FR3076859A1 - DETACHABLE THERMAL INSULATION JOINT - Google Patents

Abstract

A propulsion system (110), comprising: a turbojet engine (140); a first panel (131A) and a second panel (131B) adapted to be removable between an open position in which access to the motor (140) is permitted during maintenance and a closed position in which the first and second panels ( 131A, 131B) surround and substantially enclose at least a portion of the motor (140); a first latch half (136) connected to the first panel (131A); a second latch half (137) connected to the second panel (131B), the first and second half of the latch (136, 137) being adapted to lock together when the first and second panels (131A, 131B) are in position closed to hold the panels (131A, 131B) in the closed position; a thermal protection system (135) covering a substantial portion of a face of the first panel (131A) facing the motor (140) when the first and second panels (131A, 131B) are closed; and the thermal protection system (135) may include a detachable portion (133) surrounding and substantially covering the first half-latch (136). Figure for the abstract: [Fig. 4A]

Description

FIELD This disclosure relates to nacelles for an aircraft propulsion system, and more specifically, to thermal insulators which protect the nacelles from engine heat.

BACKGROUND [0002] During the maintenance of an aircraft, it may be necessary to access the internal parts of the propulsion system. Access can be obtained by tilting one or more parts of the nacelle from a closed position to an open position. One or more parts of a basket can be held together by latches. If a latch does not release, you may have to remove it so that the basket can be opened. Removing the latch can cause damage to parts of the thermal protection system ("SPT"), which is generally made up of thermal insulation attached to the components of the platform to protect them from convective radiant heat from the engine. This can cause an aircraft to ground to a standstill until the SPT can be replaced, which is detrimental to the availability or use of the aircraft.

SUMMARY In various embodiments, a system may include a structure, a latch system, a first part of an SPT and a second part of an SPT. The latch system may include a first half-latch and a second half-latch. The first half-latch can be attached to the structure. The first part of the SPT can be coupled to the structure. The second part of the SPT can be coupled to the first half-latch. The first part of the SPT and the second part of the SPT have a detachable seal formed between them. The detachable seal can be configured to separate when the first half-latch is removed from the structure.

The detachable seal can be created in a material having adhesive characteristics.

The material can be vulcanized silicone at room temperature.

The detachable seal can be created with a spot weld.

The first half of the latch can be coupled to the structure by a plurality of fasteners.

The first half of the latch can be removably coupled to the structure by fasteners.

The first part can be re-attachable to the second part by at least one material having adhesive properties and a spot weld.

The structure can be configured to surround an engine core and in which the first part of the STP is configured to thermally isolate the structure from the engine core.

In various embodiments, a propulsion system may include a gas turbine engine, a first panel, a second panel, a first half-latch, a second half-latch and a thermal protection system. The first panel and the second panel can be adapted to be removable between an open position in which access to the engine is allowed during maintenance and a closed position in which the first and second panels surround and substantially enclose at least a portion of the motor. The first half-latch can be connected to the first panel. The second half-latch can be connected to the second panel. The first and second half-latches can be adapted to lock together when the first and second panels are in the closed position to maintain the panels in the closed position. The thermal protection system can cover a large part of one side of the first panel facing the motor when the first and second panels are closed. The thermal protection system may include a detachable part that substantially surrounds and covers the first half-latch.

The first panel and the second panel can be parts of a fixed internal structure.

The detachable part can constitute a frangible seal.

The frangible seal can be made of at least one spot weld and the silicone vulcanized at room temperature.

In various embodiments, a thermal protection system may include a first part of the insulator and a second part of the insulator. The second part of the insulation can be coupled to the first part of the insulation by a detachable seal. The detachable seal can be configured to allow a substantially permanent attachment of the second part of the insulation to the first part of the insulation during operation. The removable seal can also be configured to allow the second part of the insulation to cleanly separate from the first part of the insulation in response to a maintenance event.

The first part of the insulation can be configured to attach to a fixed internal structure.

The detachable part can constitute a frangible seal.

The frangible joint can be made of at least one spot weld and the silicone vulcanized at room temperature.

The frangible joint can be defined by overlapping folds between the first part of the insulator and the second part of the insulator.

The substantially permanent fixing between the first part of the insulation and the second part of the insulation can be an overlap fold between the first part of the insulation and the second part of the insulation.

