EP4363318A1

EP4363318A1 - Propulsion assembly comprising pendular bifurcation panels

Info

Publication number: EP4363318A1
Application number: EP22744287.8A
Authority: EP
Inventors: Patrick André Boileau; Gérard CLERE; Jean-Philippe Joret
Original assignee: Safran Nacelles SAS
Current assignee: Safran Nacelles SAS
Priority date: 2021-06-28
Filing date: 2022-06-27
Publication date: 2024-05-08
Also published as: CN117642338A; FR3124493B1; WO2023275473A1; FR3124493A1; US20240317415A1

Abstract

The invention relates to a propulsion assembly comprising a shroud defining a flow duct for a secondary flow. This shroud comprises bifurcation panels (19A, 19B, 19C) of which at least one (19C) is hinged to a pylon via connecting members (52, 53) such as clevis brackets.

Description

Title: Propulsion unit comprising tilting bifurcation panels Technical area

The invention relates to the field of aircraft propulsion assemblies.

State of the prior art

Conventionally, a propulsion assembly turbine engine is connected to an aircraft wing via a mast.

During the various phases of flight, the propulsion assembly is subjected to aerodynamic loads which cause relative displacements of the turbomachine with respect to the mast and corresponding deformations of a fairing of the propulsion assembly.

Disclosure of Invention

An object of the invention is to provide a propulsion assembly making it possible to reduce the deformation stresses of the fairing resulting from movements of the turbomachine relative to the mast.

Another object of the invention is to propose an architecture compatible with the implementation of a thrust reverser with moving gates.

The invention also aims to facilitate maintenance operations on the propulsion assembly.

To this end, the subject of the invention is a propulsion assembly for an aircraft, comprising the characteristics of claim 1.

The invention thus makes it possible to reduce the deformation stresses of these panels and more generally of the fairing of the propulsion assembly. The inverter can advantageously be mounted floating relative to the mast.

The at least one aforementioned degree of freedom can be a degree of freedom in translation and/or in rotation. In particular, said connection can be a pivot, sliding or sliding pivot connection.

The link can be formed by one or more link members.

Such connecting members can be connected to a radially outer end of one or more of said panels.

It is preferred that the panels be arranged symmetrically on either side of the mast, it being understood that several of the panels may be arranged on the same side of the mast.

The side fairing can comprise both one or more of said panels as described above, that is to say connected to the mast according to a connection defining at least one degree of freedom (first type of panels), and one or several other panels connected to other parts of the propulsion system (second type of panels).

In one embodiment, the side fairing comprises at least two panels, of which at least one is of the first type, extending from a first side of the mast and at least two other panels, of which at least one is of the first type, extending from a second side of the mast.

The presence of several panels on each side of the mast allows selective access to spaces streamlined by these panels in the context of maintenance operations.

Moreover, such panels allow access to such spaces without dismantling other parts of the propulsion assembly.

In the following, when reference is made to several panels, these refer by default to the panels of the first type. However, the following description can be applied by analogy to panels of the second type.

In one embodiment, the propulsion assembly comprises one or more connecting rods and/or crosspieces extending transversely so as to connect one or more of said panels extending from a first side of the mast to one or more other of said panels. extending from a second side of the mast. Each end formed by such connecting rods or crosspieces can in particular be connected to a radially inner end of a respective one of the panels.

The propulsion assembly may have no rigid connection between one or more of said panels and the internal fairing.

In one embodiment, one or more of said panels are configured to crush a sealing member such as a seal interposed between this or these panels and the internal fairing.

The support structure may also include connecting elements such as crosspieces or connecting rods extending transversely so as to connect the side members to each other.

Preferably, the longitudinal members of the cradle form means for guiding the mobile structure of the reverser.

In one embodiment, the mobile structure of the inverter comprises deflection grids.

In one embodiment, the outer fairing forms one or more covers of the mobile structure of the inverter.

Of course, the invention also covers a propulsion assembly as described above and comprising a turbomachine.

