Aircraft assembly comprising a turbomachine, a pylon and a mounting system

Abstract

Assembly for an aircraft comprising a turbomachine (100), a pylon (2), and a mounting system (605) for the turbomachine (100) to the pylon (2), the turbomachine comprising, along the longitudinal axis (XX) in the direction of the generated flow, a low-pressure compressor (12), a high-pressure compressor (14), and a rear section (1), the mounting system comprising upstream mounting means (604) for the turbomachine to the pylon fixed to the turbomachine in an upstream plane AA perpendicular to the longitudinal axis and passing through the low-pressure compressor, first (506) and second downstream mounting means for the turbomachine to the pylon fixed to the turbomachine in a downstream plane BB perpendicular to the longitudinal axis and passing through the high-pressure compressor, and thrust force transfer means (208) connecting the turbomachine to the pylon. Figure for the abbreviation: [Fig. 2]

Description

Title of the invention: Aircraft assembly comprising a turbomachine, a pylon and a mounting system. Technical field of the invention

[0001] The invention relates to the field of turbomachine attachments to an aircraft. In particular, the invention relates to an aircraft assembly comprising a turbomachine, a pylon, and a system for attaching the turbomachine to the pylon, prior art

[0002] Existing systems for fixing a turbomachine to an aircraft pylon are described, for example, in documents WO2022 / 245363, WO2022 / 248791 or WO2023 / 198962.

[0003] A turbomachine generally comprises, in one flow direction, an inlet section, a compressor section, a combustion section, a turbine section, and an exhaust section. In operation, air enters through the inlet section and flows to the compressor section where one or more axial compressors progressively compress the air until it reaches the combustion section, where combustion gases are generated. The combustion gases then flow from the combustion section along a defined hot gas path in the turbine section and exit the combustion section through the exhaust section. Such a turbomachine produces thrust capable of propelling a motor vehicle, such as an aircraft.On an aircraft, the thrust generated by the turbomachine produces thrust forces transmitted to a support, such as a pylon or cradle, and similarly, the aircraft applies equal and opposite reaction forces to the support. This load induces a pitching moment or a yaw moment in the turbomachine. It is therefore necessary to reduce these pitching and yaw moments applied to the turbomachine so that it does not deform to the point of degrading its operating performance.

[0004] Indeed, when the turbomachine produces thrust and is subjected to maneuvering loads (aerodynamic forces on a nacelle or propeller associated with the turbomachine), the turbomachine itself is subjected to stresses. The backbone bending of a turbomachine casing, induced by these stresses, creates gap closures and even wear, degrading the turbomachine's performance, thus increasing fuel consumption and accelerating the turbomachine's aging.

[0005] In the context of unfaired turbomachinery generally used on short- or medium-range aircraft, the attachment of the turbomachinery is important in the direction where the turbomachine's propeller has a large diameter, thus inducing significant axial moment loads. Furthermore, to achieve high performance, the turbomachine has a small, high-pressure body which is therefore sensitive to all stresses such as gravitational loads, aircraft maneuvers, and axial moment loads.

[0006] A conventional turbomachine suspension with an upstream attachment on an upstream casing and a downstream attachment on a turbine casing or an exhaust casing does not allow for optimization of the performance of the turbomachine assembly and aircraft cradle or pylon.

[0007] Another known solution, from document WO2022 / 245363, is to position a downstream suspension on the casing upstream of a high-pressure body (cantilevered high-pressure body solution). The bending moments induced by the aerodynamic forces upstream of the turbomachine and the thrust will no longer be transmitted through the high-pressure body. Furthermore, this solution can create significant displacements between the tower and the turbomachine at the level of the high-pressure body not held by suspensions, particularly when the turbomachine is subjected to acceleration factors, such as gravitational acceleration and aircraft maneuvers, causing significant clearance wear and displacements between the turbomachine and the tower.Furthermore, as the two suspension planes are close together, it is difficult to achieve a good compromise of rigidity between the pylon and the upstream casing, which also leads to significant clearance consumption between the turbomachine and the pylon under axial moment loads. Description of the invention

[0008] An object of the invention is to provide an aircraft assembly comprising a turbomachine, a pylon and a system for attaching the turbomachine to the pylon which does not have the disadvantages of the prior art.

