Assembly including an aircraft turbine engine and mounting pylon for same

Abstract

The invention relates to an assembly (1) including an aircraft turbine engine (2), a pylon (40) for mounting the turbine engine on an element of the aircraft, and a system for suspending the turbine engine from the pylon, the turbine engine having a longitudinal axis (X) and including, from upstream to downstream, in the gas flow direction: > a fan casing (11) extending about the longitudinal axis; and > a gas generator (16) configured to receive an air flow generated by a fan, the pylon (40) being generally elongate along the longitudinal axis and capable of being attached to the element of the aircraft, characterised in that connecting elements for the suspension system are all located upstream of the combustion chamber (19).

Description

[0001] DESCRIPTION

[0002] TITLE: SET COMPRISING AN AIRCRAFT TURBOMACHINE AND ITS MOUNTING PYLON

[0003] Technical field of the invention

[0004] The present invention relates to an assembly comprising an aircraft turbomachine and its attachment pylon.

[0005] Technical background

[0006] An aircraft turbomachine comprises a gas generator which conventionally comprises, from upstream to downstream, with reference to the flow of gases in the turbomachine, at least one compressor, a combustion chamber and at least one turbine. In the case of a twin-spool turbojet engine, respectively low pressure and high pressure, the gas generator successively comprises a low pressure compressor, an intercompressor casing, a high pressure compressor, the combustion chamber, the high pressure turbine and the low pressure turbine. The gas generator comprises a primary annular flow path for a primary gas flow which passes through the compressors, the combustion chamber and the turbines.

[0007] The rotors of the high-pressure compressor and the high-pressure turbine are mechanically connected by a high-pressure shaft to form a high-pressure body. The rotors of the low-pressure compressor and the low-pressure turbine are mechanically connected by a low-pressure shaft to form a low-pressure body. The low-pressure shaft passes through the high-pressure shaft and rotates a propeller / fan blade generally located upstream of the gas generator.

[0008] When this propeller / fan blade is shrouded and therefore surrounded by an annular casing, this propeller / fan blade generates an airflow that flows around the gas generator. This annular casing, called the fan casing, is radially external to the gas generator relative to a longitudinal axis of the turbomachine and defines with the gas generator a secondary flow vein for a secondary flow. That being said, the propeller / fan blade can be unshrouded and equipped with variable pitch moving blades. In turbomachines equipped with unshrouded propellers, there are those with two unshrouded and counter-rotating propellers (known by the English acronym UDF for "Unducted Fan") or those with a single unshrouded propeller and a rectifier comprising several stator blades (known by the English acronym USF for "Unducted Single Fan").

[0009] The fan casing comprises a fan casing and an inlet casing, located downstream of the fan casing, and which connects the fan casing to the gas generator. The inlet casing typically comprises a hub centered on the longitudinal axis of the turbomachine and an annular outer shroud arranged coaxially around the hub. The annular outer shroud is fixed to the inlet casing, downstream of the latter, and defines with the hub a portion of the secondary flow path.

[0010] The turbomachine includes an inter-compressor housing that extends between the low-pressure and high-pressure compressors.

[0011] The turbomachine further comprises a nacelle located around the fan casing and the gas generator. The nacelle is annular and extends around the longitudinal axis of the turbomachine. The fan casing and the outer shell of the inlet casing are generally connected to the nacelle.

[0012] The turbomachine is attached to an aircraft element, such as a wing or fuselage, by means of a suspension pylon, also called a mast, and a suspension system. The pylon generally has an elongated general shape and includes a beam that extends parallel to the longitudinal axis of the turbomachine. In the case where the turbomachine is attached under an aircraft wing, the pylon is generally located at 12 o'clock (12 o'clock) by analogy with the face of a clock.

[0013] The suspension system generally comprises a plurality of upstream and / or downstream connecting elements for fixing and suspending the pylon from the turbomachine. These connecting elements have the role of absorbing the forces generated in the turbomachine or the aircraft along different axes, as well as the moments generated with respect to these axes and are generally connected to casings of the turbomachine.

