WO2023067005A1

WO2023067005A1 - Device for handling and transferring an aircraft engine, and associated docking system and method

Info

Publication number: WO2023067005A1
Application number: PCT/EP2022/079108
Authority: WO
Inventors: Thomas Lamadon
Original assignee: Next Aero Concept
Priority date: 2021-10-19
Filing date: 2022-10-19
Publication date: 2023-04-27
Also published as: FR3128209B1; FR3128209A1

Abstract

The invention relates to a device (1) for handling and transferring an aircraft engine (2) having a receiving cradle (10) comprising at least two holding elements (30), and at least three support modules (20) suitable for supporting the handling device (1) and positioned at the interface between the receiving cradle and the ground, wherein: each support module (20) comprises a movement means (21) and a collapsible foot (22) arranged to move from a first folded position, wherein the handling device (1) is supported by the movement means (21), to a second unfolded position, wherein the handling device (1) is supported by the collapsible foot (22), the movement means (21) and the collapsible foot (22) being attached to an intermediate frame (23) supporting a shock absorption system (24) connecting the intermediate frame (23) to the receiving cradle (10).

Description

AIRCRAFT ENGINE HANDLING AND TRANSFER DEVICE, ATTACHMENT SYSTEM AND METHOD RELATED

The invention relates to a device for handling and transferring an aircraft engine. This device allows in particular the mounting of an engine on an aircraft and its dismantling for maintenance or change operations. Transfer operations concern the movement of the engine from one workshop to another, as well as from one site to another, requiring towed or carried handling, road, rail, sea or air transport. These maintenance or transfer operations take place during aircraft assembly operations, for example, or during engine overhaul operations.

The invention further relates to a system for securing a device for handling and transferring an aircraft engine and a method for securing such a device.

Below we describe the known prior art from which the invention has been developed.

The handling of aircraft engines is often long and tedious. Indeed, such motors are bulky, heavy, and include fragile components. The ball bearings of these motors, in particular, are very expensive and very fragile parts which can easily deteriorate during transfer or installation and removal operations, due to vibrations and/or shocks.

During removal operations, a system called "bootstrap kit" in the field of aeronautics, makes it possible to separate the engine from the wing of the aircraft and to place it on a trolley. The trolley comprises a frame mounted on idler wheels and a removable cradle intended to accommodate the engine. More specifically, the "bootstrap kit" removal system comes in the form of a crane gantry. It allows the trolley cradle to be lifted by four points and secured to the engine at four points distributed on either side of its center of gravity, two attachment points being arranged towards the front of the engine and two others attachment points being arranged towards the rear of the engine. The removal system then makes it possible to rest the cradle-engine assembly on the chassis of the truck, more particularly on shock absorbers made of flexible rubber-type material, known by the English name "shock absorber" and arranged between the chassis and the cradle. The cradle is then held firmly to the frame. This arrangement is found in most handling and transfer devices and has two main drawbacks, first of all such an arrangement has a very high weight which makes it more complex to load these devices for their transport and involves energy consumption , of the vehicle transporting them, more important. In addition, depending on the type of transport considered (sea, air or land), securing these devices is also complicated. Indeed, in the context of maritime or land type transport, the transport vehicle undergoes repeated shocks which are transmitted to the device and consequently to the aircraft engine. Repeated shocks can damage the motor or even cause it to separate from the handling device during transport and thus cause it to fall. In the context of air transport, it is imperative that the handling device be firmly secured so that it can withstand strong accelerations/decelerations.

Solutions have been considered to facilitate aircraft engine handling and transfer operations.

Document No. WO9719851 proposes a first solution consisting of a device for handling and transporting a bi-configuration aircraft engine. Such a device comprises a structure forming a frame and a reception cradle mounted on said frame. This handling device has the advantage of being able to switch from a first configuration suitable for sea or land transport to a second configuration suitable for air transport. In the land or sea transport configuration, the handling device includes an activated damping system allowing the absorption of shocks thus avoiding damage to the aircraft engine during transport. In addition, the handling device can also switch to a configuration suitable for air transport in which the damping system is deactivated. For this, spacers are positioned in either configuration via an integrated hydraulic system that raises and lowers the cradle. Such an arrangement, however, involves a two-level structure, a first part forming the frame of the handling device and a second part forming the cradle for receiving the aircraft engine and comprising means for holding said engine. These two parts are notably connected by a damping system that can be deactivated, in this case the reception cradle rests directly on the frame of the chassis. In the event that the damping system is activated, the docking cradle rests partly on shock absorbers and on the chassis frame. This two-level structure has the disadvantage of being particularly imposing, which also implies a high weight of almost 3.5 tonnes when empty, thus increasing the fuel consumption of vehicles during transport. In addition, this type of handling device requires, during the stages of fitting/removal of the engine or else during the stage of transport, whether this is done by sea, land or air, that the means of displacement are blocked or disassembled so that said device is as stable as possible.