The substantially permanent fixing between the first part of the insulator and the second part of the insulator can be interference between the first part of the insulator and the second part of the insulator.

The preceding characteristics and elements can be combined in various combinations without exclusivity, unless otherwise implied elsewhere in this document. These features and elements as well as the operation of the disclosed embodiments will be more evident in light of the following description and the attached illustrations.

Brief Description of the Drawings The object of this disclosure is particularly emphasized and distinctively claimed in the part of the conclusion of the description. A more complete understanding of the present disclosure, however, can be obtained by reference to the detailed description and the claims when considered in relation to the illustrations, in which the corresponding numbers denote corresponding elements.

[Fig.lA] illustrates a perspective view of an aircraft, according to various embodiments.

[Fig.lB] illustrates an exploded perspective view of a propulsion system, according to various embodiments.

[Fig.2] illustrates a front sectional view of a view of a propulsion system, according to various embodiments.

[Fig.3A] illustrates a fixed internal structure comprising a thermal protection system, in accordance with various embodiments.

[Fig.3B] illustrates a first part of the joint and a second part of the joint which connect the two hemispheres of the nacelle, in accordance with various embodiments.

[Fig.4A] schematically illustrates a first part of a fixed internal structure and a second part of a fixed internal structure connected together by a set of latches, in accordance with various embodiments.

[Fig.4B] schematically illustrates a first part of a fixed internal structure separated from a second part of a fixed internal structure, in accordance with various embodiments.

Description of the embodiments The detailed description of the examples of the embodiments described here refers to the attached illustrations, which illustrate examples of embodiments by illustration. While these exemplary embodiments are described in sufficient detail to enable those skilled in the art to practice the inventions, it should be understood that other embodiments can be realized and that logical modifications and adaptations in the design and construction can be made in accordance with the invention and the teachings of this document. Thus, the detailed description given here is presented for illustrative purposes only and not limiting. For example, the steps described in any of the methods or process descriptions can be performed in any order and are not necessarily limited to the order presented.

The shaded lines on the surface can be used in all the figures to identify different parts but not necessarily to identify the same material or different materials.

In this context, the term "rear" describes the direction associated with the tail (for example, the rear end) of an aircraft, or generally, the direction of the exhaust of a gas turbine. In this context, the term "forward" describes the direction associated with the nose (for example, the front end) of an aircraft, or generally, the direction of flight or movement.

In various embodiments and with reference to Eig. IA and IB, an aircraft 100 may include a fuselage 102 and a pair of wings 104. The propulsion system 110 (eg, turbojet engine having a nacelle assembly) may be mounted below the wing 104. The system Propulsion 110 can be configured to provide forward thrust and / or propulsion for aircraft 100.

In various embodiments, the propulsion system 110 may include an engine 140 (eg, a fan 142 and an engine core 144), a pylon 115 is a pod assembly. The typical nacelle assembly, or simply a nacelle, may include an inlet 120, a blower cover 125, a thrust reverser 130A and 130B, and an exhaust system comprising an exhaust cone 145 and a nozzle d 'exhaust 150. The nacelle surrounds the engine core 144 providing smooth aerodynamic surfaces for the flow of air around and in the engine 140. The pod also helps to define a deflection air duct through the propulsion system 110.

In various embodiments, a blower 142 can suck and direct an air flow in and through the propulsion system 110. After the blower 142, the air is divided into two main flow paths, one path passing through the motor core 144, and the other path passing through a deflection air duct. The flow path of the motor core is oriented in the motor core 144 and passes initially through a compressor which increases the pressure of the air flow, and then through a combustion chamber in which the air is mixed with the combustible and on. The combustion of the fuel / air mixture causes a series of turbine blades to rotate behind the engine core 144, and drives the rotor and the engine blower. The high pressure exhaust gases from the combustion of the fuel / air mixture are then directed through the exhaust nozzle 150 at the rear of the engine 140 for thrust.

