AIRCRAFT PROPELLER ASSEMBLY COMPRISING A TURBOJET ENGINE, A MAST AND MEANS OF ATTACHING THE TURBOJET ENGINE TO THE MAST

Abstract

PROPULSION ASSEMBLY FOR AIRCRAFT COMPRISING A TURBOJET ENGINE, A MAST AND MEANS FOR ATTACHING THE TURBOJET ENGINE TO THE MAST The invention relates to an aircraft propulsion assembly (100) comprising a turbojet engine (102) with a front casing (112a), a primary structure (106) with a lower spar (106a), two outer connecting rods (120), where each has a rear end (120a) articulated to the lower spar (106a) and a front end (120b) articulated to the front casing (112a) and two inner connecting rods (122), where each has a rear end (122a) articulated to the lower spar (106a) and a front end (122b) articulated to the front casing (112a). With this arrangement, the spacing of the connecting rods facilitates access to the systems housed in the area where the turbojet engine attaches to the mounting mast. Fig. 3

Description

Title of the invention: PROPULSION ASSEMBLY FOR AN AIRCRAFT COMPRISING A TURBOJET ENGINE, A MAST AND MEANS FOR ATTACHING THE TURBOJET ENGINE TO THE MAST technical field

[0001] The present invention relates to the general field of attaching a turbojet engine under the wing of an aircraft. It relates in particular to a propulsion system comprising a turbojet engine, for example of the unfaired fan type, a pylon, and a mounting system for attaching the turbojet engine under the pylon. It also relates to an aircraft equipped with such a propulsion system. PREVIOUS STATE OF THE ART

[0002] An aircraft conventionally comprises wings and at least one propulsion unit fixed under each of these wings. Each propulsion unit includes a pylon and an engine. The pylon has a rigid structure called the "primary structure" which is fixed between the wing and the engine by means of attachment assemblies, namely a first attachment assembly between the wing and the pylon and a second attachment assembly between the pylon and the engine.

[0003] Although such an engine assembly is efficient, the evolution of turbojets necessitates the development of mounting masts which, among other things, ensure easy access to the turbojet attachment area on the mounting mast. Description of the invention

[0004] An object of the present invention is to provide a propulsion assembly comprising a turbojet, a mast and a hooking device for hooking the turbojet under the mast, and which allows easy access to the inside of the attachment area of ​​the turbojet to the hooking mast.

[0005] To this end, a propulsion system for an aircraft is proposed, said propulsion system having a longitudinal axis and a vertical median plane passing through the longitudinal axis and comprising:

[0006] - a turbojet engine comprising a front casing with a rear face perpendicular to the longitudinal axis,

[0007] - a rigging mast having a primary structure with a lower spar,

[0008] - two external connecting rods arranged on either side of the median plane, where each The outer connecting rod has a rear end mounted and hinged to the lower side member by a first rear connection point, and a front end mounted and hinged to the rear face by a first front connection point, and

[0009] - two internal connecting rods arranged on either side of the median plane, where each The inner connecting rod has a rear end mounted articulated to the lower side member by a second rear connection point and a front end mounted articulated to the rear face by a second front connection point.

[0010] With such an arrangement, the spacing of the connecting rods facilitates access to the systems housed at the level of the turbojet attachment area to the mounting mast.

[0011] Advantageously, each connection point takes the form of a pivot joint whose axis is perpendicular to the median plane.

[0012] Advantageously, the propulsion assembly includes an engine attachment between a front wall of the primary structure and the front casing.

[0013] Advantageously, the motor attachment comprises a female clevis attached to the front wall, a male clevis attached to the rear face and mounted articulated in the female clevis, a pin attached to the primary structure and whose axis is parallel to the longitudinal axis and a housing in the rear face in which the pin is housed.

[0014] Advantageously, the screeds, the pin and the housing are arranged at the level of the median plane.

[0015] Advantageously, the pin is integral with the lower spar.

[0016] The invention also proposes an aircraft comprising a wing and a propulsion assembly according to one of the preceding variants, the primary structure of which is fixed under the wing. Brief description of the drawings

[0017] The features of the invention mentioned above, as well as others, will become clearer upon reading the following description of an exemplary embodiment, said description being made in relation to the accompanying drawings, among which:

[0018] [Fig-1] represents a side view of an aircraft according to the invention,

[0019] [Fig.2] is a schematic representation of a propulsion assembly according to the invention in side view, and

[0020] [Fig.3] is a perspective view of a propulsion assembly according to the invention.