[0014] The turbomachine is, in particular, subjected to thrust forces corresponding to a moment generated by axial forces. Indeed, during operation, the gas generator ensures a transmission of forces between the upstream and downstream fixing points to the pylon which is the cause of deformations of the gas generator and changes in the clearances between the rotors and the stators of the gas generator.

[0015] The turbomachine is also subjected to a moment generated by the asymmetry of axial forces on the blades of the fan blade, and to forces originating from the air capture by the turbomachine, called sleeve forces. These sleeve forces are typically distributed between the hub of the inlet casing, located upstream of the turbomachine, and a turbine casing or exhaust casing, located downstream of the turbomachine. In turbomachines with unducted propellers / blades, these sleeve forces are distributed between the blades of the propeller, located upstream of the turbomachine, and the exhaust casing located downstream of the turbomachine. Thus, when a force is applied upstream of the turbomachine, this force is capable of passing to downstream of the turbomachine, and can therefore be the cause of a bending of the gas generator, and a distortion of the high-pressure body.

[0016] To absorb these sleeve forces, one solution would be to stiffen the turbomachine casings, which would prevent bending of the gas generator. Another solution would be to transfer the sleeve forces into the turbomachine nacelle. However, this solution would not be entirely satisfactory because it would raise issues regarding the accessibility and maintenance of the turbomachine.

[0017] In current technology, some of the connecting elements of the pylon to the turbomachine are located downstream of the combustion chamber, and more particularly at the exhaust casing of the turbomachine, to absorb the sleeve forces. The absorption of sleeve forces downstream of the combustion chamber, particularly at the exhaust casing, stresses the high-pressure body and affects the performance and operability of the turbomachine. This particularly affects the operation of the high-pressure compressor and its turbine.

[0018] In turbomachines with unshrouded propellers / blades, the moments generated by the asymmetry of the axial forces on the blades are also absorbed at the exhaust casing, which impacts the operation of the high-pressure compressor and its turbine.

[0019] Documents FR 3 114 129 A1, WO 2012 / 085388 A1, WO 2022 / 248791 A1 and WO 2007 / 033994 A1 disclose an assembly comprising an aircraft turbomachine, a pylon for attaching the turbomachine to an element of the aircraft, and a system for suspending the turbomachine from the pylon.

[0020] The present invention provides a solution to at least some of the problems discussed above.

[0021] Summary of the invention

[0022] The invention proposes an assembly comprising an aircraft turbomachine, a pylon for attaching the turbomachine to an element of the aircraft, and a system for suspending the turbomachine from the pylon, the turbomachine having a longitudinal axis and comprising from upstream to downstream, in the direction of flow of the gases in operation: > a fan casing extending around the longitudinal axis and around a fan of the turbomachine, and

[0023] > a gas generator configured to receive an air flow generated by the fan, the gas generator comprising a primary flow stream of a primary flow through a low-pressure compressor, an inter-compressor casing, a high-pressure compressor, an annular combustion chamber, and at least one turbine, the fan casing being radially external to the gas generator relative to the longitudinal axis and defining with the gas generator a secondary flow stream of a secondary flow, the pylon being of generally elongated shape along said longitudinal axis and being capable of being fixed to the element of the aircraft, the suspension system comprising elements for connecting the pylon to the turbomachine,characterized in that the connecting elements are all located upstream of the combustion chamber and comprise: first force-recovery bars which extend from the pylon to the inter-compressor casing and which are configured to absorb thrust forces along two axes perpendicular to each other and to the longitudinal axis, and a structure for connecting the pylon to the fan casing which is configured to absorb thrust forces along the two axes perpendicular to each other and to the longitudinal axis, as well as the moments generated along these axes, said connecting elements thus being configured so as to absorb the sleeve forces.,