Document No. WO2015168637 proposes a second solution consisting of a device for handling and transporting a lightened aircraft engine. Such a device comprises a structure forming a frame and a reception cradle mounted on said frame. This handling device has the advantage of allowing the movement of axial and lateral loads towards the front of the engine, of allowing easy access to the engine during the installation/removal stage, in particular by eliminating a diagonal spacer positioned at the level of the chassis which allows a reduction in the weight of the handling device. Such an arrangement, however, involves a two-level structure, a first part forming the frame of the handling device and a second part forming the cradle for receiving the aircraft engine and comprising means for holding said engine. Although this type of handling device has a lighter weight, the two-level structure still has the disadvantage of being particularly imposing and still involves a relatively high weight of almost 3 tons empty, thus increasing the fuel consumption of the vehicles during transport.

Thus, there is a need for a device optimized for the handling of an aircraft engine but also for its transport by sea, air or land, while limiting fuel consumption during transport.

The invention aims to overcome these drawbacks.

The invention relates in particular to a device for handling and transferring an aircraft engine comprising a receiving cradle, the receiving cradle comprising at least two holding elements adapted to be fixed to the aircraft engine, the holding elements being arranged on either side of the reception cradle, at least three support modules suitable for supporting the handling and transfer device, the support modules being positioned at the interface between the reception cradle and the ground, in which:
- each support module comprises a moving means and a retractable foot, the retractable foot being arranged to pass from a first folded position, in which the handling and transfer device rests on the moving means, to a second unfolded position , in which the handling and transfer device rests on the retractable feet,
- the means of displacement and the retractable foot, of each support module, are fixed to an intermediate frame supporting a damping system connecting the intermediate frame to the reception cradle.

According to other optional characteristics of the handling and transfer device, the latter may optionally include one or more of the following characteristics, alone or in combination:
- Each holding element is movable in translation along an axis substantially perpendicular to a longitudinal axis of the receiving cradle.
- The means of movement and the retractable foot of each support module are centered in relation to the damping system.
- The moving means comprises at least one idler wheel.
- The intermediate frame further comprises at least one through opening arranged to allow the passage of a first securing means adapted for attachment to at least one anchor point of a transport vehicle.
- at least one of the holding elements comprises a tie-down point suitable for fixing a second tie-down means, said second tie-down means being suitable for fixing to a second anchor point of the transport vehicle, said securing point being positioned at a second end of the holding element.
- the holding element comprises a fixing arm comprising:
- a first end adapted to be fixed to the aircraft engine, and
- a second end, connecting the fixing arm to the holding element, on which the securing point is fixed.

According to a second object, the invention relates to a system for securing a device for handling and transferring an aircraft engine to a transport vehicle which comprises at least one anchoring point, said system comprising:
- a handling and transfer device according to the invention, and
- at least one securing means suitable for fixing the handling and transfer device to the anchoring point of the transport vehicle.

Depending on other optional features of the securement system, the latter may optionally include one or more of the following features, alone or in combination:
- When the handling and transfer device comprises at least one through opening, the securing means is arranged to pass through the through opening and is fixed to at least one anchor point of the transport vehicle.
- It further comprises at least one additional securing means, in which:
- the handling and transfer device is a device comprising a tie-down point suitable for fixing a second tie-down means, said second tie-down means being suitable for fixing to a second anchor point of the vehicle transport, said securing point being positioned at a second end of the holding element or, when the handling and transfer device is a device in which the holding element comprises a fixing arm comprising a first end adapted to be fixed to the aircraft engine, and a second end, connecting the fixing arm to the holding element, on which the tie-down point is fixed.
- the securing means is adapted to be fixed respectively to the securing point and to a first anchoring point of the transport vehicle.
- the additional securing means is suitable for fixing the handling and transfer device to at least one second anchor point of the transport vehicle.

According to a third object, the invention relates to a method for securing a device for handling an aircraft engine to a transport vehicle which comprises at least one anchoring point, the method comprising the following steps:
- A step of fitting/removing the aircraft engine on the handling and transfer device according to the invention;
- A moving step, by the moving means, of the handling and transfer device;
- A step of loading the handling and transfer device into the transport vehicle;
- a deployment step in which the retractable foot, of each support module, moves from a first folded position, in which the handling and transfer device rests on the moving means, to a second unfolded position in which the device handling and transfer rests on the retractable feet,
- A fixing step, by at least one securing means, of the handling and transfer device to at least one anchor point of the transport vehicle.