In one embodiment, the turbomachine is a turbojet, for example turbofan.

The invention also relates to an aircraft equipped with such a propulsion assembly.

According to another aspect, the subject of the invention is a method for assembling/disassembling one or more of said panels of such a propulsion assembly, for example in the context of a maintenance operation.

Other advantages and characteristics of the invention will appear on reading the detailed, non-limiting description which follows. Brief description of the drawings

The following detailed description refers to the attached drawings in which:

[Fig. 1] is a schematic view in longitudinal section of a propulsion assembly according to the invention, comprising a reverser in direct thrust configuration;

[Fig. 2] is a diagrammatic view in longitudinal section of the propulsion assembly of FIG. 1, the reverser being in thrust reverser configuration;

[Fig. 3] is a schematic perspective view of the propulsion assembly of FIG. 1, showing an inner fairing, an outer fairing and bifurcation panels delimiting a secondary vein;

[Fig. 4] is a diagrammatic half-view in perspective of the propulsion assembly of FIG. 1, the outer fairing being in an open maintenance position;

[Fig. 5] is a schematic view of the propulsion assembly of FIG. 1, showing the internal fairing, the bifurcation panels and a suspension cradle of a mobile reverser structure;

[Fig. 6] is a schematic perspective view of the propulsion assembly of FIG. 1, showing part of the bifurcation panels, connecting rods of these panels and a fixed structure of the propulsion assembly;

[Fig. 7] is a schematic cross-sectional view of the propulsion assembly of FIG. 1, along a first section plane passing through a means for connecting a first of said panels with a beam of the cradle;

[Fig. 8] is a schematic cross-sectional view of the propulsion assembly of FIG. 1, along a second section plane passing through a means for connecting a second of said panels with a beam of the cradle;

[Fig. 9] is a schematic cross-sectional view of the propulsion assembly of FIG. 1, along a third sectional plane passing through a first connecting member of said second panel with the mast; [Fig. 10] is a schematic cross-sectional view of the propulsion assembly of FIG. 1, along a fourth sectional plane passing through a second connecting member of said second panel with the mast.

Detailed description of embodiments

There is shown in Figures 1 and 2 an aircraft propulsion assembly 1 having a longitudinal central axis Al.

Hereafter, the terms "front" and "rear" are defined in relation to a main direction SI of gas flow through the propulsion unit 1 along the axis A1 when the latter generates thrust.

The propulsion assembly 1 comprises a turbine engine 2, a nacelle 3 as well as a mast 4 (visible in FIG. 3) intended to connect the propulsion assembly 1 to a wing (not shown) of the aircraft.

The turbomachine 2 is in this example a turbofan engine comprising, from front to rear, a fan 5, a low pressure compressor 6, a high pressure compressor 7, a combustion chamber 8, a high pressure turbine 9 and a low pressure turbine 10. The compressors 6 and 7, the combustion chamber 8 and the turbines 9 and 10 form a gas generator. The turbojet engine 2 has a fan casing 11 connected to a hub of the turbojet engine 2 by radial arms 12.

The nacelle 3 comprises a front section forming an air inlet 13, a middle section which comprises fan cowls 14 enveloping the fan casing 11 and a rear section 15.

Referring to Figures 1 and 3, the nacelle 3 comprises an inner fairing 18 which envelops the gas generator, an outer fairing 33 of the rear section 15 and a side fairing 19 which comprises a part extending from one side of the mast 4 and another part extending on the other side of the mast 4. Each of these parts of the side fairing 19 extends radially between the inner fairing 18 and the outer fairing 33 so as to form a bifurcation or connecting island ( see figure 3). These different fairing elements 18, 19 and 33 delimit a duct having a semi-annular section and forming a secondary stream 21B of the propulsion assembly 1.

More precisely, the secondary stream 21B is delimited radially inwards by the internal fairing 18. In the example of FIG. 5, the latter comprises a first semi-circular section 18A crossing the middle section and a second semi-circular section 18B circular extending the first section 18A rearwards within the rear section of the nacelle 3.

