3-筛选及标引后的专利著录项目数据及专利全文us8579230b2

1、I 111111111111111111111lllll lllll1111111111111111111111111111111111111111111US008579230B2c12) United States PatentDiochon et al.(IO) Patent No.:(45) Date of Patent:US 8,579,230 B2Nov. 12, 2013(54) ATTACHMENT PYLON FOR AIRCRAFT5,424,950 A *6/1995 Jackson.244/192TURBOSHAFT ENGINE, COMPRISING REAR5,77

2、9,191 A7/1998 BrislawnFLAPS WITH MOBILE INCIDENCE6,860,452 B2* 8,336,813 B2*3/2005 Bacon et al244/19412/2012 Bonnaud et al244/54(75) Inventors: Lionel Diochon, Toulouse (FR); Steve2012/0001022 Al* 1/2012 Morvant et al244/54Bedoin, Toulouse (FR); Damien Prat,2012/0104161 Al* 5/2012 Shah.244/52Colomie

3、rs (FR)2013/0062456 Al* 3/2013 McCollough et al244/17.11(73) Assignee: AIRBUS Operations S.A.S., Toulouse(FR)FR(*)Notice:Subject to any disclaimer, the term ofthisWOpatent is extended or adjusted under 35U.S.C. 154(b) by 327 days.FOREIGN PATENT DOCUMENTS 2 619 0762/1989WO 98/210925/1998OTHER PUBLICA

4、TIONS(21) Appl. No.: 13/078,460French Search Reportissued Nov. 18, 2010, in Patent Application No. FR 1052653(22) Filed:(65)Apr.1, 2011Prior Publication Data* cited by examinerUS 20ll/0248ll6AlOct. 13, 2011(30)Foreign Application Priority DataApr. 8, 2010(FR)10 52653(51) Int. Cl.Primary Examiner - J

5、oseph W Sanderson Assistant Examiner - Marc Burgess(74) Attorney,Agent,orFirm -Obion,Spivak, McClelland, Maier & Neustadt, L.L.P.B64D27/00 B64C 13/16 B64C9/00(52) U.S. Cl.(2006.01)(2006.01)(2006.01)(57) ABSTRACTAn aircraft engine assembly including a turboshaft engine with a propeller and an attachm

6、ent pylon intended to beUSPC.244/54; 244/87(58) Field of Classification SearchUSPC244/54, 55, 211217, 87, 75.1See application file for complete search history(56)References CitedU.S. PATENT DOCUMENTS 4,966,338 A10/1990 Gordon4,979,699 A * 12/1990 Tindell244/53 B5,088,661 A * 2/1992 Whitener244/76 Rl

7、aterally attached on a rear portion of the structure of the aircraft is disclosed. The pylon has an outer surface fom 血 g an aerodynamic profile incorporating a trailing edge which is arranged upstream of the propeller of the turboshaft engine The pylon includes a mobile rear flap at least partially

8、 defin ing the trailing edge and a controller which steers the inci dence of the flap according to a law depending on the inci 一dence of the aircraft.6 Claims, 3 Drawing SheetsYLz 21/ 1/ 01 4- a 10024尸-+ p2-I/U.S. PatentUS 8,579,230 B2Nov. 12, 2013Sheet 3 of 31 1 1 8 e OL .L 9-L _ | N 勹二ZL 匀勹 q寸卜1 1

9、 1 d1 7 _ /L EZ f OL q OL OOL X41 二 二2022 2119垃 FIG. 22 2 2620。/421-了 /2432/2134丁二 FIG. 324a2124b34b；1 4卢17FIG. 4US 8,579,230 B22 1 ATTACHMENT PYLON FOR AIRCRAFTInthisscenario, thelawsforsteeringtheflapsareidentical TURBOSHAFT ENGINE. COMPRISING REARor different. Theycandifferin particular totakeint

10、oaccount FLAPS WITH MOBILE INCIDENCEtheacoustic particularitiesencountered attheend of thepropeller blades.BACKGROUND OF THE INVENTION5The propeller turboshaft engine can be a single propellerturboprop, or a turboprop with two despun propellers, for(1.) Field of the Inventionex 皿 ple of the open rot

11、or type.The present invention generally relates to an engine assem-Moreover, the invention re1lates to a rear aircraft portion bly for an aircraft, of the type intended to be installed laterally comprising at least one engineassembly as described above, on a rear portion of the aircraft structure, a

12、nd incorporating a 10 laterally attached on the fuselage of the aircraftturboshaft engine with one or more propellers.Lastly, the invention relates to an aircraft comprising a rear (2.) Description Of The Related Artportion as presented above.When such an installation is used, the attachment pylon,O

13、ther advantages and features of the invention will appear which establishes the connection between the rear structure in the non-limiting detailed description below.of the aircraft and a turboshaft engine, is made so as to have an 15outer surface forming an aerodynamic profile. In the event the prop