[0024] The assembly according to the invention makes it possible to solve at least some of the problems of the prior art. Indeed, the connecting elements are all located upstream of the combustion chamber. In other words, there is no connecting element located at the combustion chamber and downstream of the combustion chamber. Thus, there is no connecting element located at the turbine or even at the exhaust casing. Concomitantly, the first force recovery bars and the connecting structure are configured to absorb the thrust forces along the two perpendicular axes and the moments generated along these axes while cooperating to absorb the stick forces. Thus, no stick force can pass through the turbomachine since all of these forces are absorbed upstream of the combustion chamber by the first thrust recovery bars and the connecting structure. Consequently,the risk of bending of the gas generator and distortion of the high-pressure body is avoided and the resulting degradation of the performance and operability of the high-pressure body is also avoided. According to various characteristics of the invention which may be taken together or separately: the connecting structure is further configured to take up the thrust forces along the longitudinal axis; the first thrust recovery bars and the connecting structure are the only elements connecting the pylon to the turbomachine; the connecting elements further comprise second thrust recovery bars which extend from the pylon to an inlet casing located upstream of the low and high-pressure compressors,and which are configured to absorb the thrust forces along the longitudinal axis; the first and second thrust absorption bars and the connecting structure are the only elements connecting the pylon to the turbomachine; the second thrust absorption bars are connected to a hub of the inlet casing, this inlet casing comprising radial arms which extend radially outwards from the hub and which cross the secondary flow path to rigidly connect the gas generator to the fan casing; the pylon comprises an upstream end located in a plane perpendicular to the longitudinal axis and located upstream of the combustion chamber, and preferably upstream of the inter-compressor casing; the upstream end of the pylon is located downstream of the fan casing; the upstream end of the pylon is located in a plane perpendicular to the longitudinal axis passing through a downstream axial end of the fan casing,the connecting structure being connected to said downstream axial end of the fan casing and to the upstream end of the pylon; the connecting structure comprises two lateral connecting rods located in a second plane of axes Y and Z; the pylon is located at 12 o'clock by analogy with the dial of a clock; the pylon is located at 3 o'clock or 9 o'clock by analogy with the dial of a clock; the pylon is inclined by ±10 degrees.,

[0025] Brief Description of the Figures Other objects, characteristics and advantages of the invention will appear more clearly in the following description, made with reference to the appended figures, in which:

[0026] - figure 1 is a very schematic view of an aircraft turbomachine and shows points of attachment and suspension to a mounting pylon, according to a first embodiment of the invention;

[0027] - figure 2 is a very schematic view of an aircraft turbomachine and shows points of attachment and suspension to a suspension pylon, according to a second embodiment of the invention;

[0028] - Figure 3 is a schematic view of a connecting structure for an assembly according to the invention.

[0029] Detailed description of the invention

[0030] Figure 1 illustrates an assembly 1 according to a first embodiment of the present invention. This assembly 1 comprises a turbomachine 2 for an aircraft, a pylon 40 for attaching the turbomachine 2 to an element of the aircraft, and a system for suspending the turbomachine 2 from the pylon 40. The turbomachine 2 extends around and along a longitudinal axis X. The longitudinal axis X is oriented from upstream to downstream of the turbomachine 2.

[0031] In this application, the terms "axial", "axially", "radial" and "radially" are defined with respect to the longitudinal axis X.

[0032] The terms “upstream” and “downstream” are defined in relation to the direction of circulation of the gases in the turbomachine 2 along the longitudinal axis A. In the present application, the elements of the turbomachine located upstream of the combustion chamber are upstream of the turbomachine, and vice versa, while the elements of the turbomachine located downstream of the combustion chamber are downstream of the turbomachine, and vice versa.

[0033] The turbomachine 2 is here a double-flow, double-spool turbojet. It comprises from upstream to downstream, in the direction of flow of the gases in operation, a fan 10 and a gas generator 16. Although this is not visible in FIG. 1, the gas generator 16 comprises from upstream to downstream, at least one low-pressure compressor 17, an intercompressor casing 24, a high-pressure compressor 18, an annular combustion chamber 19, and at least one turbine such as a high-pressure turbine 20 and a low-pressure turbine 21. These different elements of the turbomachine 2 are illustrated very schematically in FIG. 1. The fan 10 allows the suction of an air flow F dividing into a first air flow, called primary flow F1, and a second air flow, called secondary flow F2. In this regard, the fan comprises fan blades 14 which extend perpendicular to the longitudinal axis X.The gas generator 16 defines a main annular flow vein V1 for the primary flow F1. The gas generator 16 is surrounded by a secondary annular flow vein V2 for the secondary flow F2.