Radially outwards, the secondary stream 21B is delimited on the one hand at the level of the middle section by the fan casing 11 and on the other hand at the level of the rear section 15 by the outer fairing 33.

The side fairing 19 delimits two circumferential ends of the secondary stream 21B, which in this example extends circumferentially around the axis Al continuously from one of these ends to the other (see FIG. 3).

In operation, an air flow 20 enters the propulsion unit 1 through the air inlet 13, crosses the fan 5 and then divides into a primary flow 20A and a secondary flow 20B (see FIG. 1). The primary stream 20A flows in a primary stream 21A for gas circulation passing through the gas generator. The secondary flow 20B flows in the secondary vein 21B described above.

The nacelle 3 comprises a thrust reverser 30 forming a mobile structure with respect to the turbojet engine 2.

In this example, the mobile structure of the reverser 30 comprises deflection grids 32, the aforementioned external fairing 33, shutters 34 and connecting rods 35.

Figure 1 shows the reverser 30 in a forward thrust configuration. In this configuration, the grilles 32 and the outer fairing 33 are in an advanced position, in which the outer fairing 33 is substantially resting on a rear end of the middle section and in which the grilles 32 are housed in a space delimited radially by the fan casing 11 on the one hand and by the fan cowls 14 on the other hand. In the direct thrust configuration, the flaps 34 are retracted within a cavity 36 (see FIG. 2) formed by the outer fairing 33. The reverser 30 thus makes it possible to channel the secondary flow 20B towards the rear of the assembly propellant 1 so as to generate thrust.

Figure 2 shows reverser 30 in a reverse thrust configuration. In this configuration, the grids 32 and the external fairing 33 are in a retracted position, in which the external fairing 33 is longitudinally remote from the middle section so as to define a radial opening of the secondary stream 21B and in which the grids 32 s extend through this radial opening. In reverse thrust configuration, the flaps 34 are deployed radially in the secondary stream 21B so as to direct the secondary flow 20B towards the grids 32 which make it possible to direct the flow thus redirected towards the front of the propulsion assembly 1 to generate counter thrust.

The reverser 30 has in this example a C-shaped architecture, known per se, in which the outer fairing 33 forms two cowls 33 symmetrical with respect to a fictitious median longitudinal plane passing through the axis Al and crossing the mast 4. A first circumferential end of each of the cowls 33 extends at twelve o'clock opposite a respective blank of the mast 4 (see further below). In a flight situation, the cowls 33 are connected to each other by their second circumferential end which extends at six o'clock, that is to say opposite the mast 4.

With reference to FIG. 4, which shows one half of the propulsion assembly 1 located on one side of the aforementioned median longitudinal plane, such an architecture makes it possible to place the cowls 33 in a maintenance position, by causing them to pivot by their first end around a pivot axis (not shown) parallel to the Al axis or slightly oblique with respect to the Al axis.

In a variant embodiment, not shown, the reverser 30 has an O-shaped architecture, also known per se, in which the outer fairing 33 forms a one-piece semi-annular cowl having two circumferential ends each extending opposite each other. screw of a respective mast blank 4. In this example, the propulsion assembly 1 comprises an intermediate support structure 40 to which the grids 32 and the cowls 33 of the reverser 30 are connected.

Referring to Figure 5, the support structure 40 generally forms a cradle extending to twelve o'clock, that is to say at the level of the mast 4, and comprises a front part connected to the turbojet engine 2 and a rear part connected to mast 4 as described below.

The cradle 40 comprises in this example two beams 41 and 42 which extend along the axis Al and which are symmetrical with respect to the aforementioned median longitudinal plane.

With reference to the spar 42 of FIG. 5, this forms a primary beam 42A extending axially so as to form a front end and a rear end.

The primary beam 42A comprises three connecting members 43, 44 and 45 of the yoke type which each extend circumferentially in line with an internal surface formed by this primary beam 42A, in the direction of the spar 41.

