U.S. patent application number 11/525018 was filed with the patent office on 2010-08-05 for assembly for an aircraft including a wing element and a suspension pylon.
This patent application is currently assigned to Airbus France. Invention is credited to Laurent Lafont.
Application Number | 20100193627 11/525018 |
Document ID | / |
Family ID | 36572317 |
Filed Date | 2010-08-05 |
United States Patent
Application |
20100193627 |
Kind Code |
A1 |
Lafont; Laurent |
August 5, 2010 |
ASSEMBLY FOR AN AIRCRAFT INCLUDING A WING ELEMENT AND A SUSPENSION
PYLON
Abstract
The invention relates to an assembly for an aircraft comprising
a wing element (2) and a suspension pylon (4) for an engine (10)
under the wing element, the suspension pylon (4) comprising a rigid
structure (6) forming a box provided with an aft closing element
(28), and the wing element (2) having a forward spar (34) extending
substantially parallel to a leading edge (30) of the wing element.
According to the invention, the rigid structure is assembled on the
wing element such that the aft closing element bears in contact
with the forward spar (34).
Inventors: |
Lafont; Laurent;
(Pechbusque, FR) |
Correspondence
Address: |
OBLON, SPIVAK, MCCLELLAND MAIER & NEUSTADT, L.L.P.
1940 DUKE STREET
ALEXANDRIA
VA
22314
US
|
Assignee: |
Airbus France
Toulouse
FR
|
Family ID: |
36572317 |
Appl. No.: |
11/525018 |
Filed: |
September 22, 2006 |
Current U.S.
Class: |
244/54 |
Current CPC
Class: |
B64D 27/26 20130101;
B64D 2027/264 20130101; B64D 27/18 20130101 |
Class at
Publication: |
244/54 |
International
Class: |
B64D 27/26 20060101
B64D027/26 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 26, 2005 |
FR |
05 52870 |
Claims
1. An assembly for an aircraft comprising a wing element and a
suspension pylon for an engine under said wing element, the
suspension pylon comprising a rigid structure forming a box
provided with an aft closing element, and the wing element having a
forward spar extending substantially parallel to a leading edge of
said wing element, wherein the rigid structure is assembled on the
wing element such that the aft closing element bears in contact
with said forward spar of the wing element, said rigid structure
partially penetrating inside said wing element, wherein said box
includes an upper spar, a lower spar and two side panels, wherein
said upper and lower spars and said two side panels are connected
to each other by transverse ribs, and wherein said closing element
is connected to said upper and lower spars and to said two side
panels at an aft end of the box so as to at least partially close
said box at said aft end of the box, wherein the aft closing
element bears in contact with said forward spar of the wing element
over the entire outside surface of said aft closing element.
2-12. (canceled)
13. An assembly for an aircraft comprising a wing element and a
suspension pylon for an engine under said wing element, the
suspension pylon comprising a rigid structure forming a box
provided with an aft closing element, and the wing element having a
forward spar extending substantially parallel to a leading edge of
said wing element, wherein the rigid structure is assembled on the
wing element such that the aft closing element bears in contact
with said forward spar of the wing element, said rigid structure
partially penetrating inside said wing element, wherein said box
includes an upper spar, a lower spar and two side panels, wherein
said upper and lower spars and said two side panels are connected
to each other by transverse ribs, and wherein said closing element
is connected to said upper and lower spars and to said two side
panels at an aft end of the box so as to at least partially close
said box at said aft end of the box, wherein said closing element
is a plate that entirely closes said box, wherein the aft closing
element bears in contact with said forward spar of the wing element
over the entire outside surface of said aft closing element.
14. (canceled)
15. An assembly according to claim 13, further comprising mounting
means for fastening the aft closing element onto the wing element,
said mounting means comprising two lateral shear pins and a
plurality of tension bolts.