According to other optional characteristics of the method, the latter may optionally include one or more of the following characteristics, alone or in combination:
- when the handling and transfer device comprises at least one through-opening, the fixing step comprises passage, of the securing means, through the through-opening and the fixing of the handling and transfer device, by the means stowage, to at least one anchor point of the transport vehicle.
- when the handling and transfer device is a device comprising a securing point suitable for fixing a second securing means, said second securing means being suitable for securing to a second anchoring point of the transport vehicle, said securing point being positioned at a second end of the holding element, or when the handling and transfer device is a device in which the holding element comprises a fixing arm comprising a first end adapted to be fixed to the aircraft engine, and a second end, connecting the fixing arm to the holding element, on which the tie-down point is fixed,
the fixing step includes:
- a first attachment of the handling and transfer device, by the securing means, respectively to the securing point and to a first anchoring point of the transport vehicle, and
- A second fixing of the handling and transfer device, by means of additional securing means, to at least one second anchor point of the transport vehicle.

Other characteristics and advantages of the invention will be better understood on reading the following description and with reference to the appended drawings, given by way of illustration and in no way limiting.

There represents a handling and transfer device according to a first embodiment of the invention.

There represents a support module for a handling and transfer device according to one embodiment of the invention.

There represents a handling and transfer device according to a second embodiment of the invention.

There represents a handling and transfer device according to a third embodiment of the invention.

The figures do not necessarily respect the scales, in particular in thickness, and this for purposes of illustration.

Below, we describe a summary of the invention and the associated vocabulary, before presenting the disadvantages of the prior art, then finally showing in more detail how the invention overcomes them.

In the rest of the description, the expression "anchor point" may correspond to a fixing element such as in particular a lashing point, an element of the structure of a body of a transport vehicle, rails or boards for column fixing, blocking boards, etc. In particular, in the description, an "anchor point" will preferably be used to designate a fastening element of a transport vehicle.

The term "tie-down point" refers to any type of securing element to which a means of securing, such as a chain, strap or cable for example, can be attached directly. A lashing point can be, for example, an oval link, a hook, a ring or a lashing shoulder formed by a fastening element. In particular, in the description, a "stowage point" will be used to designate a fastening element of the handling and transfer device according to the invention.

The term "maintenance" within the meaning of the invention corresponds to the operations related to the installation/removal of the engine using the device according to the invention.

"Transfer" means transfer operations concerning both the movement of the engine from one workshop to another and from one site to another, requiring towed or carried handling, land transport (road or rail), sea or air.

The term "longitudinal axis" means a direction substantially parallel to the ground and along the length of the handling and transfer device. Conversely, "vertical axis" means a direction substantially perpendicular to the ground.

By "transverse axis" is meant a direction substantially perpendicular to a longitudinal axis and substantially parallel to the ground.

"Removable" means the ability to be easily detached, removed or disassembled without having to destroy the means of attachment either because there is no means of attachment or because the means of attachment are easily and quickly removable (e.g. notch, screw, tab, lug, clips). For example, by removable, it should be understood that the object is not fixed by welding or by any other means not intended to allow the object to be detached.

By "transport vehicle", it is necessary to understand any type of known vehicle allowing the loading and the transport of a handling device comprising an aircraft engine, the transport vehicle being able to be a vehicle circulating by land, sea or air. .

By "ultimate accelerations/decelerations" is meant the application of an ultimate load beyond which the handling and transfer device fails.

One of the objectives of the invention is to provide an optimized device for the handling and transfer of an aircraft engine regardless of the type of transport envisaged. Indeed, in the context of transport by sea or land of an aircraft engine mounted on a handling or transfer device, the aircraft engine is subjected to numerous shocks and vibrations that can damage it. On the contrary, in the mode of transport by air, the transport vehicle does not undergo the particular shocks and vibrations likely to damage the engine transported, which makes the elements of depreciation superfluous. On the other hand, the handling device must be able to withstand ultimate accelerations/decelerations of up to 9g, for example, in order to be able to be transported by air. The invention thus makes it possible to meet these constraints. In particular, the invention also proposes a device facilitating the handling of an aircraft engine and ensures optimum stability during the installation/removal phases of the aircraft engine. Another objective of the invention is to provide a light handling and transfer device in order to facilitate its use even more but also to reduce the fuel consumption by a vehicle during the transport phases. Indeed, a device according to the invention has a weight, excluding loading, of approximately 2.5 tons. Of course, the dimensioning of the handling and transfer device according to the invention is adapted to the type of engine considered, and in all cases allows a reduction in weight ranging from 15% to nearly 20% compared to known devices adapted to the same type of engine.

Thus, a handling and transfer device 1 according to the invention can for example have a weight ranging from 2 tons to 2.6 tons.

Thus, according to a first aspect, the invention relates to a device for handling and transferring an aircraft engine.

In the example of Figures 1, 3 and 4, there is shown a handling and transfer device 1 of an aircraft engine 2 comprising a reception cradle 10. The reception cradle 10 is adapted to accommodate the aircraft engine 2. Unlike known devices, the handling and transfer device 1 according to the invention does not comprise a structure forming a complementary frame acting as a base frame and on which the reception cradle is mounted, this which makes it possible to reduce the weight of said device.