Axially, the first connecting member 43 extends at the level of the front end of the primary beam 42A, the second connecting member 44 extends at the level of the rear end of this beam 42A and the third connecting member 45 extends between these front and rear ends, close to the second connecting member 44 on a rear part of the cradle 40.

Each of these connecting members 43, 44 and 45 forms an orifice which crosses them axially.

Circumferentially opposite said internal surface of the primary beam 42A, the latter comprises a first rail 46 which extends axially from the front end to a rear end of the primary beam 42A.

The beams 41 and 42 being symmetrical, the beam 41 also comprises a primary beam 41A, the preceding description applying by analogy to the beam 41.

Referring to the beam 41 of Figure 5, it comprises a secondary beam 41B circumferentially offset outwards and axially offset forwards relative to the primary beam 41A. The secondary beam 41B forms a second rail 47 extending axially from a front end to a rear end of this secondary beam 41B, parallel to the first rail formed by the primary beam 41A.

The spar 41 comprises a structural part 48 connecting the primary 41A and secondary 41B beams to each other.

In this example, the structural part 48 forms flow diversion fins. In variants not shown, the structural part 48 can be solid or form openings devoid of fins.

Of course, the spar 42 also includes a secondary beam 42B and a structural part 48, the above description applying by analogy to the spar 42.

The cradle 40 also comprises two fourth connecting members 49 each extending axially forwards in line with the front end of a respective one of the primary beams 41A and 42A and each forming an orifice which crosses them transversely, it that is to say in a direction passing through a plane orthogonal to the axis Al.

The cradle 40 comprises in this example two connecting rods (not shown) extending transversely so as to connect the beams 41 and 42 to each other.

A first of these connecting rods is articulated by one of its ends to the first connecting member of the spar 41 via a shaft (not shown) passing through the orifice formed by this connecting member and by its other end to the first connecting member 43 of spar 42 also via a shaft (not shown) passing through the orifice formed by this connecting member 43.

Similarly, the second of these connecting rods is articulated by one of its ends to the second connecting member 44 of the spar 41 via a shaft (not shown) passing through the orifice formed by this connecting member 44 and by its other end to the second connecting member 44 of the spar 42 also via a shaft (not shown) passing through the orifice formed by this connecting member 44. Alternatively, the beams 41 and 42 of the cradle 40 can be connected to each other by other types of connecting elements, for example by crosspieces rigidly fixed to the beams 41 and 42.

The cradle 40 is arranged at the level of the mast 4 so that the longitudinal members 41 and 42 extend on either side of the mast 4, and it is fixed to the latter by the third connecting members 45.

In this example, the mast 4 comprises two complementary connecting members (not shown) which each extend in line with a respective blank of the mast 4 in the direction each of a respective one of the longerons 41 and 42.

The third connecting member of the spar 41 is connected to one of these complementary connecting members via a shaft (not shown) passing through the orifice formed by this third connecting member. Symmetrically, the third connecting member 45 of the spar 42 is connected to the other complementary connecting member of the mast 4 via a shaft (not shown) passing through the orifice formed by this third connecting member 45.

A rear part of the cradle 40 is thus connected to the mast 4 according to pivot connections allowing relative movement of each of the longerons 41 and 42 with respect to the mast 4 in rotation around an axis defined by a respective one of the aforementioned connecting shafts .

The cradle 40 is also connected to the turbojet engine 2 by the fourth connecting members 49. For this purpose, the turbojet engine 2 comprises in this example two complementary connecting members (not shown) which each extend radially outwards to the right from the fan housing 11.

The fourth connecting member 49 of the spar of the spar 41 is connected to one of these complementary connecting members via a transverse shaft (not shown) passing through the orifice formed by this connecting member 49. Symmetrically, the fourth connecting member 49 of spar 42 is connected to the other complementary connecting member of turbojet engine 2 via a transverse shaft (not shown) passing through the orifice formed by this connecting member 49. A front part of the cradle 40 is thus connected to the turbojet engine 2 according to pivot connections allowing relative movement of each of the longerons 41 and 42 with respect to the mast 4 in rotation around an axis defined by a respective one of the aforementioned transverse shafts.