[0034] The primary flow F1 is compressed within the low pressure compressor 17 then the high pressure compressor 18. The compressed air is then mixed with a fuel and burned within the combustion chamber 19. The gases formed by the combustion pass through the high pressure turbines 20 and low pressure turbines 21. The gases finally escape through a nozzle whose section allows the acceleration of these gases to generate propulsion.

[0035] The rotor of the high pressure compressor 18 is mechanically connected to the rotor of the high pressure turbine 20 by a high pressure shaft 3 so as to form a high pressure body, while the rotor of the low pressure compressor 17 is mechanically connected to the rotor of the low pressure turbine 21 by a low pressure shaft 4 so as to form a low pressure body. The low pressure shaft 4 passes through the high pressure shaft 3 and rotates a propulsion propeller located upstream of the gas generator 16, this propeller is surrounded by an annular casing called a fan casing 11.

[0036] The fan casing 11 extends around the longitudinal axis X and around a fan 10 of the turbomachine. The fan casing 11 is radially external to the gas generator 16 relative to the longitudinal axis X and defines, with the gas generator 16, the secondary flow path V2 of the secondary flow F2. The fan casing 11 may comprise a fan casing and an inlet casing 25 or, alternatively, be formed from a single piece. The fan casing 11 is connected to the gas generator 16 by the inlet casing 25. The latter comprises a central hub 26 and a series of radial arms 15 connecting the hub 26 to the fan casing 11. More precisely, the radial arms 15 extend radially outwards from the hub 26 and cross the secondary vein V2 to rigidly connect the gas generator 16 to the fan casing 11.These radial arms (called OGV Outlet Guide Vane) serve to straighten the air flow leaving the fan blade. In the present application, the "inlet casing" is a casing which connects the gas generator 16 to the fan casing 11.

[0037] The turbomachine 2 comprises an inter-compressor casing 24 which extends between the low-pressure 17 and high-pressure 18 compressors. The inter-compressor casing 24 is therefore located between the two successive compressors 17, 18 of the gas generator. The turbomachine 2 also comprises an inter-turbine casing 27 arranged axially between the high- and low-pressure turbines 20, 21. It further comprises bearing supports 28 which serve as support for shaft guide bearings.

[0038] The turbomachine 2 is attached to an element of the aircraft, such as a wing or a fuselage, by means of the attachment pylon 40. The pylon 40 generally has a general elongated shape along an elongation axis B of the pylon and is capable of being attached to an element of the aircraft. The elongation axis B is parallel to the longitudinal axis X of the turbomachine. In the case where the turbomachine 2 is attached under a wing of the aircraft, the pylon 40 is located at 12 o'clock (12 o'clock ± 10°, parallel to the ground or to the dihedral of the wing) by analogy with the dial of a clock. However, the pylon 40 may be located at 9 o'clock (9 o'clock) when it is attached to the fuselage of the aircraft. Other design variants are conceivable depending on the type of turbomachine. According to one implementation, the X and B axes are in the same vertical plane when pylon 40 is at 12 o'clock.The pylons can also be inclined by a few degrees, preferably ± 10°, relative to the vertical plane (perpendicular / dihedral of the wing) or horizontal (improving the flow around the fuselage).

[0039] Figure 1 also illustrates the orthonormal XYZ coordinate system where X is oriented from upstream to downstream of the turbomachine. This is the longitudinal axis of the turbomachine 2. The Z axis is oriented vertically upwards and the Y axis is oriented to one side.

[0040] In the present application, the term "force" means the force transmitted in the same direction as an axis, X, Y or Z, taken as a reference. The axial, transverse and vertical forces are respectively the forces transmitted in the same direction as the X axis, the Y axis and the Z axis taken as a reference. The axial forces exerted on the elements of the aircraft result from a tensile stress while the vertical forces exerted on the elements of the aircraft result from a tensile / compressive stress. That being said, in addition to the axial, transverse and vertical forces, moments are also exerted on the elements of the aircraft. The elements of the aircraft are subjected to axial, transverse and vertical moments exerted respectively along the X, Y and Z axes.