In the invention, the reception cradle 10 comprises at least two holding elements 30 and at least three support modules 20.

In particular, the holding elements 30 are adapted to be fixed to the aircraft engine 2. For this, the holding elements 30 can be fixed to the reception cradle 10 in a removable or non-removable manner and are in particular adapted to support the weight of the aircraft engine 2 intended to be fixed there. The holding elements 30 can take the form of uprights extending along a vertical axis Z1 of the reception cradle 10.

In order to allow the aircraft engine 2 to be fixed to the retaining elements 30, the latter may comprise any type of fixing means known to those skilled in the art, such as fixing screws. Indeed, an aircraft engine very often comprises attachment elements generally fixed on a transverse axis of the engine, making it possible to take up the weight of the engine on the handling and transfer device 1. These attachment elements are often positioned on a first front part of the engine and on a second rear part of the engine.

Still in the invention, the holding elements 30 are arranged on either side of the receiving cradle 10.

More particularly in one embodiment, the at least two holding elements 30 can be positioned facing each other so that the attachment elements, for example those positioned on the rear part of the motor aircraft 2 are respectively attached to the holding elements 30.

As mentioned previously, a handling and transfer device 1 according to the invention comprises at least three support modules 20. The support modules 20 are fixed directly to the reception cradle 10. The support modules 20 are positioned at the interface between the reception cradle 10 and the ground, in doing so, the entire weight of the handling and transfer device 1 and of the aircraft engine is optimally distributed over the three support modules 20.

Preferably, the handling and transfer device 1 comprises at least four support modules 20. Preferably, the at least four support modules 20 can in particular be distributed two by two, respectively at the level of a first front part and at a second rear part of the handling and transfer device 1, on either side of said device.

Still within the invention, as illustrated in connection with the , each support module 20 comprises a moving means 21 and a retractable foot 22.

In particular, the retractable foot 22 of each support module 20 is arranged to move from a first folded position, in which the handling and transfer device 1 rests on the moving means 21, to a second unfolded position, in which the handling and transfer device 1 rests on the retractable foot 22.

When the retractable foot of each support module 20 is in the folded position, the displacement means 21 finds itself in a position allowing the displacement of the handling and transfer device 1 with respect to the ground. Conversely, when the retractable foot 22 is in the unfolded position, the retractable foot 22 finds itself in a position in which said foot comes into abutment against the ground, while the displacement means 21 is no longer in contact with the floor.

By way of non-limiting examples, the moving means 21 may be capable of being blocked, thus preventing the driving of the moving means 21 and consequently the movement of the handling and transfer device 1. In addition, the means displacement 21 may comprise one or more idler wheel(s), braked or unbraked, said idler wheel(s) may also be able to be locked according to a predetermined direction. Preferably, the displacement means 21 can comprise at least three idler wheels.

Indeed, in addition to the fact that each support module 20 makes it possible to support part of the weight of the handling and transfer device 1, each support module 20 provides a dual function allowing either the movement of said device or its stabilization for operations. handling or for transportation. In addition, such an arrangement avoids the disassembly/reassembly of the displacement means and thus facilitates the use of the device according to the invention.

Furthermore, the moving means 21 and the retractable foot 22 of each support module 20 are fixed to an intermediate frame 23 supporting a damping system 24 connecting the intermediate frame 23 to the receiving cradle 10. Such an arrangement allows a uniform distribution of the damping when the handling and transfer device 1 undergoes vibrations and/or shocks and makes it possible to dispense with a frame forming a base frame on which the reception cradle usually rests.

In a particular embodiment, the damping system 24 can take the form of a cable, buffer (for example rubber), pneumatic and/or hydraulic damping system, or any other type of damping system. damping having the characteristics necessary for damping the shocks and frequencies encountered during the handling and transfer of an aircraft engine by a suitable device.

Advantageously, the damping system 24 can be configured to damp the frequencies between 7Hz and 10Hz in order to avoid damaging the aircraft engine 2. Depending on the weight of the aircraft engine, other frequency ranges may be considered, in particular including values greater than 10 Hz and/or values less than 7 Hz.

As presented in connection with , the damping system 24 is preferably fixed to the upper part of the intermediate frame 23 so as to form a contact interface between the intermediate frame 23 and the receiving cradle 10. The damping system 24 is also fixed to the reception cradle 10 thus ensuring the dissipation of the vibrations and shocks undergone by the handling and transfer device 1 during its use/transport and ensuring the integrity of the aircraft engine 2.

In a particular embodiment, the support module 20 can comprise at least one secondary damping system 26. The secondary damping system 26 can be a damping system with cables, pads, for example made of rubber, pneumatic and/or hydraulics.