[0009] To this end, the invention provides an assembly for an aircraft comprising a turbomachine, a pylon, and a system for attaching the turbomachine to the pylon. The turbomachine extends along a longitudinal axis oriented along an X-axis, oriented in the direction of a flow generated by the turbomachine, from an orthonormal coordinate system comprising a Z-axis oriented towards the pylon, and a Y-axis. The turbomachine comprises, along the longitudinal axis, a low-pressure compressor, a high-pressure compressor, and a rear section. The attachment system comprises upstream attachment means for the turbomachine to the pylon, fixed to the turbomachine in an upstream plane perpendicular to the longitudinal axis and passing through the low-pressure compressor, and first downstream attachment means for the turbomachine to the pylon, fixed to the turbomachine in a downstream plane perpendicular to the longitudinal axis and passing through the pylon. by the high-pressure compressor, and means for taking up the thrust forces connecting the turbomachine to the pylon, the downstream fixing means being fixed on the pylon between the upstream fixing means and the means for taking up the thrust forces, the downstream fixing means comprising a link including one degree of freedom along a direction of the Z axis, the fixing system comprising second downstream fixing means arranged so as to take up only one driving torque along the longitudinal axis.

[0010] Advantageously, but optionally, the assembly according to the invention has at least one of the following technical characteristics: • the means for recovering thrust forces include a recovery linkage forming in a plane ZX an angle α with a longitudinal axis of the turbomachine between 30° and 60°; • angle a is approximately 45°; • the second downstream fixing means include a main connecting rod mounted on the pylon via a sliding pivot joint oriented laterally along the Y axis; • the second downstream fastening means include a ball-and-socket connecting rod between the main connecting rod and the turbomachine; • the ball joint connecting rod extends in the downstream plane; • the second downstream fixing means comprise another ball-and-socket connecting rod, the two ball-and-socket connecting rods being positioned symmetrically in mirror image along a plane ZX of each other; • the main connecting rod has a cross member oriented laterally along the Y axis, at the ends of which the ball-and-socket connecting rods are fixed; • the main connecting rod is inclined downstream; • the upstream fixing means include a ball-joint connecting rod extending in a YZ plane; • the ball joint is substantially parallel to the Z axis; • the upstream fixing means include a ball-joint connecting rod inclined downstream; • the upstream fastening means comprise another ball-joint connecting rod, the two ball-joint connecting rods being positioned symmetrically and mirrored along a plane ZX relative to each other; and • the fixing system also includes a flexible connection between the rear part and the pylon. brief description of the figures

[0011] Other features and advantages of the invention will become apparent from the following description of an embodiment of the invention. See the accompanying drawings:

[0012] [Fig-1] is a schematic half-view of an aircraft assembly comprising a turbomachine, a pylon and a system for linking the turbomachine to the pylon;

[0013] [Fig.2] is a schematic half-view of an aircraft assembly according to the invention, comprising a turbomachine, a pylon and a system for connecting the turbomachine to the pylon;

[0014] [Fig.3] is a schematic view according to the upstream plane of the aircraft assembly of [Fig.2];

[0015] [Fig.4] is a schematic top view along the downstream plane of the assembly for aircraft of the [Fig.2] illustrating the rear fixings alone;

[0016] [Fig.5] is a schematic side view along the downstream plane of the aircraft assembly of [Fig.2] illustrating the intermediate fixings only;

[0017] [Fig.6] is a schematic view along the downstream plane of the aircraft assembly of [Fig.2] illustrating the intermediate fixings alone; and,

[0018] [Fig.7] is a schematic side view along the upstream plane of the variant of realization of [Fig.7].

[0019] For clarity, identical or similar elements are identified by identical reference signs throughout the figures. detailed description of a method of implementation

[0020] With reference to [Fig. 1], we will describe an example of a mounting system 5 for a turbomachine 100 attached to an aircraft pylon 2. The pylon 2 is itself attached to an aircraft wing 3. The turbomachine 100 comprises, in the direction of flow, a propeller 7, a low-pressure compressor 12, a high-pressure compressor 14, and a rear section 1 including a combustion chamber, a high-pressure turbine, and a low-pressure turbine. The turbomachine 100 extends along a longitudinal axis XX oriented along an axis X, oriented in a direction of the flow generated by the turbomachine, from an orthonormal frame R comprising an axis Z oriented towards the pylon, and an axis Y. Depending on a type of attachment of the turbomachine 100 on the aircraft, the Z axis is vertical if the attachment is under the wing 3, or the Z axis is horizontal if the attachment is behind a fuselage of the aircraft.