14、eller is situated downstream of this profile, the latter creates a wake that, upon impacting the propeller, creates n01se.BRIEF SUMMARY OF THE INVENTIONThe invention aims to propose an engine assembly for an aircraft at least partially resolving the abovementioned draw back, relative to the embodime

15、nts of the prior art.To that end, the invention relates to an aircraft engine assembly comprising a turboshaft engine with a propeller as well as an attachment pylon of the turboshaft engine intended to be laterally attached on a rear portion of the structure of theBRIEF DESCRIPTION OF THE DRAWINGST

16、his description will be done in reference to the appended drawings, among which:20 FIG. 1 shows a diagrammatic top view of a rear aircraft portion, incorporating an engine assembly according to one preferred embodiment of the present invention;FIG. 2 shows a cross-sectional view of the pylon along l

17、ine II-II of FIG. 1;25 FIG. 3 shows an enlarged view of the rear portion of the pylon shown in FIG. 2; andFIG. 4 shows a diagrammatic top view of an attachment pylon portion assuming the form of an alternative embodi ment.aircraft, said pylon having an outer surface forming an aero- 30dynamic profil

18、e incorporating a trailing edge, the latter being a 盯 anged upstreani of the propeller of the turboshaft engineDETAILED DESCRIPTION OF THE INVENTIONAccording to the invention, the attachment pylon com-FIG. 1 first shows arearaircraft portion 100 incorporating prises a mobile rear flap at least parti

19、ally defining said trailing an engine assembly 1 in the form of one preferred embodi一edge, aswellas acontrolmeansforsa1dflapdes1gnedto steer 35 ment ofthe present mventlontheincidence of the latter, according to a law depending on theThroughout the description that follows, by convention, X incidenc

20、e of the aircraft.refers to the longitudinal direction of the aircraft, which is The originality of the invention therefore lies in the steer-parallel to a longitudinal axis 2 of said aircraft. On the other ing of the incidence of the mobile rear flap of the pylon, as ahand, Y refers to the directio

21、n oriented transversely relative to function of the incidence of the aircraft, so as to create a wake 40 the aircraft, and Z is the vertical direction or the height, these reducing as much as possible, under all circumstances, the three directions X, Y and Z being orthogonal to each othernoise creat

22、ed by its impact on the propeller.Moreover, the terms front, upstream, rear, andThe steering law, which is determined beforehand by one downstreani should be considered relative to a direction of skilled in the art, can also be chosen such that the stre 皿 travel of the aircraft encountered following

23、 the thrust exerted impacting the propeller offers a good compromise between 45 by the engines, this 山 rection being shown diagrammatically the noise generated, and/or the thrust generated by said pro- by arrow4peller, and/or the load level of the aerodynamic profile. TheseGlobally, the rear portion

24、 100 comprises a fuselage 6, only last two criteria respectively refer to the projection of theone portion of the left part of which has been shown. The propeller forces, and the control of the flow of air over thetransverse section of this fuselage is substantially circular, profile.so elliptical,

25、or similar, with a center passing through the longi一Preferably, said law also depends on at least the parameterstudinal axis 2, and defining an inner space of the aircraft8 from amongst the speed of the aircraft, and the positions slatsMoreover, it comprises two engine assemblies (only one and the f

26、laps of the main wing, i.e. the two main wings eachbeing shown) arranged on either side of a vertical middle equipped with leading edge slats and trailing edge flaps.plane P passing through the axis 2. In the preferred embodi一Preferably, the law depends on each of these parameters.55 ment, each asse

27、mbly 1 comprises a turboshaft engine 10 withPreferably, said mobile rear flap defines the entire trailingpropellers, preferably a turboprop of the open rotor type edge.having a pair of despun propellers 1Oa, 1 Ob. Each of them has Alternatively, it is possible to provide that said mobile reara longi

28、tudinal axis 12 substantially parallel to the direction X flap defines only part of the trailing edge. In this scenario, it isMoreover, the engine assembly 1 is arranged laterally relative possible for the other part of the trailing edge to be made up of 60 to the fuselage 6, having specified in thi

29、s respect that an angle a fixed portion of the pylon, and/or by one or several othercan be provided between the middle horizontal plane of the mobile rear flaps.aircraft and the plane passing through the longitudinal axes 2, In that respect, it is preferably provided that the attachment12 of the tur

30、boshaft engine and the aircraft. Typically this pylon comprises several mobile rear flaps each defining partangle can be between 10 and 35. Whatever the case may be, of said trailing edge, each being connected to a control means 65 this engine assembly 1 is laterally attached on the aircraft designe