The various aforementioned connecting shafts are preferably removable in order to allow rapid and simplified disassembly of the cradle 40 and/or of the turbojet engine 2.

In this example, the turbojet engine 2 is also connected to the mast 4 by a front suspension (not shown) secured to the fan casing 11 and extending in the vicinity and in front of the fourth connecting members 49 of the cradle 40 and by a rear suspension (not shown) extending in the vicinity and in front of the third connecting members 45 of the cradle 40.

The cradle 40 supports the grids 32 and the covers 33.

In particular, each of the cowls 33 of the inverter 30 cooperates via its first circumferential end with the rail 46 of a respective one of the primary beams 41A and 42A of the cradle 40, the rails 46 thus forming means for guiding the cowls 33 between forward and backward positions.

Similarly, the grids 32 of the inverter 30 are connected to the secondary beams 41B and 42B of the cradle 40 so that the rails 47 form means for guiding the grids 32 between the advanced and retracted positions.

The mobile structure of the reverser 30 is thus mounted floating on the mast 4, via the cradle 40 which allows the grids 32 and the cowls 33 to follow the movements of the turbojet engine 2 relative to the mast 4.

In this example, when the grids 32 are in the retracted position, these are axially aligned with the fins formed by the structural parts 48 of the cradle 40. These fins thus make it possible to increase the useful surface area for deflection of the secondary flow 20B in inversion of thrust.

The invention relates more specifically to the mounting of the side fairing 19, with regard to the relative movements of the turbojet engine 2 and of the nacelle 3 with respect to the mast 4. Referring to Figure 5, the side fairing 19 comprises a first part extending on the same side of the mast 4 as the spar 41 of the cradle 40 and a second part extending on the same side of the mast 4 as the spar 42 of the cradle 40.

The side fairing 19 being symmetrical with respect to the aforementioned median longitudinal plane, the following description concerning the first part of the side fairing 19 applies by analogy to the second part of this side fairing 19.

In this example, the first part of the side fairing 19 comprises three panels 19A, 19B and 19C, also called bifurcation panels, which respectively extend from the front to the rear.

Each of the panels 19A, 19B and 19C has an inner end and an outer end defining their radial dimension, as well as a front end and a rear end defining their axial dimension.

The internal end of the panels 19A, 19B and 19C has a curved geometry allowing them to follow the contour of the internal fairing 18 along the axis Al so as to ensure aerodynamic continuity for the secondary flow 20B.

In this example, the internal end of the panel 19A extends axially between a front end of the section 18A of the internal fairing 18 and an intermediate part of this section 18A, the internal end of the panel 19B extends axially between this intermediate part of the section 18A and an intermediate part of the section 18B of the internal fairing 18 and the internal end of the panel 19C extends axially between this intermediate part of the section 18B and a rear end of this section 18B.

The outer end of the panels 19A, 19B and 19C has in this example straight segments and its geometry is configured so that the panels 19A, 19B and 19C extend generally radially under the rails 46 and 47 of the cradle 40.

In this example, the outer end of the panels 19A and 19B as well as of a front part of the panel 19C runs along the primary beam 41A from its front end to its rear end. The outer end of the rear part of the panel 19C extends axially to the rear of the primary beam 41A. Regarding the geometry of the front and rear ends of the panels 19A, 19B and 19C, the front end of the panel 19A and the rear end of the panel 19C are here substantially straight.

The front and rear ends of the panel 19B have a more complex geometry formed by several rectilinear segments which is determined according to the access requirements for maintenance and the configuration of the mast 4 and the components of the propulsion assembly 1 arranged in the mast. 4 and/or on the back of these panels.

The geometry of the rear end of panel 19A and the front end of panel 19C is complementary to that of the front and rear ends of panel 19B, respectively, so as to provide aerodynamic continuity for the secondary flow 20B.