[0021] DETAILED STATEMENT OF IMPROVEMENTS

[0022] With reference to [Fig.1], an aircraft 50 comprises a fuselage 51 to which is fixed, on each side, a wing 52 under which is mounted at least one propulsion assembly 100 according to the invention.

[0023] The propulsion assembly 100 comprises a mounting mast 104 fixed under the wing 52 and a turbojet 102 fixed under the mounting mast 104. The turbojet 102 is of the unfaired fan turbojet type.

[0024] By convention, X is called the longitudinal axis of the turbojet 102 and therefore of the propulsion assembly 100, this longitudinal axis X being parallel to a longitudinal direction of this turbojet 102. On the other hand, Y is called the transverse axis of the turbojet 102 which is horizontal when the aircraft is on the ground, and Z is called the vertical axis or vertical height when the aircraft is on the ground, these three directions X, Y and Z being orthogonal to each other.

[0025] On the other hand, the terms "forward" and "rear" are to be considered in relation to a direction of advance of the aircraft 50 during the operation of the turbojet 102, this direction being schematically represented by the arrow 107 on the [Fig.1].

[0026] Fig. 2 and Fig. 3 show the propulsion assembly 100 according to the invention.

[0027] The turbojet 102 comprises, from front to rear, a propeller 53, a nacelle 54 in which the other elements of the turbojet 102 are housed, and which takes the form of a core having a front casing 112a and a rear casing 112b, which is fixed to the rear of the front casing 112a and in which the other elements of the turbojet 102 are housed, such as compression stages, a combustion chamber, turbine stages, and an exhaust cone. The rear casing 112b and the front casing 112a are coaxial with the longitudinal axis X, and the rear casing 112a has a smaller diameter than the front casing 112a. The rear casing 112b extends from a rear face 113 of the front casing 112a, which is perpendicular to the longitudinal axis X.

[0028] The attachment mast 104 is represented here by its primary structure 106 which is fixed to the wing structure 52 by all appropriate fastening means known to a person skilled in the art.

[0029] The primary structure 106 is in the form of a box extending along the longitudinal direction X and comprising a front wall 106e, located at the front of the primary structure 106, a lower stringer 106a extending below the primary structure 106 and an upper stringer 106b extending above the primary structure 106. The primary structure 106 also comprises two side walls 106c-d on each side of the vertical median plane P. These various stringers and walls are fixed to each other to form the primary structure 106.

[0030] The mooring mast 104 and the turbojet 102 are globally symmetrical with respect to a vertical median plane XZ of the propulsion assembly 100 which passes through the longitudinal axis X, which is hereafter called the median plane P and which separates the mooring mast 104 and the turbojet 102 into two port-starboard parts.

[0031] The propulsion assembly 100 also includes two external connecting rods 120 which are arranged on either side of the median plane P. Each external connecting rod 120 has a rear end 120a which is mounted articulated to the lower spar 106a by a first rear connection point 121a and a front end 120b which is mounted articulated to the rear face 113 of the front casing 112a by a first front connection point 121b.

[0032] Similarly, the propulsion assembly 100 also includes two inner connecting rods 122 which are arranged on either side of the median plane P. Each inner connecting rod 122 has a rear end 122a which is mounted articulated to the lower spar 106a by a second rear connection point 123a and a front end 122b which is mounted articulated to the rear face 113 by a second front connection point 123b.

[0033] The inner connecting rods 122 are located inside the propulsion assembly 100 relative to the outer connecting rods 120, which are on the outside of the inner connecting rods 122 and extend further back relative to the inner connecting rods 122.

[0034] The second rear connection point 123a is arranged in front of the first rear connection point 121a.

[0035] With such an arrangement, the connecting rods 120 and 122 are moved away from the rear casing 112b allowing easier access to the interior of the propulsion assembly 100.

[0036] In the embodiment of the invention presented here, the two front connection points 121b of the outer connecting rods 120 are aligned along a transverse line D which is horizontal and therefore here parallel to the transverse axis Y.

[0037] The transverse line D is also here perpendicular to the median plane P and therefore parallel to the transverse axis Y.

[0038] In the embodiment of the invention presented here, each connection point 121a-b, 123a-b takes the form of a pivot connection whose axis is perpendicular to the median plane P, but a different orientation is possible.

[0039] To this end, each connection point 121a-b, 123a-b takes the form of a clevis-type connection, with a male clevis mounted movable in rotation in a female clevis via an axis.

[0040] For each front connection point 121b, 123b, the female clevis is integral with the rear face 113 and the male clevis is constituted by the front end 120b, 122b of the connecting rod 120, 122 concerned.