[0041] When an element of the suspension system, for example a member for attaching the pylon 40 to the turbomachine 2, absorbs forces along the X axis, this means that this attachment member blocks any movement along the X axis of the parts to which it is connected. This absorption is called axial absorption or thrust absorption. Similarly, when the attachment member absorbs forces along the Y or Z axis, this means that this attachment member blocks any movement along, respectively, the Y or Z axis of the parts to which it is connected. These absorptions are respectively called transverse and vertical absorptions. Similarly, when a member for attaching the pylon 40 to the turbomachine 2 absorbs the moments Mx around the X axis, this means that this attachment member 45 blocks any rotational movement of the parts to which it is connected around the X axis.This also applies to the moments My and Mz, respectively, about the Y axis and the Z axis.

[0042] The invention aims to take up the stick forces. As indicated previously, the stick forces come from the moment generated by the asymmetry of the resultant of the pressures on the blades of the propeller or the inlet sleeve (ducted engine) connected to the fan casing when the engine is in incidence. In the case of turbomachines with a ducted propeller, they are generally distributed between the hub 26 of the inlet casing 25 and an exhaust casing 22 of the turbomachine. In the case of turbomachines with an unducted propeller (not shown), they are generally distributed between the blades of the propeller and the exhaust casing of the turbomachine.

[0043] In the context of the invention, the suspension system comprises all of the elements which connect the turbomachine 2 to the pylon 40. These different elements of the suspension system are arranged and / or configured so as to absorb the forces in the three directions, namely an axial direction of axis X, a transverse direction of axis Z and a lateral direction of axis Y, or in some of these directions.

[0044] According to the invention and as illustrated in the figures, the suspension system comprises elements for connecting the pylon to the turbomachine which are all located upstream of the combustion chamber 19. In other words, there is no connecting element located at and downstream of the combustion chamber 19. Thus, there is no connecting element located at the high and low pressure turbines 20, 21 or even at the exhaust casing 22 of the turbomachine. Since the assembly does not include any connecting element at and downstream of the combustion chamber 19, the high pressure body is said to be cantilevered. The consequences of such an arrangement will be described below.

[0045] According to the invention, these connecting elements comprise first thrust recovery bars 43, 44 which extend from the pylon 40 to the inter-compressor casing 24 and which are configured to absorb the forces along the Y, Z axes. More precisely, the first force recovery bars 43, 44 may comprise first ends 47a connected to the inter-compressor casing 24, and second opposite ends 47b connected to the pylon 40. The first force recovery bars 43, 44 therefore perform a vertical and transverse absorption of the thrust forces. This means that the first force recovery bars 43, 44 block any movement along the Y and Z axes of the parts to which they are connected. The first force recovery bars 43, 44 are functional by default since they provide a fixing and suspension function by default when they are not damaged or broken.For example, the first thrust recovery bars 43, 44 could consist of two connecting rods inclined in a second plane of axes Y and Z, in this case a vertical connecting rod and a lateral connecting rod.

[0046] In Figure 1, only one of the first force-recovery bars 43, 44 is visible since the schematic view of Figure 1 is a side view of the assembly 1. However, these first force-recovery bars 43, 44 may be inclined relative to each other, that is to say they may form a non-zero angle between them.

[0047] The connecting elements also comprise a connecting structure 50 of the pylon 40 to the fan casing 11 which is configured to absorb the forces along the Y, Z axes as well as the thrust forces along X and the moment due to the engine torque Mx. The connecting structure 50 therefore performs a vertical and transverse absorption of the thrust forces, which means that it blocks any movement along, respectively, the Y or Z axis of the parts to which it is connected. The connecting structure 50 is further configured to absorb the moment Mx due to the engine torque, and operates with the first absorption bars 43, 44 to absorb the moments My and Mz generated along the Y and Z axes.

