting edge passing through the main axis Al, which is flared to facilitate the centering of the first interlocking ring 41 during the transition to the active state. In particular, the longitudinal profile of each attachment fin 54 can be convergent as it approaches the second interlocking ring 51 in the case where the attachment fins 54 of the second coupling mechanism 5 bear radially on the outside of the radial support portion 42 of the first interlocking ring 41. Alternatively, the longitudinal profile of each attachment fin 54 can be divergent as it approaches the second interlocking ring 51 in the case where the attachment fins 54 of the second coupling mechanism 5 bear radially on the inside of the radial support portion 42 of the first interlocking ring 41.

[0092] With reference to figures 5 and 6, the air inlet lip 1 includes a stiffening frame 6. The first coupling mechanism 4 is advantageously sandwiched between the air inlet lip 1 and the stiffening frame 6. These arrangements allow for stiffening of the connection between the air inlet lip 1 and the first coupling mechanism 4.

[0093] Advantageously, and as can be seen in [Fig.6], the assembly device 3 is configured so that, in its active state, the first coupling mechanism 4 and the second coupling mechanism 5 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.

[0094] According to the figures, the first coupling mechanism 4 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 4 is made of material from the rest of the air inlet lip 1.

[0095] Symmetrically, according to the figures, the second coupling mechanism 5 is a single piece separate from the inner panel 2. However, a person skilled in the art could alternatively consider, without departing from the scope of the present invention, that the second coupling mechanism 5 is made of material from the rest of the inner panel 2.

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 (4) integral with the first aircraft part and a second coupling mechanism (5) integral with the second aircraft part,the first coupling mechanism (4) comprising, on the one hand, a first interlocking ring (41) defining a first axial stop face (43), and on the other hand, a plurality of attachment fins (44) integral with the first interlocking ring (41) and distributed angularly around the first interlocking ring (41), each of the attachment fins (44) of the first coupling mechanism (4) being elastically deformable to provide a possibility of radial movement and projecting axially beyond the first axial stop face (43), the second coupling mechanism (5) comprising a second interlocking ring (51) defining a radial support portion (52) and a second axial stop face (53), the assembly device (3) being configured such that during said sliding,the radial support portion (52) of the second interlocking ring (51) and the plurality of attachment fins (44) of the first coupling mechanism (4) interlock reciprocally, causing a radial elastic deformation of said attachment fins (44) of the first coupling mechanism (4), and such that in the active state:, - the first axial stop face (43) and the second axial stop face (53) are in contact, - the attachment fins (44) of the first coupling mechanism (4) are in contact with the radial support portion (52) of the second interlocking ring (51) by means of their elastic deformation.

2. Aircraft arrangement according to claim 1, wherein the radial support portion (52) of the second interlocking ring (51) is an external convex cylindrical surface, and the attachment fins (44) of the first coupling mechanism (5) come into radial support from the outside of the radial support portion (52) of the second interlocking ring (51).

3. Aircraft arrangement according to claim 1, wherein the radial support portion (52) of the second interlocking ring (51) is a concave internal cylindrical surface, and the attachment fins (44) of the first coupling mechanism (5) come into radial support through the inside of the radial support portion (52) of the second interlocking ring (51).

4. Aircraft arrangement according to any one of claims 1 to 3, wherein each attachment fin (44) of the first coupling mechanism has a longitudinal profile, along a cutting plane passing through the main axis (Al), which is flared so as to promote the centering of the second interlocking ring (51) during the transition to the active state.

5. Aircraft arrangement according to any one of claims 1 to 4, wherein the second coupling mechanism (5) comprises a plurality of attachment fins (54) integral with the second interlocking ring (51) and distributed angularly around the second interlocking ring (51), each of the attachment fins (54) of the second coupling mechanism (5) being elastically deformable to provide a radial deflection and projecting axially beyond the second axial stop face (53), wherein the first interlocking ring (41) delimits a radial support portion (42), wherein the assembly device (3) is shaped such that during said sliding, the radial support portion (42) of the first interlocking ring (41) and the plurality of attachment fins (54) of the second coupling mechanism (5) interlock reciprocally by causing a radial elastic deformation of said attachment fins (54) of the second coupling mechanism (5), and so that in the active state the attachment fins (54) of the second coupling mechanism (5) are in contact with the radial support portion (42) of the first interlocking ring (41) by means of their elastic deformation.

6. Aircraft arrangement according to claim 5, wherein the radial support portion (42) of the first interlocking ring (41) is an external convex cylindrical surface, and the attachment fins (54) of the second coupling mechanism (5) come into radial support from the outside of the radial support portion (42) of the first interlocking ring (41).

7. Aircraft arrangement according to claim 5, wherein the radial support portion (42) of the first interlocking ring (41) is a concave internal cylindrical surface, and the attachment fins (54) of the second coupling mechanism (5) come into radial support through the inside of the radial support portion (42) of the first interlocking ring (41).

8. Aircraft arrangement according to any one of claims 1 to 7, wherein the assembly device (3) is configured so that, in its active state, the first and second coupling mechanisms (4, 5) are inaccessible to the user of the aircraft arrangement, their access being inhibited by the first and second aircraft parts.

9. Aircraft arrangement according to any one of claims 1 to 8, wherein the first coupling mechanism (4) is a single piece separate from the first aircraft part.

10. Aircraft arrangement according to any one of claims 1 to 9, wherein the second coupling mechanism (5) is a single piece separate from the second aircraft part.

11. Aircraft arrangement according to any one of claims 1 to 10, wherein the first aircraft part and the second aircraft part belong to a nacelle (11) for an aircraft turbomachine.

12. Aircraft arrangement according to claim 11, wherein the first aircraft part and the second aircraft part form part of an air inlet structure (14) of the nacelle (11).

13. Aircraft arrangement according to claim 12, 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).

14. Aircraft arrangement according to claim 13, wherein the air inlet lip (1) comprises a stiffening frame (6), and wherein the first coupling mechanism (4) is clamped between the air inlet lip (1) and the stiffening frame (6).

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

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