16. An assembly for an aircraft comprising a wing element and a
suspension pylon for an engine under said wing element, the
suspension pylon comprising a rigid structure forming a box
provided with an aft closing element, and the wing element having a
forward spar extending substantially parallel to a leading edge of
said wing element, wherein the rigid structure is assembled on the
wing element such that the aft closing element bears in contact
with said forward spar of the wing element, said rigid structure
partially penetrating inside said wing element, wherein said box
includes an upper spar, a lower spar and two side panels, wherein
said upper and lower spars and said two side panels are connected
to each other by transverse ribs, and wherein said closing element
is connected to said upper and lower spars and to said two side
panels at an aft end of the box so as to at least partially close
said box at said aft end of the box, wherein said rigid structure
and said wing element are connected to each other solely by said
closing element.
17. An assembly according to claim 16, further comprising at least
one forward engine attachment connecting a forward end of said
rigid structure to said engine, at least one aft engine attachment
connecting an aft end of said rigid structure to said engine, and a
thrust resistance device connecting said at least one forward
engine attachment to said at least one aft engine attachment.
18. An assembly according to claim 17, wherein said thrust
resistance device extends between said box and said engine.
Description
TECHNICAL DOMAIN
[0001] This invention relates in general to an assembly for an
aircraft comprising a wing element and an engine suspension pylon
under said wing element.
[0002] Such an assembly may be used for any type of aircraft, for
example aircraft with turbo-engines suspended from the wing, such
as turbojets or turboprops.
STATE OF PRIOR ART
[0003] On existing aircraft, turbo-engines are suspended below the
wing by complex mounting devices, also called EMS (Engine Mounting
Structure), or suspension pylon. For turbojets, the mounting
devices usually used comprise a rigid box structure, in other words
formed by the assembly of upper and lower spars connected to each
other through a plurality of transverse ribs.
[0004] In a known manner, these pylons are designed particularly to
transmit static and dynamic forces generated by the turbo-engines
such as the weight, thrust or the different dynamic forces, to the
wing.
[0005] In this respect, forces are usually transmitted between
suspension pylons known according to prior art and the wing by a
forward attachment, an aft attachment and an intermediate
attachment designed particularly to resist thrust forces generated
by the associated turbo-engine.
[0006] To achieve this, the intermediate attachment that will
resist thrust forces, also called a spigot attachment, is generally
materialised by a ball joint fixed in the aft upper spar of the
rigid structure, between the forward attachment and the aft
attachment. This spigot attachment also comprises a shear pin
located under the aircraft wing through a clamping fitting, so as
to fit into the above-mentioned spigot attachment.
[0007] On recent aircraft turbo-engines, the large dilution ratio
required results in an extremely large overall dimension, because
increasing the dilution ratio inevitably increases the engine
diameter, and also more particularly increases the diameter of its
fan case.
[0008] Thus, with a ground clearance that is naturally fixed so as
to remain acceptable from a safety point of view, the space
remaining between the wing and the turbo-engine to hold the
suspension pylon and the different attachments is becoming
increasingly restricted, while paradoxically the forces to be
resisted are becoming increasingly high.
[0009] This development of turbo-engines has the unfortunate
consequence of reducing the vertical dimensions of the suspension
pylon, particularly to maintain sufficient space to put the
clamping fitting of the intermediate attachment into place, for
which large dimensions are necessary in order to resist the
turbo-engine thrust forces, in other words forces along the
longitudinal direction of the turbo-engine, and forces along the
transverse direction of the turbo-engine.
OBJECT OF THE INVENTION
[0010] Therefore the purpose of the invention is to propose an
assembly for an aircraft overcoming problems with the overall size
and reduction of the suspension pylon dimensions encountered in
assemblies according to prior art.
[0011] To achieve this, the object of the invention is an assembly
for an aircraft comprising a wing element and an engine suspension
pylon under the wing element, the suspension pylon comprising a
rigid structure forming a box provided with an aft closing element,
and the wing element having a forward spar extending substantially
parallel to a leading edge of the wing element. According to the
invention, the rigid structure is assembled on the wing element
such that the aft closing element bears in contact with the forward
spar of the wing element, the rigid structure partially penetrating
inside the wing element.