[0021] The pylon 2 here comprises one or more guide vanes 11 generally intended to direct an airflow through a bypass of the turbomachine 100. Alternatively, the guide vanes 11 are mounted on the turbomachine 100.

[0022] The fastening system 5 comprises, in an upstream plane AA perpendicular to the longitudinal axis XX of the turbomachine, upstream fastening means 4, and in a downstream plane BB perpendicular to the longitudinal axis XX of the turbomachine, downstream fastening means 6. In addition, the fastening system 5 comprises means for Thrust forces 8. Thus, the forces and moments generated by a weight P and the operation (vertical forces and axial moments MF) of the turbomachine 100 are transferred between the upstream mounting means 4, downstream mounting means 6, and the thrust force transfer means 8. Furthermore, the upstream planes AA and downstream planes BB are positioned so that a center of gravity 10 (where the weight P is exerted) is located between said upstream planes AA and downstream planes BB, and consequently between the upstream mounting means 4 and downstream mounting means 6. In particular, the upstream plane AA passes through the low-pressure compressor 12 and the downstream plane BB passes substantially through the high-pressure compressor. The thrust force transfer means 8 are attached to the turbomachine 100 in the vicinity of the downstream plane BB.

[0023] Moreover, the upstream planes AA and downstream BB (and therefore the upstream fixing means 4 and downstream 6) are separated by a distance D. On the other hand, the thrust force retrieval means 8 are fixed on the pylon 2 at a distance D' from the upstream plane AA, and therefore from the upstream fixing means 4. The distance D' is, here, greater than the distance D. Consequently, as illustrated here, the rear part 1 of the turbomachine 100 is positioned in cantilever.

[0024] With reference to Figures 2 to 6, we will describe an embodiment of an aircraft assembly comprising a turbomachine 100, a pylon 2, and a mounting system 605 for the turbomachine 100 according to the invention. Figure 3 corresponds to the upstream plane AA, and Figures 4 to 6 to the downstream plane BB, Figure 4 being a top view of the thrust force transfer means 208 and the first downstream mounting means 506 shown separately.

[0025] The mounting system 605 includes upstream mounting means 604 for attaching the turbomachine 100 to the pylon 2 at the upstream plane AA. The upstream mounting means comprise two ball-and-socket connecting rods 604 extending in the YZ plane between the pylon 2 and the turbomachine 100. The two ball-and-socket connecting rods 604 are positioned symmetrically on either side of the ZX plane, along with a ball-and-socket connecting rod 304. The two ball-and-socket connecting rods 604 allow for the absorption of vertical forces FT and forces from the engine torque generated by the turbomachine 100. For example, the absorption of these ball-and-socket connecting rods 604 is carried out at 10 o'clock and 2 o'clock respectively in the upstream plane AA. It should be noted that other upstream fixing methods can also be used, for example, an annular linear mechanical link.The upstream fixing means also allow the upstream part of the turbomachine 100 to be fixed in such a way as to tilt it forward around the Y axis. This tilt makes it possible to slightly shorten the pylon, resulting in a gain in mass and stiffness.

[0026] In an alternative embodiment illustrated in [Fig. 7], the two ball-joint connecting rods 604 are positioned inclined downstream so as to allow in addition a resumption of axial forces FX. The inclination of the ball-and-socket connecting rods 604 in this variant allows approaching a point of convergence of the forces taken up by said ball-and-socket connecting rods 604 at the level of the helix 7. This makes it possible to reduce a moment resulting from the forces MF by reducing a lever arm of the latter with respect to a projection on the longitudinal axis XX of the fixing means.