In one embodiment of the support module 20, the damping system 24 comprises two cable damping systems. Between the two cable damping systems, at least one secondary damping system 26 is positioned, preferably at least two secondary damping systems 26 are positioned along the cable damping systems. The secondary damping system(s) 26 may be arranged so as to form an abutment in order to limit excessive compression of the damping systems 24 with cables, which may occur following an impact suffered by the device according to the invention, and avoid the transmission of forces at the level of the aircraft engine 2. Preferably, the secondary damping system 26 consists of two pads made of elastomer, for example rubber.

In order to ensure an optimal distribution of the weight of the handling and transfer device 1 and to optimize the damping function of the damping system 24, the moving means 21 and the retractable foot 22, of each support module 20 , can be centered with respect to the damping system 24.

In another embodiment of a support module 20, the intermediate frame 23 may further comprise at least one through opening 25 arranged to allow the passage of a first securing means suitable for attachment to at least one point anchorage of a transport vehicle. Such an arrangement makes it possible to secure the handling and transfer device 1 in the lower part without however canceling the function of the damping systems 24, this is particularly advantageous when said device must be transported by sea or land.

For example, the through opening 25 can be oriented along a transverse axis Y1 of the intermediate frame 23. Alternatively, the through opening 25 of a first intermediate frame 23 and the through opening 25 of a second intermediate frame 23 of two support modules 20 can be symmetrical with respect to a longitudinal axis X1 of the receiving cradle 10. This facilitates the passage of the securing means respectively through the first and the second through opening 25 positioned on intermediate frames 23 of two support modules 20, which facilitates the stowage of the handling and transfer device 1.

As mentioned previously, the handling and transfer device 1 according to the invention comprises holding elements 30. In a first embodiment of the holding elements 30, each holding element 30 can be movable in translation along a axis substantially perpendicular to a longitudinal axis X1 of the receiving cradle 10. This advantageously makes it possible to modify the position of each holding element 30 by increasing or decreasing the distance separating each holding element 30, by adapting it to the dimensions of the engine aircraft 2. The handling and transfer device 1 can then be adapted to different types of engine.

For this, each position can be predetermined to adapt to the size of a particular aircraft engine. These positions can be formed by different holes positioned at a first end 30-1 of the holding element 30, corresponding to the lower part of each holding element 30 in the immediate vicinity or fixed to the reception cradle 10. The different positions can be unlocked by a pin 33 pinned in the hole to adapt the spacing of the retaining elements 30 according to the type of aircraft engine 2.

In an exemplary embodiment, when the holding elements 30 are movable in translation, each holding element 30 may comprise a guide element allowing the transverse movement of the holding element 30, the guide element comprising:
- at least one rolling means, such as by way of non-limiting example a rolling roller, mounted on a guide rail, and
- a screw-nut type system comprising a screw mounted on the receiving cradle 10, a nut engaged with said screw and secured to the holding element 30, said screw-nut type system further comprising a means of screw drive.

Such an arrangement makes it possible to precisely adjust the position of each holding element 30 according to the dimensions of different types of aircraft engine.

The screw drive means can be operated manually using a suitable tool. Alternatively, an actuator, for example electric or pneumatic, can be coupled to a motor and to a means of driving the screw. Such an electric actuator can then be configured to induce a transverse displacement of the holding element 30 according to a predetermined position.

In a second embodiment of the holding elements 30, at least one of the holding elements 30 may comprise a tie-down point 50. The tie-down point 50 is adapted to allow attachment of a second tie-down means. In addition, the tie-down point 50 is positioned at a second end 30-2 of the holding element 30. The second end 30-2 of the holding element 30 preferably corresponds to the part of the holding 30 in the immediate vicinity or substantially in contact with a fastening element of the aircraft engine 2. The second end 30-2 preferably corresponds to the end opposite the first end 30-1 of the holding element 30 Such an arrangement allows on the one hand to reduce the weight of the holding elements 30 and by extension that of the handling and transfer device 1 and on the other hand an optimal stowage of said device in the context of transport by air. and achieves resistance up to the ultimate accelerations/decelerations. Indeed, the tie-down points are often positioned in the lower part of the handling devices known to the art, that is to say at the level of the frame forming the chassis of the latter and not in the upper part, that is that is to say at the level of the aircraft engine holding elements. This implies that, to withstand ultimate accelerations/decelerations, for example of the order of 9g, the retaining elements must have an oversized structure and are therefore much heavier.

Furthermore, the second securing means is suitable for attachment to a second anchor point of the transport vehicle.

In order to facilitate the fixing of an aircraft engine 2 to the docking cradle 10, at least one of the holding elements 30 can comprise a fixing arm 31 as illustrated in connection with the . The fixing arm 31 is positioned at the level of the second end 30-2 of the holding element 30, and extends from the latter along a transverse axis Y1 of the reception cradle 10.

The fixing arm 31 comprises:
- a first end adapted to be fixed to the aircraft engine 2, and
- a second end, connecting the fixing arm 31 to the holding element 30, on which the securing point 50 is fixed.