Of course, the particular geometry of the panels 19A, 19B and 19C as well as their number are given here by way of non-limiting example and can be modified in particular according to the relative dimensions of the different parts of the propulsion assembly 1 and the arrangement equipment or components likely to require maintenance operations.

In this example, the panel 19A is fixed in a conventional manner to a fixed structure 11X integral with the turbojet engine 2 (see FIG. 6), using fixing means (not shown) such as bolts, screws or rivets. The internal end of the panel 19A is in this example welded or made in one piece with the section 18A of the internal fairing 18.

Regarding the panel 19B, its front end forms a lip bearing on an internal surface of the panel 19A so as to form a continuous and smooth joint. The panels 19A and 19B are fixed to each other by fixing means such as bolts, screws or rivets distributed along this lip.

In a variant embodiment not shown, the front end of the panel 19B is fixed to the fixed structure 11X using such fixing means. The outer end of the panel 19B is fixed to a front part of the primary beam 41A of the cradle 40, also using fixing means 50 such as bolts, screws or rivets distributed along this end.

Figure 7 is a schematic view of such an assembly according to a transverse sectional plane passing through one of the aforementioned fastening means 50.

Regarding the panel 19C, a front part of its outer end marries a rear part of the primary beam 41A of the cradle 40 (see FIG. 5). The panel 19C is fixed to the primary beam 41A by fixing means 51 such as bolts, screws or rivets distributed along this front part of the outer end of the panel 19C, as shown in FIG. 8 which is a schematic view according to a transverse sectional plane passing through one of these fixing means 51. More generally, it is indicated that the panels 19C are fixed to the primary beams 42A, 41A of the structure 40, by means of attachment 51 preferably of the type mentioned above.

Referring to Figure 8, the rear end of the panel 19B forms a lip 19B1 bearing on an internal surface of the panel 19C so as to form a continuous and smooth joint.

Referring to Figures 3, 5 and 6, a rear part of the outer end of the panel 19C extends for its part along the mast 4 at the rear of the cradle 40. This part of the panel 19C comprises in this example two connecting devices 52 and 53.

The connecting members 52 and 53 are configured to connect the panel 19C to the mast 4 according to a connection of the sliding pivot type, so as to allow axial sliding of the panel 19C relative to the mast 4 and a rotation around an axis which is in this example substantially parallel to the axis Al.

To this end, each of the connecting members 52 and 53 forms an orifice through which a shaft 54/55 extends axially and is integral with the mast 4 (see FIGS. 9 and 10).

The panel 19C is thus mounted pendular with respect to the mast 4, which allows it to follow the relative movements of the internal fairing 18, the cradle 40 and the mast 4 during movements of the turbojet engine 2 relative to the mast 4, by reducing the deformation stresses.

Referring to Figures 6 and 9, the panel 19C is equipped with abutments 60 and 61 extending radially in line with an inner surface of the inner end of this panel 19C.

The stop 60 is substantially aligned axially with respect to the connecting member 52 and the stop 61 is substantially aligned axially with respect to the connecting member 53.

Referring to Figures 7 to 10, the panels 19B and 19C comprise in this example a lower lip 19B2/19C2 coming opposite an internal surface of the fairing 18 and a member of the joint type 70 is interposed between this internal surface of the fairing 18 and this lower lip 19B2/19C2 so as to ensure a seal between the panels 19A-19C and the internal fairing 18.

In this example, a firewall gasket 71 is interposed between the panels 19B and 19C on the one hand and the mast 4 on the other hand (see FIGS. 6 and 8 to 10).

As indicated above, the above applies by analogy to the second part of the side fairing 19, which extends on the other side of the mast 4.

Referring to Figure 6, the propulsion assembly 1 comprises in this example three rods 80, 81 and 82 extending transversely so as to connect two-by-two of the panels of the first and second part of the side fairing 19 .