[0027] Furthermore, the thrust force resistors 208 of the mounting system 605 comprise, here, a thrust linkage 208 including, here, two ball-and-socket connecting rods. Here, the two ball-and-socket connecting rods 208 are positioned symmetrically, mirrored with respect to a vertical plane ZX passing through a longitudinal axis XX of the turbomachine. The thrust force resistors allow for the resisting of axial forces FX to the main and vertical forces FT. For this purpose, the ball-and-socket connecting rods 208 are oriented in the vertical plane ZX at an angle α with respect to the longitudinal axis XX of the turbomachine 100; the angle α has a value between 30° and 60°, ideally 45°.

[0028] Furthermore, the fastening system 605 includes first downstream fastening means 506. The first downstream fastening means comprise, in this case, an axial ball-and-socket joint 506 extending in the ZX plane. The axial ball-and-socket joint 506 is fixed at one end to the turbomachine 100 in the downstream BB plane, for example along the direction of the Z axis, here at 12 o'clock in this plane. At the other end, the axial ball-and-socket joint 506 is fixed to the pylon 2 in the vicinity of a mounting point for a thrust force transfer linkage 208. The downstream fixing means 506 limit the tilting of the turbomachine 100, at the downstream plane AA, under the thrust forces and moments generated by the propeller 7. The fixing means 506 include one degree of freedom along the direction of the Z axis.

[0029] With regard to figures 5 and 6, we will describe second downstream fastening means 700 of the fastening system 605 of the turbomachine 100. These second fastening means 700 are illustrated alone to facilitate understanding.

[0030] The second fastening means 700 are positioned between the pylon 2 and the turbomachine 100 at the downstream plane BB. The second fastening means comprise, in this case, a main connecting rod 702 mounted at one upper end via a sliding pivot joint 701 to the pylon 2. The sliding pivot joint is oriented laterally along the Y-axis, so as to allow the absorption of axial FL and vertical FT forces without absorbing lateral FL forces. Here, the main connecting rod 702 is inclined downstream.

[0031] At one lower end, the main connecting rod 702 has a cross member 703 oriented parallel to the sliding pivot joint 701, that is, laterally along the Y-axis. The cross member 703 extends opposite and at a distance from the turbomachine 100 in the downstream plane BB. Between the ends of the cross member 703 and the turbomachine 100, the second mounting means 700 comprise ball-and-socket connecting rods 704 mounted symmetrically with respect to each other along the XZ plane. The second mounting means 700 allow the forces due to the engine torque MX to be absorbed along the longitudinal axis XX. For example, the transfer of these ball-and-socket connecting rods 704 to the turbomachine 100 occurs at 10 o'clock and 2 o'clock respectively in the downstream plane BB.

[0032] It follows from the above that the mounting system 605 of the turbomachine 100 to the pylon 2 as previously described is an isostatic mounting system without the transfer of vertical forces FT in the first downstream mounting means and where the engine torque MX is absorbed at the level of the downstream plane BB by its own second mounting means. The 605 fixing system of the turbomachine 100 to the pylon 2 as previously described allows the vertical forces FT to be taken up by the upstream fixing means and the thrust forces to be taken up.To achieve this, the downstream attachment means include at least one degree of freedom along the Z-axis. Consequently, the vertical forces FT are no longer absorbed by the downstream attachment means. This attachment system 605 of the turbomachine 100 to pylon 2, as previously described, increases the working length of the pylon in bending (distance D' in [Fig. 1] instead of distance D) and reduces the forces at the attachment means. Therefore, the attachment system 605 of the turbomachine 100 to pylon 2, as previously described, eliminates the bending forces due to aerodynamic forces / moments in the rear section 1 (the rear section, here, is cantilevered) and limits the relative displacements between pylon 2 and the rear section 1 (reducing the bending of pylon 2), while protecting the rear section 1 of the turbomachine 100 from bending moments.

[0033] It should be noted that the embodiments of the fastening system 605 of a turbomachine 100 according to the invention have been described in relation to a cantilevered rear part 1. However, the fastening system 605 of the turbomachine 100 to the pylon 2 according to the invention as previously described is applicable, mutatis mutandis, to a turbomachine 100 whose rear part 1 is suspended by one or more flexible links 9 from the pylon 2 and extending in the YZ plane, between the turbomachine 100, at the level of an exhaust casing, and the pylon 2, as illustrated in dashed lines on [Fig. 1]. The role of this (these) flexible link(s) 9 is to limit the impact of inertial forces while limiting the bending moments linked to the forces coming from the engine torque generated by the turbomachine 100 to take up load factors of vertical and possibly lateral maneuvers.The flexibility of these links 9 is adapted to find the best compromise between the inertial effects and the aerodynamic moments of the propeller 7 of the turbomachine 100.