Indeed, the first end is intended to accommodate an attachment element of the aircraft engine 2.

In a first embodiment of the attachment arm 31, the first end of the attachment arm 31 can be arranged so that the attachment element of the aircraft engine 2 forms a reversible mechanical connection, for example by embedding, with the first end of the fixing arm 31.

In a second embodiment of the attachment arm 31, the first end of the attachment arm 31 may have an opening, on the part intended to come into contact with the attachment element, with inclined walls in the shape of a "V ", in order to facilitate the introduction of the attachment element of the aircraft engine 2. This thus makes it possible to position the handling and transfer device 1 with precision with respect to the aircraft engine 2 for the installation operations /removal of the latter.

Furthermore, the second end of the fixing arm 31 can be irreversibly fixed to the holding element 30.

Alternatively, the second end of the fixing arm 31 can be removably fixed to the holding element 30. In this case, the holding element 30 can comprise a reversible fixing system 32 positioned at the level of the second end 30 -2 of the holding element 30. The reversible fixing system 32 is arranged to cooperate with the second end of the fixing arm 31 according to a reversible mechanical connection. For example, the reversible fastening system 32 can be arranged to grip the second end of the fastening arm 31.

In one embodiment of the attachment arm 31, in order to be as close as possible to the aircraft engine 2 and thus recover the weight of the part of the aircraft engine 2 supported by the holding element 30, the second end of the fixing arm 31 may include a tapped hole. The lashing point 50 can also be arranged to be fixed in the tapped hole of the second end of the fixing arm 31. For this, the lashing point 50 can be a lashing screw comprising a screw head , on which is mounted a securing ring, and a threaded rod adapted to the tapped hole of the second end of the fixing arm 31.

Such an arrangement makes it possible to improve the recovery of the weight of the part of the aircraft engine 2 in contact with the first end of the fixing arm 31, in particular when a securing means is respectively fixed to the securing point 50 and to an anchor point of the transport vehicle.

In order to ensure optimum maintenance of the aircraft engine 2, the handling and transfer device 1 may comprise adjustable connecting rods, for example of variable length, of known type. Adjustable connecting rods can be used when the dimensions of the aircraft engine require it. The main function of the adjustable rods is to allow the transmission of the structural forces of the handling and transfer device 1. First adjustable reinforcing rods 40-1 can be positioned so as to connect each holding element 30 to the receiving cradle 10 This also makes it possible to increase the maximum compressive and tensile load of the holding elements 30.

In addition, second adjustable support rods 40-2 can be positioned so as to connect the attachment elements of the aircraft engine, in particular the attachment elements of the rear part, that is to say the part comprising the part of the engine further composed of the combustion chamber, of the aircraft engine 2 as illustrated in , to the receiving cradle 10. This also makes it possible to recover the load from the rear part of the aircraft engine 2 and to ensure the maintenance of the latter.

According to a second aspect, the invention relates to a system for securing a handling and transfer device 1 of an aircraft engine 2 to a transport vehicle comprising at least one anchor point.

In addition, the securing system includes:
- a handling and transfer device 1 according to the invention, and
- At least one securing means suitable for fixing the handling device 1 to the anchoring point of the transport vehicle.

As already specified, the securing means can correspond to any type of securing means known and suitable for holding the handling and transfer device 1 in one position during a transport phase by a vehicle.

By way of illustrative example, the securing means can be arranged to connect a part of the reception cradle 10 to an anchor point positioned in the transport vehicle. Alternatively, the docking cradle 10 may comprise one or more additional securing points 60, for example a securing ring, to which a suitable securing means may be used to come. connect the additional securing point 60 to an anchoring point positioned in the transport vehicle.

In another example, the securing means can be positioned between the aircraft engine 2 and the reception cradle 10. The securing means extends along a transverse axis Y1 of the reception cradle 10 and is arranged to be fixed respectively to two anchor points respectively positioned on either side of the handling and transfer device 1. In this embodiment, the securing means is pressed against the reception cradle 10 of so that the handling and transfer device 1 is kept in position during its transport, thus canceling the damping function of the damping systems.

In a first embodiment of a securing system according to the invention, the handling and transfer device 1 comprises at least one through opening 25 as described previously in connection with the intermediate frame 23.

In this embodiment, the securing means is arranged to pass through the through opening 25 of the intermediate frame 23 and is fixed to at least one anchor point of the transport vehicle. Such a securing system is particularly advantageous for transport by sea or land. Indeed, during transport, the handling and transfer device 1 is subject to numerous disturbances, such as shocks and vibrations, whether due to swell movements at sea or to traffic conditions on the road or on the track. These disturbances can then be transmitted to the aircraft engine mounted on the handling and transfer device 1 and damage it. Thus, by using one or more securing means connecting the handling and transfer device via the through opening(s) of the intermediate frame 23, the function of the damping system 24 is retained, thus protecting the engine of aircraft from shocks. In addition, it is not necessary to disassemble or change the configuration of the elements constituting the handling device in order to make the damping system operative or not as may be the case in the devices of the prior art, this which facilitates the securing of the handling and transfer device 1 according to the invention by an operator.

