Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D29/00—Power-plant nacelles, fairings, or cowlings
  • B64D29/06—Attaching of nacelles, fairings or cowlings

Definitions

• the invention relates to a turbojet engine nacelle of an aircraft.
• An aircraft is driven by several turbojets each housed in a nacelle also housing a set of ancillary actuators related to its operation and providing various functions when the turbojet engine is in operation or stopped.
• These ancillary actuating devices comprise in particular a mechanical system for actuating thrust reversers.
• a nacelle generally has a tubular structure comprising an air inlet in front of the turbojet engine, a median section intended to surround a fan of the turbojet engine, a rear section capable of housing thrust reversal means and intended to surround the combustion chamber of the engine.
• turbojet and is generally terminated by an ejection nozzle whose output is located downstream of the turbojet engine.
• Modern nacelles are often intended to house a turbofan engine capable of generating through the blades of the rotating fan a hot air flow (also called primary flow) from the combustion chamber of the turbojet engine.
• a nacelle generally has an external structure, called Outer Fixed Structure (OFS), which defines, with a concentric internal structure, called Inner Fixed Structure (IFS), an annular flow channel, also called a vein, for channeling a flow of cold air, called secondary, which circulates outside the turbojet engine.
• OFS Outer Fixed Structure
• IFS Inner Fixed Structure
• the primary and secondary flows are ejected from the turbojet engine from the rear of the nacelle.
• Each propulsion unit of the aircraft is thus formed by a nacelle and a turbojet, and is suspended from a fixed structure of the aircraft, for example under a wing or on the fuselage, by means of a pylon or attached mast. to the turbojet engine or to the nacelle.
• the rear section of the external structure of the nacelle is usually formed of a first and a second half-shell of substantially semicylindrical shape, on either side of a longitudinal vertical plane of symmetry of the nacelle, and mounted movable so as to be able to deploy between a working position and a maintenance position in order to give access to the turbojet engine.
• the two half-shells are generally pivotally mounted about a longitudinal hinge axis at the top (at 12 o'clock) of the inverter.
• the half-shells are maintained in closing position by means of locking devices arranged along a connecting line situated at the bottom (at 6 o'clock).
• the two half-shells are in particular connected to one another at a front frame, which allows the attachment of the rear section to a fixed part of the middle section, via at least one locking device comprising a locking member equipping the first half-shell, a complementary locking member equipping the second half-shell, and a control handle fixed in the first half-shell and connected to the locking member through transmission means.
• the control handle is usually designed so that it can be moved alternately from a stable open position where the locking member is open, to a stable locking position where the locking member is closed, passing through a unstable intermediate phase where the locking member is closed.
• This control handle is equipped with a secondary locking system comprising a locking member allowing, once placed in the locking position, to lock said control handle in its locking position.
• the control handle comprises a trigger which must be previously actuated by the operator to allow the rotation of said control handle towards its locking position. Once the latter is reached, the operator can release the trigger, which causes the translation of the locking member in the control handle and its engagement in an orifice presented by an internal part to block the control handle in its locking position.
• the median section is traditionally formed from at least two covers mounted mobile in rotation about a longitudinal axis so as to be able to deploy each between a working position and a maintenance position. These covers are especially designed so that their rear ends are positioned around the front frame when in the working position, and are thus brought to cover the control handle of the locking device.
• the control handle In the open position, the control handle protrudes from the connecting line located in the lower part, and is generally visible from the outside.
• the intermediate position or when the locking member is not in its locking position, that is to say when the trigger is not engaged, it suffices for a slight lack of attention on the part of the operator so that it fails to detect that the control handle is not in its locking position.
• hoods were folded and locked in the working position while the control handle was in the intermediate position or that the locking member was not in its locking position. Such a case is particularly worrying because, the control handle being unstable in this position, the locking member can be made to disengage from the complementary locking member under the effect of external stresses.
• the object of the present invention is to remedy the disadvantage mentioned previously, simply and reliably, and for this purpose consists of a turbojet engine nacelle comprising a front air inlet section, a median section intended to surround a fan blower. turbojet, and a rear section formed from at least two half-shells connected to each other via at least one locking device actuated by a control handle equipped with a locking system secondary member comprising a locking member which, when placed in the locking position, blocks said control handle in its locking position, said middle section being formed from at least two covers that can be deployed between a working position and a maintenance position, characterized in that the blocking member and at least one zone of the inner face of one of the two covers are designed so as to ir abut against each other to prevent closing of said cover if the control handle is not in its locking position and / or if the locking member is not in its position of blocking.
• the locking member comprises a rod, housed in the control handle, extended by a head.
• this rod is caused to translate in the control handle to move alternately from a position where the head protrudes from said control handle when the latter is in the open position or in position intermediate, at a position where the head is housed in the control handle when the latter in the locking position.