[0034] Naturally, the invention is described above by way of example. It is understood that a person skilled in the art is able to carry out different embodiments of the invention without departing from the scope of the invention.

[0035] It is emphasized that all features, as they are apparent to a person skilled in the art from the present description, drawings and attached claims, even if in practice they have only been described in relation to other specific features, both individually and in any combinations, may be combined with other features or groups of features disclosed herein, provided that this has not been expressly excluded or that technical circumstances make such combinations impossible or meaningless.

Claims

Demands

1. Assembly for an aircraft comprising a turbomachine (100), a pylon (2) and a mounting system (605) for the turbomachine (100) to the pylon (2), the turbomachine extending along a longitudinal axis (XX) oriented along an X axis, oriented in a direction of a flow generated by the turbomachine, of an orthonormal frame (R) comprising a Z axis oriented towards the pylon, and a Y axis, the turbomachine comprising, along the longitudinal axis (XX), a low-pressure compressor (12), a high-pressure compressor (14) and a rear section (1), the mounting system comprising upstream mounting means for the turbomachine to the pylon fixed to the turbomachine in an upstream plane (AA) perpendicular to the longitudinal axis (XX) and passing through the low-pressure compressor, and first downstream mounting means for the turbomachine to the pylon fixed to the turbomachine in a downstream plane (BB) perpendicular to the longitudinal axis (XX) and passing through the high-pressure compressor,and means for absorbing the thrust forces connecting the turbomachine to the pylon, the downstream fixing means being fixed on the pylon between the upstream fixing means and the means for absorbing the thrust forces, the downstream fixing means comprising a link including one degree of freedom along a direction of the Z axis, in which the fixing system (605) includes second downstream fixing means (700) arranged so as to absorb only one motor torque (MX) along the longitudinal axis.

2. Assembly according to claim 1, wherein the means for recovering thrust forces comprise a recovery linkage (208) forming in a plane ZX an angle α with a longitudinal axis of the turbomachine between 30° and 60°.

3. Assembly according to claim 2, wherein the angle a is equal to approximately 45°.

4. Assembly according to any one of claims 1 to 3, wherein the second downstream fastening means (700) comprise a main connecting rod (702) mounted on the pylon via a sliding pivot joint (701) oriented laterally along the Y axis.

5. Assembly according to claim 4, wherein the second downstream fastening means comprise a ball-and-ball joint (704) between the main connecting rod and the turbomachine.

6. Assembly according to claim 4, wherein the ball-joint connecting rod extends in the downstream plane (BB).

7. Assembly according to any one of claims 5 and 6, wherein the second downstream fastening means comprise another ball-and-socket connecting rod (704), the two ball-and-socket connecting rods (704) being positioned symmetrically in mirror image along a plane ZX of each other.

8. Assembly according to claim 7, wherein the main connecting rod (702) comprises a cross member (703) oriented laterally along the Y axis, at the ends of which are fixed the ball-to-ball connecting rods (704).

9. Assembly according to any one of claims 4 to 8, wherein the main connecting rod is inclined downstream.

10. Assembly according to any one of claims 1 to 9, wherein the upstream fastening means comprise a ball-joint connecting rod (604) extending in a YZ plane.

11. Assembly according to claim 4, wherein the ball-joint connecting rod (604) is substantially parallel to the Z axis.

12. Assembly according to any one of claims 1 to 9, wherein the upstream fastening means comprise a ball-to-ball joint (604) inclined downstream.

13. Assembly according to any one of claims 10 to 12, wherein the upstream fixing means comprise another ball-joint connecting rod (604), the two ball-joint connecting rods being positioned symmetrically in mirror image along a plane ZX of each other.

14. Assembly according to any one of claims 1 to 9, wherein the fastening system further comprises a flexible connection (9) between the rear part and the pylon.

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