[0012] Thus, it is understandable that the special feature of the
invention lies in the fact that the rigid structure of the
suspension pylon penetrates partially into the wing element, and
more particularly into a part forming the leading edge located
forward from a main part forming a box delimited in the forward
direction by the forward spar, such that the aft closing element of
the box may be installed fixed on the forward spar of the wing
element with which it is in bearing contact. Therefore, this is
completely different from layouts according to prior art in which
the entire rigid structure was below the wing element, and in which
only the attachments penetrated into this element.
[0013] Consequently, for a given spacing between a turbo-engine and
its associated wing element, the space allocated for the layout of
the suspension pylon is significantly greater than the space
available in assemblies according to prior art, simply due to
partial and local penetration of the rigid structure inside the
wing element.
[0014] Consequently, the assembly according to the invention
enables larger dimensions of suspension pylons, so that they can be
better adapted to the high forces that they are designed to
resist.
[0015] Furthermore, note that this solution no longer uses
conventional attachments like those described in the state of prior
art, considering that in the preferable required, the entire rigid
structure forming a box is located in front of the forward spar of
the wing element. Fastening means for fixing the rigid structure
onto the wing element can then be entirely laid out at the closing
element that is normally vertical, and are no longer partially
added on the upper spar of the box as was the case previously with
the spigot type intermediate attachment. Thus, the presence of
these fastening means does not increase the size in the vertical
direction, so that the dimensions of the suspension pylon and/or
the ground clearance can be further increased.
[0016] Preferably, the aft closing element is in contact with the
forward spar of the wing element over its entire outside surface or
over only part of this surface.
[0017] If this aft closing element extends downwards beyond the
forward spar of the wing element, it can be predicted that this aft
closing element is also in bearing contact with a support fitting
located below the forward spar, and fixed to this forward spar.
[0018] In another preferred embodiment of this invention, the aft
closing element is in contact with a support fitting inserted
between the forward spar and this aft closing element of the rigid
structure. In this configuration, it would be possible that this
support fitting extends downwards beyond the forward spar.
[0019] Preferably, the assembly comprises mounting means for
fastening the rigid structure onto the wing element, these means
comprising two lateral shear pins and a plurality of tension bolts.
This solution may advantageously be used to produce mounting means
forming a statically determinate mounting system, but in particular
it guarantees perfect interchangeability for the suspension
pylon.
[0020] Furthermore, note that the closing element may indifferently
be a partition or a rib in the form of a frame, preferably oriented
substantially in the vertical direction parallel to the leading
edge.
[0021] Finally, another purpose of the invention is an aircraft
with at least one assembly like the assembly that has just been
described.
[0022] Other advantages and characteristics of the invention will
become clearer from the non-limitative detailed description given
below.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] This description will be made with reference to the appended
drawings wherein:
[0024] FIG. 1 shows a side view of an assembly for an aircraft
according to a first preferred embodiment of this invention;
[0025] FIG. 2 shows a partial top view of the assembly shown in
FIG. 1;
[0026] FIG. 3 shows a sectional view taken along line III-III in
FIG. 2;
[0027] FIG. 4 shows a side view of an assembly for an aircraft
according to a second preferred embodiment of this invention;
and
[0028] FIG. 5 shows a side view of an assembly for an aircraft
according to a third preferred embodiment of this invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
[0029] With reference to FIG. 1, the figure shows an assembly 1 for
an aircraft according to a first preferred embodiment of this
invention.
[0030] Globally, this assembly 1 comprises a wing element 2 such as
a wing, a suspension pylon 4 for an engine 10 such as a turbojet,
and means 8 of fastening a rigid structure 6 forming the box of the
pylon 4 on the wing element 2.
[0031] Furthermore, this FIG. 1 also shows fastening means 12
inserted between the rigid structure 6 and the turbo-engine 10 for
guidance, these means 12 being composed of one or several forward
engine attachments 14, one aft engine attachment 16 and a thrust
resistance device 18 provided essentially with lateral resistance
rods.