[0048] The pylon 40 is thus connected both to the inter-compressor casing 24, via the first force-recovery bars 43, 44, and to the fan casing 11, via the connecting structure 50. In this regard and preferably, the first force-recovery bars can be directly connected to the center of the pylon 40 via one of their ends. These connecting elements 43, 44 and 50 cooperate in order to allow the sleeve forces to be taken up in the turbomachine 2. The assembly 1 according to this embodiment of the invention therefore makes it possible to take up the sleeve forces without it being necessary for the pylon 40 to be connected to the gas generator 16 downstream of the turbomachine, that is to say downstream of the combustion chamber 19.

[0049] The sleeve forces are therefore taken up by the suspension system without having to pass along the turbomachine 2, in particular by passing through the high-pressure body as defined previously. The risk of bending of the gas generator 16 and distortion of the high-pressure body is therefore non-existent. Thus, not only does the suspension system of the assembly 1 according to this first embodiment of the invention not comprise any connecting element downstream of the combustion chamber 19 but furthermore, and as explained above, the presence of fixing elements downstream of the combustion chamber 19 is not necessary.

[0050] In this regard and advantageously, in the first embodiment illustrated in FIG. 1, the first force-recovery bars 43, 44 and the connecting structure 50 are the only connecting elements of the pylon 40 to the turbomachine 2. The absorption of the sleeve forces is therefore carried out in a simple manner and in such a way as to preserve the performance and operability of the high-pressure body.

[0051] Still with reference to the first embodiment of the assembly 1 illustrated in FIG. 1, the connecting structure 50 is further configured to take up the thrust forces along the longitudinal axis X. The connecting structure 50 therefore performs a longitudinal take-up of the thrust forces. This means that the connecting structure blocks any movement along the longitudinal axis X of the parts to which it is connected.

[0052] In this regard, Figure 3 illustrates a connecting structure 50 that could be used in the context of the invention. The connecting structure 50 comprises at least a first fixing element 51 to the pylon 40 and a second fixing element 52 to the fan casing 11, in particular for fixing to a first axial end 12 of the fan casing 11. The second fixing element 52 may have a generally curved shape. It may comprise a support 52 of curved shape matching the contours of the fan casing 11. The support 52 comprises lateral connecting rods 56a, 56b and a central connecting rod 57.

[0053] The lateral connecting rods 56a, 56b are located in the second plane of axes Y and Z and each comprise three articulations which allow them to take up transverse and vertical forces. The central connecting rod 57 is located in the plane XZ and comprises two ends at which are located conventional ball joints. The central connecting rod 57 allows to take up axial forces. The connecting structure 50 allows to take up the moment Mx around the axis X, and also the longitudinal thrust forces along the longitudinal axis X of the turbomachine 2. The moment My is taken up by the Y-shaped connections of the connecting rods 56a, 56b and the first force-taking bars 43, 44 while the moment Mz is taken up by the Z-shaped connections of the connecting rods 56a, 56b and the first force-taking bars 43, 44.

[0054] In addition to the connecting structure, it is also possible to provide a system of ball joints absorbing the forces in X and Y (for the moment Mx linked to the engine torque) located at 12 o'clock including a clearance in the vertical direction, two connecting rods inclined in the Y and Z plane to absorb the forces along the Y and Z axes. As an alternative to the ball joint system, it is also possible to use a boomerang type system to absorb these forces. It is then possible to add longitudinally oriented thrust absorption connecting rods to the boomerang system, i.e. oriented along the X axis.

[0055] Referring now to Figure 2, an assembly according to a second embodiment of the invention is illustrated very schematically. This second embodiment differs from the previous one only by the presence of other connecting elements as described below and by the fact that the connecting structure 50 may not be configured to take up the thrust forces along the longitudinal axis X.

[0056] In this second embodiment, the connecting elements further comprise second thrust recovery bars 45, 46 which extend from the pylon 40 to the inlet casing 25, located upstream of the low and high pressure compressors 17, 18, and which are configured to absorb the thrust forces along the longitudinal axis X. More precisely, the point of attachment of the second bars 45, 46 to the pylon 40 is located downstream of their point of attachment to the inlet casing 25. The second thrust recovery bars 45, 46 therefore perform a longitudinal absorption of the thrust forces. This means that the second thrust recovery bars 45, 46 block any movement along the longitudinal axis X of the parts to which they are connected.