As discussed above, in one embodiment, the through opening 25 can also be oriented along a transverse axis Y1 of the intermediate frame 23. The through opening 25 of a first intermediate frame 23 and the through opening 25 of a second intermediate frame 23 of two support modules 20 can be symmetrical with respect to a longitudinal axis X1 of the reception cradle 10. The securing means can thus be adapted to pass respectively through the first and the second through opening 25 positioned on intermediate frames 23 of two support modules 20, and to be fixed to two anchoring points of the transport vehicle, the two anchoring points being respectively positioned on either side of the handling device and transfer 1.

In a second embodiment of a securing system according to the invention, the system further comprises at least one additional securing means, in which:
- at least one of the holding elements 30 of the handling and transfer device 1 comprises a securing point 50,
- the securing means is adapted to be fixed respectively to the securing point 50 and to a first anchoring point of the transport vehicle, and
- The additional securing means is suitable for fixing the handling device 1 to at least one second anchor point of the transport vehicle.

In this second embodiment, the upper part of the handling and transfer device 1, that is to say that in connection with the holding elements 30, is secured in order to allow resistance to ultimate accelerations/decelerations, for example of the order of 9g, during transport. Thus, this securing system finds an ideal application in the context of transport by air.

In addition, in this embodiment, the additional securing means may correspond to those previously described. On the other hand, preferably, and more particularly when the tie-down system is used in an air transport vehicle, the additional tie-down means may be fixed directly to the reception cradle 10 or to an additional tie-down point 60 in order to cancel the damping function of the damping system 24.

Even more preferably, when the securing system is used in an air transport vehicle, all or part of the anchor points of the transport vehicle can be positioned on a transport pallet of known type and the handling device and transfer according to the invention is positioned on the transport pallet. In addition, in order to cancel the damping function of the damping system 24 and allow better resistance to ultimate accelerations/decelerations, for example of the order of 9g, during transport, a holding wedge can be positioned between the transport pallet, or the floor of the transport vehicle in the case where the transport pallet is not used, and the reception cradle 10 so that the handling and transfer device 1 partly rests on the holding wedge and partly on the retractable feet 22 unfolded from the support modules 20.

By way of non-limiting examples, the complementary securing means may correspond to the previously described securing means, the term "complementary" describing only the fact that the securing means is used in addition to the securing means fixed to the lashing point 50.

According to a third aspect, the invention relates to a method for securing a handling device 1 of an aircraft engine 2 to a transport vehicle which comprises at least one anchor point, the method comprising the steps following:
- a step of fitting/removing the aircraft engine 2 on the handling and transfer device 1 according to the invention;
- A moving step, by the moving means 21, of the handling and transfer device 1;
- A step of loading the handling and transfer device 1 into the transport vehicle;
- a deployment step in which the retractable foot 22, of each support module 20, moves from a first folded position, in which the handling device 1 rests on the moving means 21, to a second unfolded position in which the handling device 1 rests on the retractable feet 22,
- A fixing step, by at least one securing means, of the handling and transfer device 1 to at least one anchor point of the transport vehicle.

By way of illustrative example, the installation/removal step can be implemented by a "bootstrap kit" commonly used for handling operations and which comes in the form of a crane gantry. It makes it possible to lift the cradle of a handling device by four points and to secure it to the aircraft engine at four points distributed on either side of its center of gravity, two attachment points being arranged towards the front of the aircraft engine and two other attachment points being arranged towards the rear of the aircraft engine.

In a particular embodiment of a securing method, when the handling device 1 comprises at least one through opening 25, the fixing step comprises securing the handling device 1, by the securing means, to at least one anchor point of the transport vehicle.

In another particular embodiment of a securing method, when at least one of the holding elements 30 of the handling and transfer device 1 comprises a securing point 50, the fixing step comprises:
- a first attachment of the handling and transfer device 1, by the securing means, respectively to the securing point 50 and to a first anchoring point of the transport vehicle, and
- A second fixing of the handling and transfer device 1, by means of additional securing, to at least one second anchor point of the transport vehicle.

In one embodiment of a securing method, the step of loading the handling and transfer device 1 can be followed by a step of positioning the handling and transfer device 1 on a transport pallet, such as than the one mentioned above.

Alternatively or in addition, the deployment step can be followed by a step of placing a holding wedge between the transport pallet, or the floor of the transport vehicle, and the reception cradle 10 so that the handling and transfer device 1 rests partly on the holding wedge and partly on the retractable feet 22 of the support modules 20.