[0041] For each rear connection point 121a, 123a, the female clevis is integral with the lower longitudinal member 106a and the male clevis is formed by the rear end 120a, 122a of the relevant connecting rod 120, 122. Here, the female clevises of the rear connection points 123a of the inner connecting rods 122 are fixed to a beam 125 integral with the lower longitudinal member 106a and which here extends laterally beyond the primary structure 106.

[0042] To complete the attachment of the front casing 112a to the primary structure 106, the propulsion assembly 100 includes an engine attachment 150 which ensures an attachment between the front wall 106e of the primary structure 106 and the front casing 112a, and more particularly the upper part of the rear face 113.

[0043] Fig. 3 shows a particular embodiment of the motor attachment 150.

[0044] The motor mount 150 here comprises a female clevis 152a which is integral with the front wall 106e and a male clevis 152b (shown in shadow) which is integral with the rear face 113. The male clevis 152b is hinged within the female clevis 152a by an axis not shown. The axis of the clevis connection is perpendicular to the median plane P. The female clevis 152a is mounted at the level of the median plane P, that is to say, the two walls of the female clevis 152a are symmetrical to each other with respect to the median plane P.

[0045] The motor attachment 150 also includes here a pin 154a also called a "spigot" which is cylindrical and which has a first end fixed to the primary structure 106 and a second end which projects forward.

[0046] The axis of pin 154a lies in the median plane P and is parallel to the longitudinal axis X.

[0047] The motor mount 150 also includes a housing 154b formed in the rear face 113, in which pin 154a is housed. The shape of housing 154b is such that pin 154a can move within it parallel to the longitudinal axis X and the vertical axis Z, but it is blocked parallel to the transverse axis Y.

[0048] Such a particular arrangement makes it possible to obtain a hyperstatic system of degree 1 which ensures safety, for example, in the event of the failure of a connecting rod 120, 122. The clevis connection of the engine mount 150 carries the forces in X and Z and the connection between the pin 154a and the housing 154b carries the forces in Y. Each connecting rod 120, 122 also carries the forces along its axis.

[0049] As specified above, in the embodiment of the invention shown in [Fig.3], the cleats 152a-b, the pin 154a and the housing 154b are arranged at the level of the median plane P.

[0050] In the particular embodiment presented here, the pin 154a is fixed to the lower spar 106a by attaching an extension of said pin 154a to said lower spar 106a. According to another embodiment not shown, the pin 154a may be fixed to the front wall 106e.

Claims

Demands

1. Propulsion assembly (100) of an aircraft (50), said propulsion assembly (100) having a longitudinal axis (X) and a vertical median plane (P) passing through the longitudinal axis (X) and comprising: - a turbojet engine (102) having a front casing (112a) with a rear face (113) perpendicular to the longitudinal axis (X), - a pylon (104) having a primary structure (106) with a lower spar (106a), - two outer connecting rods (120) arranged on either side of the median plane (P) where each outer connecting rod (120) has a rear end (120a) mounted articulated to the lower spar (106a) by a first rear connection point (121a) and a front end (120b) mounted articulated to the rear face (113) by a first front connection point (121b), and - two connecting rods interiors (122) arranged on either side of the median plane (P),where each inner connecting rod (122) has a rear end (122a) mounted articulated to the lower side member (106a) by a second rear connection point (123a) and a front end (122b) mounted articulated to the rear face (113) by a second front connection point (123b).

2. Propulsive assembly (100) according to claim 1, characterized in that each connection point (121a-b, 123a-b) takes the form of a pivot connection whose axis is perpendicular to the median plane (P).

3. Propulsion assembly (100) according to any one of claims 1 or 2, characterized in that it comprises a motor attachment (150) between a front wall (106e) of the primary structure (106) and the front casing (112a).

4. Propulsion assembly (100) according to claim 3, characterized in that the motor attachment (150) comprises a female clevis (152a) integral with the front wall (106e), a male clevis (152b) integral with the rear face (113) and mounted articulated in the female clevis (152a), a pin (154a) integral with the primary structure (106) and whose axis is parallel to the longitudinal axis (X) and a housing (154b) of the rear face (113) in which the pin (154a) is housed.

5. Propulsive assembly (100) according to claim 4, characterized in that the clevises (152a-b), the pin (154a) and the housing (154b) are arranged at the level of the median plane (P).

6. Propulsive assembly (100) according to any one of claims 4 or 5, characterized in that the pin (154a) is integral with the lower spar (106a).

7. Aircraft (50) comprising a wing (52) and a propulsion unit (100) according to any one of the preceding claims, the primary structure (106) of which is fixed under the wing (52).

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