[0057] Thus, unlike the first embodiment illustrated in FIG. 1, the connecting structure 50 may not be configured to take up the thrust forces along the longitudinal axis X since this take up of the longitudinal thrust forces is carried out by the second thrust take up bars 45, 46. In practice, in this second embodiment of the invention, the connecting structure 50 is not configured to take up the thrust forces along the longitudinal axis X. As such, in the embodiment of FIG. 2, the connecting structure 50 does not comprise a central connecting rod 57.

[0058] In Figure 2, only one of the second thrust recovery bars 45, 46 is visible since the schematic view of Figure 2 is a side view of the assembly 1. The second thrust recovery bars 45, 46 can be inclined relative to each other, that is to say they can form a non-zero angle between them.

[0059] In this second embodiment, the pylon 40 is thus connected both to the intercompressor casing 24, via the first force recovery bars 43, 44, to the inlet casing 25, via the second thrust recovery bars 45, 46, and to the fan casing 11, via the connecting structure 50. These connecting elements 43, 44, 45, 46 and 50 cooperate in order to allow the sleeve forces to be taken up in the turbomachine 2. The assembly 1 according to this second embodiment of the invention therefore makes it possible to take up the sleeve forces without it being necessary for the pylon 40 to be connected to the gas generator 16 downstream of the turbomachine, that is to say downstream of the combustion chamber 19.

[0060] The sleeve forces are therefore taken up by the suspension system without having to pass along the turbomachine 2, in particular by passing through the high-pressure body. The risk of bending of the gas generator 16 and distortion of the high-pressure body is therefore non-existent. Thus, not only does the suspension system of the assembly 1 according to the second embodiment of the invention not comprise any connecting element downstream of the combustion chamber 19 but, moreover, as explained above, the presence of one or more fixing elements downstream of the combustion chamber 19 is not necessary.

[0061] In this regard, and advantageously, in this second embodiment, the first force-recovery bars 43, 44, the second thrust-recovery bars 45, 46 and the connecting structure 50 are the only connecting elements of the pylon 40 to the turbomachine 2. The recovery of the sleeve forces is therefore carried out in a simple manner and in such a way as to preserve the performance and operability of the high-pressure body.

[0062] As illustrated in the schematic view of Figure 2, the second thrust recovery bars 45, 46 are connected to a hub 26 of the inlet casing 25. As indicated previously, this inlet casing 25 comprises radial arms 15 which extend radially outwards from the hub 26 and which cross the secondary vein V2 to rigidly connect the gas generator 16 to the fan casing 11. The second thrust recovery bars 45, 46 comprise first ends 48a connected to the hub 26 of the input casing 25, and second opposite ends 48b connected to the pylon 40. Like the first force recovery bars 43, 44, the second thrust recovery bars 45, 46 are functional by default since they provide a fixing and suspension function by default when they are not degraded or broken.

[0063] In the embodiments illustrated in Figures 1 and 2, the pylon 40 comprises an upstream end 42 located in a plane P1 perpendicular to the longitudinal axis X and located upstream of the combustion chamber 19 and preferably upstream of the intercompressor casing 24. The second ends 47b and 48b, respectively, of the first force recovery bars 43, 44, and of the second thrust recovery bars 45, 46 are advantageously directly connected to the upstream end 42 of the pylon. Thus, the recovery of the lateral and vertical forces takes place in the plane P1, and therefore upstream of the gas generator 16. It is also preferable for the upstream end 42 of the pylon 40, and therefore the plane P1, to be located downstream of the fan casing 11, which facilitates the connection between the pylon 40 and the fan casing 11 via the connection structure 50.

[0064] According to an alternative embodiment, the upstream end 42 of the pylon is located in a plane perpendicular (not shown) to the longitudinal axis X passing through a downstream axial end of the fan casing 11. In this configuration, the connecting structure 50 is advantageously connected to said downstream axial end of the fan casing and to the upstream end 42 of the pylon 40.