[0032] These fastening means 12 do not form part of this invention
and consequently will not be described further.
[0033] Throughout the following description, by convention, X
refers to the longitudinal direction of the pylon 4 that is also
referred to as the longitudinal direction of the turbojet 10, this
direction X being parallel to a longitudinal axis 5 of this
turbojet 2. Furthermore, the direction transverse to the pylon 4 is
called Y and can be considered to be the same as the transverse
direction of the turbojet 2, and Z is the vertical direction or the
height, these three X, Y and Z directions being orthogonal to each
other.
[0034] Furthermore, the terms <<forward>> and
<<aft>> should be considered with respect to a
direction of movement of the aircraft that occurs as a result of
the thrust applied by the turbo-engines 10, this direction being
shown diagrammatically by the arrow 7.
[0035] Still with reference to FIG. 1, it can be seen that only the
rigid structure forming the box 6 of the suspension pylon 4 has
been shown, with means 8 for fastening this rigid structure under
the wing element 2. The other constituents not shown of this pylon
4, such as the secondary structure segregating and holding the
systems while supporting aerodynamic fairings, are conventional
elements identical to or similar to those used in prior art, and
known to those skilled in the art. Consequently, no detailed
description of them will be made.
[0036] Similarly, note that the rigid structure 6, also called the
primary structure, is similar to the structures encountered in the
devices according to prior art. Thus it is effectively of the "box"
type, in other words it is formed by the assembly of the upper spar
20 and the lower spar 22 and two side panels 24 (only one being
shown due to the side view), these elements 20, 22, 24 being
connected to each other through transverse ribs 26 that are
normally oriented along parallel planes YZ.
[0037] Furthermore, at the back of the rigid structure 6, the
structure has an aft closing element that may indifferently be in
the form of a partition, in other words a plate type element
entirely closing the box, or a frame shaped rib, in other words
with an opening near its middle and therefore only partially
closing this same box. This element 28 is preferably substantially
in the vertical direction and is fixed to each of the elements 20,
22, 24 of the box 6. Preferably and unlike the other ribs 26, this
closing element 28 is oriented parallel to the leading edge 30,
namely parallel to a width direction 32 of the wing 2 (shown
diagrammatically in FIG. 2), this direction 32 being located in an
XY plane and inclined with respect to these two directions X and
Y.
[0038] Therefore the special feature of the invention is due to the
fact that this closing element 28 is in bearing contact with a
forward spar 34 of the wing element 2, this spar 34 normally
extending along the width direction 32.
[0039] In the first preferred embodiment shown in FIGS. 1 to 3, the
element 28 is not only bearing on the spar 34, but also in contact
with it. In FIG. 1, it can be seen that all or practically all of
the external surface of the closing element 28 is in contact with
the forward surface of the spar 34, which suggests that this entire
element 28 is arranged in the wing element 2. More precisely, this
element 28 is arranged in a part said to form the leading edge of
the wing element, which is delimited near the aft direction by the
spar 34 also forming a forward limit of a main part forming the box
of this wing element.
[0040] Nevertheless, it would also be possible for this outside
surface of the element 28 to extend downwards beyond the spar 34
and therefore under the intrados 36 of the wing 2, without going
outside the framework of the invention and that will be described
in detail with reference to the second and third preferred
embodiments.
[0041] Furthermore, in the first preferred embodiment, the
attachment of the rigid structure 6 onto the wing 4 may be
consolidated with reinforcements or similar elements belonging to
this same structure 6 and being connected to support means (not
shown) projecting below the intrados 36, and preferably being fixed
to the forward spar 34.