The invention may be subject to numerous variants and applications other than those described above. In particular, those skilled in the art will understand that, depending on the sum of the weight of the various motors transported and the weight of the handling and transfer device, the securing of the latter must be adapted to allow it to be held in position during the transport phases and according to the type of transport chosen. In particular, unless otherwise indicated, the various structural and functional characteristics of each of the implementations described above should not be considered as combined and/or closely and/or inextricably linked to each other, but on the contrary as simple juxtapositions. In addition, the structural and/or functional characteristics of the different embodiments described above may be the subject, in whole or in part, of any different juxtaposition or any different combination.

Claims

Device for handling and transferring (1) an aircraft engine (2) comprising a receiving cradle (10), the receiving cradle (10) comprising at least two holding elements (30) adapted to be fixed to the aircraft engine (2), the holding elements (30) being arranged on either side of the receiving cradle (10), at least three support modules (20) suitable for supporting the handling device and transfer (1), the support modules (20) being positioned at the interface between the reception cradle (10) and the ground, in which:

each support module (20) comprises a moving means (21) and a retractable foot (22), the retractable foot (22) being arranged to pass from a first folded position, in which the handling and transfer device ( 1) rests on the moving means (21), in a second unfolded position, in which the handling and transfer device (1) rests on the retractable feet (22),

the moving means (21) and the retractable foot (22) of each support module (20) are fixed to an intermediate frame (23) supporting a damping system (24) connecting the intermediate frame (23) to the reception cradle (10).
Handling and transfer device (1) according to claim 1, in which each holding element (30) is movable in translation along an axis substantially perpendicular to a longitudinal axis of the receiving cradle (10).
Handling and transfer device (1) according to one of Claims 1 or 2, in which the moving means (21) and the retractable foot (22) of each support module (20) are centered with respect to the damping system (24).
Handling and transfer device (1) according to any one of claims 1 to 3, in which the moving means (21) comprises at least one idler wheel.
Handling and transfer device (1) according to any one of claims 1 to 4, in which the intermediate frame (23) further comprises at least one through opening (25) arranged to allow the passage of a first means of lashing adapted for attachment to at least one anchor point of a transport vehicle.
Handling and transfer device (1) according to any one of claims 1 to 5, in which at least one of the holding elements (30) comprises a lashing point (50) suitable for fixing a second means tie-down, said second tie-down means being adapted for attachment to a second anchor point of the transport vehicle, said tie-down point (50) being positioned at a second end (30-2) of the element holding (30).
Handling and transfer device (1) according to claim 6, in which the holding element (30) comprises a fixing arm (31) comprising:
- a first end adapted to be fixed to the aircraft engine (2), and
- a second end, connecting the fixing arm (31) to the holding element (30), on which the securing point (50) is fixed.
System for securing a handling and transfer device (1) of an aircraft engine (2) to a transport vehicle which comprises at least one anchoring point, said system comprising:

a handling and transfer device (1) according to any one of claims 1 to 7, and

at least one securing means suitable for fixing the handling and transfer device (1) to the anchoring point of the transport vehicle.
Securing system according to Claim 8, in which when the handling and transfer device (1) comprises at least one through opening (25), the securing means is arranged to pass through the through opening (25) and is fixed to at least one anchor point of the transport vehicle.
Securing system according to claim 8, said system further comprising at least one complementary securing means, in which:
- the handling and transfer device (1) is a device according to one of claims 6 or 7,
- the securing means is adapted to be fixed respectively to the securing point (50) and to a first anchoring point of the transport vehicle,
- the additional securing means is suitable for fixing the handling and transfer device (1) to at least one second anchor point of the transport vehicle.
Method for securing a handling and transfer device (1) of an aircraft engine (2) to a transport vehicle which comprises at least one anchor point, the method comprising the following steps:
- a step of fitting/removing the aircraft engine (2) on the handling and transfer device (1) according to any one of claims 1 to 7;
- a moving step, by the moving means (21), of the handling and transfer device (1);
- a step of loading the handling and transfer device (1) into the transport vehicle;
- a deployment step in which the retractable foot (22), of each support module (20), passes from a first folded position, in which the handling and transfer device (1) rests on the moving means ( 21), to a second unfolded position in which the handling and transfer device (1) rests on the retractable feet (22),
- A fixing step, by at least one securing means, of the handling and transfer device (1) to at least one anchor point of the transport vehicle.
Securing method according to Claim 11, in which when the handling and transfer device (1) comprises at least one through opening (25), the securing step comprises passing the securing means through the through opening (25) and the fixing of the handling and transfer device (1), by the securing means, to at least one anchoring point of the transport vehicle.
Securing method according to Claim 11, in which when the handling and transfer device (1) is a device according to one of Claims 6 or 7, the securing step comprising:
- a first fixing of the handling and transfer device (1), by the securing means, respectively to the securing point (50) and to a first anchoring point of the transport vehicle, and
- a second attachment of the handling and transfer device (1), by means of additional securing means, to at least one second anchor point of the transport vehicle.