• the head comprises at least one outgrowth.
• the latter preferably extends transversely to the rod.
• the zone of the internal face of the cover comprises at least one shoulder oriented towards the inside.
• the protrusion and the shoulder are designed so that said protrusion is in the path of the shoulder when the hood is folded towards its working position while the control handle is not located in its locking position and / or that the locking member is not in its locking position.
• the shoulder is constituted by a portion of a stiffener equipping the inner face of the hood.
• the present invention also relates to an aircraft, characterized in that it comprises at least one nacelle according to the invention.
• Figure 1 is a schematic longitudinal sectional view of a nacelle according to the invention in the closed state
• Figure 2 is a perspective view of the rear section of the nacelle shown in Figure 1;
• Figure 3 is an enlarged partial view of the locking device equipping the nacelle shown in Figure 2;
• Figure 4 is a schematic view of the control handle of the locking device of Figure 3, in the locking position;
• Figure 5 is a schematic view of the locking device of Figure 3, when the cover is in abutment against the head of the locking member.
• a nacelle 1 of an aircraft according to the invention as represented in FIG. 1, comprises, in a manner known per se, an external structure 2, so-called
• OFS which defines an annular flow channel 3 with a concentric internal structure 4 surrounding the structure of the turbojet engine (not shown) proper behind a fan 5. More precisely, this external structure 2 is broken down into a front air intake section 6, a median section 7 intended to surround the fan 5, and a rear section 8 formed from at least two half-shells 9a, 9b. In the working position, the two half-shells 9a, 9b are positioned closer to the turbojet, and are conventionally held in this position using a plurality of locking devices 10, well known to man of the trade, and provided along a junction line located in the lower part (at 6 o'clock). As shown in FIG.
• such a locking device 10 may notably be integrated in the front part of the rear section 8, and more particularly at the level of a front frame 11, the latter being the element enabling the rear section to be reattached. 8 to a fixed part of the median section 7.
• the locking device 10, as shown in FIG. 3, schematically comprises a locking member 12 fitted to one of the two half-shells 9a, and a complementary locking member (not shown) equipping the other half-shell 9b.
• this locking device 10 comprises a remote control handle 13 connected to the locking member 12 via transmission means comprising a connecting rod 15 having, on the one hand, a first end attached to a connecting rod 16 whose rotation is actuated by the pivoting of the control handle 13, and secondly, a second end indirectly attached to said locking member 12.
• the locking member 12 is constituted by a hook whose pivoting is controlled in a conventional manner to the movement of the control handle 13 via a set of links 18 connecting the second end of the rod 15 to said hook 12.
• the complementary locking member will be made in the form of a longitudinal axis about which the hook 12 can come to hang up or on the contrary deviate depending on whether the control handle 13 will be actuated for closing or opening of the locking device 10.
• the control handle 13 of such a locking device 10 is designed to be able to be moved alternately from a stable open position in which the hook 12 is open to a position of stable locking where the hook 12 is closed, passing through an unstable intermediate phase where the hook 12 is closed.
• this control handle 13 is equipped with a secondary locking system comprising a locking member in the form of a rod 19 allowing, once placed in the locking position, to block said control handle 13 in its locking position.
• control handle 13 includes a trigger
• the rod 19 is extended by a head 20 which, on the one hand, protrudes from the control handle 13 when the latter is in the open position or in the intermediate position, as shown in Figure 5, and secondly , is housed in the control handle 13 when it is in the locking position.
• the head 20 is extended by an outgrowth 21, oriented towards the front, and extending transversely with respect to the rod 19.
• the middle section 7 is traditionally formed from at least two covers 22a, 22b rotatably mounted around a longitudinal axis (not shown) so as to be able to deploy each between a working position and a maintenance position.
• covers 22a, 22b are designed so as to each have a rear end which is positioned around the front frame 11 of the rear section 8 when in the working position.
• the rear end of the cover 22a is made to cover the control handle 13 of the locking device 10 when said cover 22a is in the working position.
• the cover 22a has, at its rear end, an inner face in which is fixed a stiffener 24 device, schematically shaped ⁇ .
• this stiffener 24 therefore constitutes a peripheral shoulder whose part or zone abuts against the protrusion 21 when the cover 22a is folded towards its working position while the control handle 13 is not located in its locking position. In doing so, closing the cover 22a is made impossible, and the operator in charge of maintenance is immediately informed of the situation.

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)

Applications Claiming Priority (2)

Publications (1)

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Family Applications (1)

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Families Citing this family (7)

Family Cites Families (10)

• 2007
  • 2007-08-20 FR FR0705937A patent/FR2920144B1/fr active Active
• 2008
  • 2008-08-06 WO PCT/EP2008/060345 patent/WO2009024469A1/fr active Application Filing
  • 2008-08-06 CA CA2696714A patent/CA2696714C/fr not_active Expired - Fee Related
  • 2008-08-06 RU RU2010109785/11A patent/RU2469919C2/ru not_active IP Right Cessation
  • 2008-08-06 CN CN200880102578.0A patent/CN101778766B/zh not_active Expired - Fee Related
  • 2008-08-06 EP EP08786951A patent/EP2190740A1/fr not_active Withdrawn
  • 2008-08-06 US US12/673,944 patent/US9132920B2/en active Active
  • 2008-08-06 BR BRPI0814908-9A2A patent/BRPI0814908A2/pt not_active IP Right Cessation

Non-Patent Citations (1)

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