31、d to steer the incidence of its related flap, according tostructure, and more precisely on a rear portion thereof, on thea law depending on the incidence of the aircraft.fuselage 6 behind the main wing.4 3 US 8,579,230 B2To ensure the suspension of the turboprop 10, an attach-An alternative is diagr

32、ammed in FIG. 4, which shows a rear ment pylon 14 is provided, including a rigid structure 16 also aerodynamic structure 22 comprising a support 26 on which called primary structure through which the stresses coming o mobiler ar flaps 24a, 2 b are hinged, a_cljacent in thefrom the engine 10 are reac

33、ted, the rigid structure 16 being山 recnon of the wmgspan of the pylon 14 Each of these dressed in aerodynamic fairings, and in particular a front 5 therefore defines part of the trailing edge 21, and is connected fairing 17 forming a leading edge 19to control means 34a, 34b, respectively. Here, the

34、control Traditionally, the pylon 14 has fastening means insertedmeans 34a, 34b are also designed to steer the incidence of between the engine 10 and the rigid structure 16, this meanstheir associated flaps 24a, 24b, according to laws depending shown diagrammatically being referenced 18 in FIG. 1.on

35、the incidence of the aircraft, and which can be different Moreover, the pylon 14 has other fastening means (not 10 from each other. This differentiation makes it possible in shown) inserted between the rigid structure 16 and the struc-particular to take into account the acoustic particularitiesture

36、of the aircraft.encountered at the blade ends of the propellers, these particu-In reference now to FIG. 2, it is possible to see that thelarities therefore being managed by theincidence of the inner- pylon 14 has an outer surface forming an aerodynamic profile most flap 24b, situated opposite the pr

37、opeller blade ends incorporating the leading edge19, as well as a trailing edge 21 15 Of course, various modifications can be made by those situated behind the rigid structure 16. Thus, this outer surfaceskilled in the art to the invention described above, purely as 20 is formed, from front to back,

38、 by the front fairing 17, the non-limiting examples.rigid structure 16 preferably faired, and a rear aerodynamicThe invention claimed is:structure 22 ending with the trailing edge 21.1. An aircraft engine assembly comprising:One of the particularities of the present invention lies in the 20 a turbos

39、haft engine with a propeller; anddesign of the rear aerodynamic structure 22, shown in figurean attaclnnentpylon of the turboshaft engine intended to be detail in FIG. 3. Indeed, it ends with a mobile rear flap 24,laterally attached on a rear portion of the structure of the hinged on a support 26 ar

40、ranged upstream and constitutingaircraft behind a main wing, said pylon having an outerthe other part of the rear aerodynamic structure 22. The sup-surface forming an aerodynamic profile incorporating aport 26 and the flap 24 both participate in defining the outer 25trailing edge which is arranged u

41、pstream of the propeller aerodynamic surface 20 of the attaclnnent pylon.of the turboshaft engine,The hinge pin 28 of the flap 24 is substantially parallel towherein the attaclnnent pylon comprises a first mobile rearthe wing span direction of the pylon, which makes it possibleflap at least partiall

42、y defining said trailing edge, a firstflap,to steer the incidence of said flap. In this respect, in FIG. 3, theactuator connected to the first mobile rear flap, a second flap has been shown in solid lines in a given incidence posi一 30mobile rear flap at least partially defining said trailing tion, a

43、nd in broken lines in a different incidence position.edge and being disposed closer to the rear portion of the To set the incidence of the flap 24, a traditional actuatingstructure of the aircraft than the first mobile rear flap, and means known by those skilled in the art is provided, such as aa se

44、cond actuator connected to the second mobile rearjack mechanism 30, one of the ends of which is hinged on thesupport 26, and the other end hinged on the flap. The removal 35 wherein a first controller controls the first actuator such and deployment of the piston 32 of sai 切 ack then make itthat an i

45、ncidence of the first mobile rear flap is set as a possible to create pivoting of the flap 24 relative to its hingefirst function of an incidence of the aircraft and a secondpin 28, as shown in FIG. 3.controller controls the second actuator such that an inci-The attac!nnent pylon also comprises a me

46、ans 34 for con-dence of the second mobile rear flap is set as a second trolling the flap, connected to the actuating means 30, and 40function of the incidence of the aircraft, anddesigned to steer the incidence of said flap according to a lawwherein the first function and the second function are dif

47、-ends of the propeller.depending on the incidence of the aircraft.ferent from each other due to acoustic particularities at In other words, the incidence of the flap 24 is steered, as ablade ends of the propeller, and the second function is function of the incidence of the aircraft, so as to create

48、a wakefurther based on the acoustic particularities at the bladereducing, as much as possible under all circumstances, the 45noise generated by its impact on the propeller. Thus, the2. The assembly according to claim 1, wherein said first incidence of the rear flap 24 will preferably be different and second controllers further control the first and second during the take-off, cruising, and landing phases, and mayactuators such