[0065] The configurations shown in the cited figures are only possible examples, in no way limiting, of the invention which on the contrary encompasses the design variants within the reach of those skilled in the art. For example, the turbomachine 2 is not necessarily a double-flow double-spool turbomachine.

Claims

CLAIMS 1. Assembly (1) comprising an aircraft turbomachine (2), a pylon (40) for attaching the turbomachine to an element of the aircraft, and a system for suspending the turbomachine from the pylon, the turbomachine (2) having a longitudinal axis (X) and comprising from upstream to downstream, in the direction of flow of the gases in operation: > a fan casing (11) extending around the longitudinal axis (X) and around a fan (10) of the turbomachine, and > a gas generator (16) configured to receive an air flow generated by the fan, the gas generator (16) comprising a primary flow path (V1) for a primary flow (F1) through a low-pressure compressor (17), an intercompressor casing (24), a high-pressure compressor (18), an annular combustion chamber (19), and at least one turbine (20, 21), the fan casing (11) being radially external to the gas generator (16) relative to the longitudinal axis (X) and defining with the gas generator (16) a secondary flow path (V2) for a secondary flow (F2), the pylon (40) being of generally elongated shape along said longitudinal axis (X) and being capable of being fixed to the element of the aircraft, the suspension system comprising connecting elements (43, 44, 45, 46, 50) of the pylon to the turbomachine, characterized in that the connecting elements (43, 44, 45, 46,50) are all located upstream of the combustion chamber (19) and comprise: first force-recovery bars (43, 44) which extend from the pylon (40) to the inter-compressor casing (24) and which are configured to absorb thrust forces along two axes (Y, Z) perpendicular to each other and to the longitudinal axis (X), and a connecting structure (50) of the pylon (40) to the fan casing (11) which is configured to absorb thrust forces along the two axes (Y, Z) perpendicular to each other and to the longitudinal axis (X), as well as moments generated along these axes, said connecting elements (43, 44, 45, 46, 50) thus being configured so as to absorb the sleeve forces., 2. Assembly (1) according to claim 1, in which the connecting structure (50) is further configured to take up thrust forces along the longitudinal axis (X).

3. Assembly (1) according to claim 1 or 2, in which the first thrust recovery bars (43, 44) and the connecting structure (50) are the only connecting elements of the pylon (40) to the turbomachine (2).

4. Assembly (1) according to claim 1, in which the connecting elements further comprise second thrust recovery bars (45, 46) which extend from the pylon (40) to an inlet casing (25) located upstream of the low and high pressure compressors (17, 18), and which are configured to recover thrust forces along the longitudinal axis (X).

5. Assembly (1) according to the preceding claim, in which the first (43, 44) and second (45, 46) thrust recovery bars and the connecting structure are the only connecting elements of the pylon (40) to the turbomachine (2).

6. Assembly (1) according to claim 4 or 5, in which the second thrust recovery bars (45, 46) are connected to a hub (26) of the inlet casing (25), this inlet casing (25) comprising radial arms (15) which extend radially outwards from the hub (26) and which cross the secondary vein (V2) to rigidly connect the gas generator (16) to the fan casing (11).

7. Assembly (1) according to one of the preceding claims, in which the pylon (40) comprises an upstream end (42) located in a plane (P1) perpendicular to the longitudinal axis (X) and located upstream of the combustion chamber (19), and preferably upstream of the inter-compressor casing.

8. Assembly according to the preceding claim, in which the upstream end (42) of the pylon is located downstream of the fan casing (11).

9. Assembly (1) according to claim 7, in which the upstream end (42) of the pylon is located in a plane perpendicular to the longitudinal axis (X) passing through a downstream axial end of the fan casing (11), the connecting structure (50) being connected to said downstream axial end of the fan casing and to the upstream end (42) of the pylon.

10. Assembly (1) according to any one of the preceding claims, in which the connecting structure (50) comprises two lateral links (56a, 56b) located in a second plane of axes Y and Z.

Images