[0042] However, in the configuration shown for this first
embodiment and as can be seen in FIGS. 2 and 3, the only fastening
means provided between the closing element 28 and the forward spar
34 are a plurality of tension bolts 38, and two lateral shear pins
40. More precisely, these mounting means 8 preferably have a
symmetry about a vertical plane parallel to a direction 42
orthogonal to the width direction 32 and therefore comprise two
shear pins 40 arranged on each side of this plane (not shown),
these pins 40 also being arranged along this direction 42 and
therefore each of them being capable of resisting forces applied
along a first and a second directions orthogonal to each other and
also orthogonal to the direction 42. Note also that the
above-mentioned vertical plane also preferably forms a plane of
symmetry for the closing element 28.
[0043] The mounting means 8 also comprise tension bolts 38 also
arranged in the direction 42 along which a plurality of force
loading ribs 44 of wing 2 extends, some of these bolts 38 therefore
being located so as to pass not only through the element 28 and the
spar 34, but also through a forward part of a rib 44. As can be
seen in FIG. 3, these bolts 38 are preferably arranged on a
peripheral part of the closing element 28, all around this element,
and are therefore capable of resisting forces applied along the
direction 42. Finally, note that the bolts 38 are assembled with a
radial clearance, to obtain mounting means 8 forming a statically
determinate mounting system.
[0044] With this arrangement, forces applied along the first
direction 48 (in this case identical to the Z direction) and along
the second direction 50 (in this case identical to the width
direction 32) are resisted only by the two pins 40, while the
forces applied along the direction 42 are resisted exclusively by
the plurality of bolts 38. Furthermore, the moment applied along
the direction 42 is resisted jointly by the two pins 40, and
moments applied about the two directions 48 and 50 are resisted
jointly by the tension bolts 38.
[0045] With reference to FIG. 4, the figure shows an assembly 1 for
an aircraft according to a second preferred embodiment of this
invention. Note that in the figures, the elements marked with the
same numeric references correspond to identical or similar
elements.
[0046] Thus, it can be seen that the difference from the first
embodiment consists of assuring that the aft closing element 28 is
not only fixed on the forward spar 34 but also on a support fitting
52 located below the spar 34. This fitting 52, preferably provided
with reinforcing ribs 53, has a contact area 54 located outside the
wing 2 and along the extension of the forward surface of the spar
34, this surface 54 being arranged such that the element 28 can
also bear in contact with it. For guidance, this support fitting 52
is entirely added on under the intrados 36 to which it may be fixed
through conventional mounting means, also enabling assembly of this
fitting 52 onto a lower wing 56 of the forward spar. Furthermore,
mounting means 8 identical or similar to those described above are
therefore distributed on the forward spar 34 and on the support
fitting 52.
[0047] Therefore, in this second embodiment and in the other
described embodiments, the entire rigid structure 6 of the pylon 4
is preferably forwards from the forward spar 34 of the wing 2.
[0048] With reference to FIG. 5, the figure shows an assembly 1 for
an aircraft according to a third preferred embodiment of this
invention. In this mode, there is a support fitting 152 preferably
provided with reinforcing ribs 153, and for which the lower part
located outside the wing 2 is identical to or similar to the
support fitting 52 described in the context of the second
embodiment, and an upper part located outside the wing 2 is
inserted between the forward spar 34 and the closing element 28.
Thus, this final element 28 that is still bearing in contact with
the spar 34 without being directly in contact with it, is
consequently entirely in contact with a bearing surface 154 of the
fitting 152, this surface 154 and the element 28 then being
partially inside and partially outside the wing 2.
[0049] In this configuration in which the contact surface 154
extends substantially over the entire height of the fitting 152
preferably made from a single piece made of titanium, note that
this surface is preferably parallel to the forward surface of the
spar 34, in other words is oriented substantially in the vertical
direction parallel to the leading edge. The lower part of the
fitting 152 can also be connected to the intrados 36 and to the
lower wing 56 of the spar through the conventional assembly means,
while its upper part is fixed to the web of the spar 34 using
mounting means 8 passing through the assembly means, in order to
cooperate with this same web.
[0050] Obviously, various modifications can be made by those
skilled in the art to the assemblies 1 for an aircraft that have
just been described, solely as non-limitative examples.
* * * * *