In this example, the connecting rod 80 is articulated on the one hand on the internal end of the panel 19B of the first part of the side fairing 19 and on the other hand, symmetrically, on the internal end of the panel 19B of the second part of the side fairing 19 (see also Figure 8).

The connecting rod 81 is articulated on the one hand on a front part of the internal end of the panel 19C of the first part of the side fairing 19 and on the other hand, symmetrically, on a front part of the internal end of the panel 19C of the second part of the side fairing 19.

The connecting rod 82 is articulated on the one hand on a rear part of the internal end of the panel 19C of the first part of the side fairing 19 and on the other hand, symmetrically, on a rear part of the inner end of the panel 19C of the second part of the side fairing 19 (see also FIG. 10).

The connecting rods 81 and 82 as well as the stops 60 and 61 make it possible to reduce the deflection of the panel 19C when the latter pivots relative to the mast 4 around the shafts 54 and 55, via the connecting members 52 and 53. The connecting rod 80 allows also to reduce the deflection of the panel 19B given such pivoting of the panel 19C.

To facilitate access for maintenance, the various aforementioned means and connection members of the side fairing 19 can incorporate quick locking/unlocking members such as bolts (not shown) and/or positioning or centering such as pawns (not shown).

Many variations can be made to the above description without departing from the scope of the invention. For example, the propulsion assembly 1 may be devoid of an intermediate support structure such as the cradle 40, the means for guiding the mobile structure of the reverser 30 being able to be integral with the mast 4.

Claims

1. Propulsion assembly (1) for an aircraft, comprising a mast (4), an inner fairing (18), an outer fairing (33) and a side fairing (19), the inner fairing (18) delimiting radially inwards a duct (21B) for the flow of a secondary flow (20B), the external fairing (33) delimiting the duct (21B) radially outwards, the lateral fairing (19) extending on either side of the mast (4) so as to delimit two circumferential ends of the duct (21B), the assembly also comprising a thrust reverser (30) which comprises a mobile structure (32, 33) between an advanced position, making it possible to direct the flow secondary (20B) towards the rear of the propulsion assembly (1) in order to generate thrust, and a rearward position, making it possible to redirect part of the secondary flow (20B) towards the front of the propulsion assembly (1) in order to generate counter-thrust, characterized in that the side fairing (19) comprises several panels (19C) arranged on either side on the other side of the mast (4) and each connected to the latter according to a connection defining at least one degree of freedom, in that the assembly comprises a support structure (40) connected to the mast (4) and being intended to be connected to a turbine engine (2) of the propulsion assembly (1) so as to be able to follow the movements of the turbine engine (2) relative to the mast (4), the mobile structure (32, 33) of the reverser (30) being supported by the support structure (40) forming a cradle comprising two spars (41, 42) extending respectively on either side of the mast (4) and respectively forming two primary beams (42A, 41A) which respectively comprise guide means (46, 47) of the mobile structure (32, 33) of the inverter (30), and in that the said panels (19C) are fixed to the primary beams (42A, 41A) by fixing means (51).

2. Propulsion assembly (1) according to claim 1, in which said connection is a pivot, sliding or sliding pivot connection.

3. Propulsion assembly (1) according to claim 1 or 2, comprising one or more links (81, 82) and/or crosspieces extending transversely so as to connect one or more of said panels (19C) extending from one first side of the mast (4) to one or more other of said panels (19C) extending from a second side of the mast (4).

4. propulsion assembly (1) according to any one of claims 1 to 3, wherein one or more of said panels (19C) are configured to crush a sealing member (70) such as a seal interposed between this or these panels (19C) and the internal fairing (18).

5. Propulsion unit (1) according to any one of the preceding claims, in which the movable structure of the reverser (30) comprises deflection grids (32).

6. Propulsion assembly (1) according to any one of the preceding claims, in which the outer fairing (33) forms one or more cowls of the movable structure of the reverser (30).

7. Propulsion assembly (1) according to any one of the preceding claims, comprising a turbomachine (2) such as a turbojet.