In various embodiments and with reference to Lig. IB and 2, the path of the deflection air duct includes air which is oriented around the motor core 144 in a duct or ducts defined by the nacelle (e.g., the area after the blower 142 and between the thrust reverser 130 and the fixed internal structure (“SIL”) 131). The SIL includes a panel of SIL 131A and a panel of SIL 13IB. The diverted air leaves the deflection air ducts A1 and A2 at an exhaust nozzle at the rear end of the nacelle for thrust. In turbojet engines, the deflection flow generally provides a large percentage of the thrust for an aircraft. The deflection air ducts Al and A2 in the nacelle of the Lig. 2 are C-shaped, and are mainly defined by the external surface of SIL 131 and the internal surface of the thrust reverser 130A and 130B (illustrated as the thrust reverser 130A and the thrust reverser 130B in Lig. IB).

In various embodiments, the motor 140 can be mounted on a pylon 115 in two places. One of these places is the rear end of the pylon 115, above the turbojet housing, and in one of the two places at the front end of the pylon 115: the engine core (mounting to the core) or the engine blower housing (blower mounting). Pylon 115 transmits structural loads (including thrust) between engine 140 and wing 104, as shown in Lig. IA.

In various embodiments, the thrust reverser 130 may include two halves, a thrust reverser 130A and a thrust reverser 130B, generally configured to surround the engine core 144. The thrust reverser 130 may be articulated to the pylon 115 through one or more hinges which can allow access to the internal part of the propulsion system 110 and / or to the motor 140. For example, as shown in FIG. 2, the thrust reverser 130A and the thrust reverser 130B can be open and / or rotate around a point of attachment to the pylon 115. The thrust reverser 130 can comprise an SFI panel 131A and a panel SFI 13 IB and an external sleeve. The SFI 131A panel and the SFI 13 IB panel can generally surround the motor core 144.

In various embodiments, the first hemisphere of the thrust reverser 130A and the second hemisphere of the thrust reverser 130B can be actuated in a closed position and held together by a latch system. In this regard, the latch system can be configured to hold and / or retain the first hemisphere of the thrust reverser 130A and the second hemisphere of the thrust reverser 130B in a closed position around the motor core 144.

In various embodiments and always with reference to Figs. IB and 2, the thermal protection system (“SPT”) 135 (eg, one or more thermal insulators) can be installed on the internal surface of the SFI 131 facing the engine core 144. The SPT 135 can be configured to isolate and / or retain heat from the engine core 144. The SPT 135 can be configured to act as an insulating barrier to protect the SFI 131 from heat emitted by the engine core 144 and other components . Without the thermal protection of the SPT 135, the SFI 131 can overheat and lose its structural integrity. The SPT 135 can generally be linked to a connection panel of each of the SFI 131A panel and the SFI 13 IB panel. In this regard, fixings can couple the SPT 135 and / or at least parts of the SPT 135 to the connection panel. The connecting panel can constitute the internal surface of each SFI 131A panel and SFI 13 IB panel.

In various embodiments and with reference to Figs. 3A-3B, the SFI panel 131A and the SFI panel 13 IB can be held and / or connected together by a latch system 138. The latch system 138 can be any suitable latch system. For example, the latch system 138 may be a front protection latch system. The latch system 138 may include a first portion of the seal 136 (eg, a first half of the latch) and a second portion of the seal 137 (eg, a second half of the latch). The front protection latch system must be capable of being operated remotely. For example, the front protection latch system may include a cable 132 which can be actuated to open the latch system 138, thereby allowing the SFI 131A panel and the SFI 13 IB panel to separate and open. In addition, the latch system 138 may constrain and / or limit the SFI panel 131A and the panel 13IB from flexing outward.

In various embodiments and with reference to Figs. 3A-3B and 4A-4B, during maintenance, the latch system 138 can be released to allow access to parts of the propulsion system 110, such as, for example, the engine core 144. During operation, the SFI panel 131A and the SFI panel 13 IB can be operatively coupled together and closed when the first part of the seal 136 is locked to the second part of the seal 137. To unlock the latch system 138, the first part of the seal 136 can be released from the second part of the seal 137. In certain circumstances, the latch system 138 can be blocked and it becomes impossible to release the first part of the seal 136 from the second part of the seal 137. Since the first part of seal 136 is attached to panel SFI 131 A, and the second part of seal 137 is attached to panel SFI 13 IB, when the latch is locked, panels 131A and 13 IB cannot s be separated and open for access during maintenance. In such a scenario, it becomes necessary to disconnect the first part 136 of the SFI panel 131 A. To do this, fasteners 139-1, 139-2 and 139-3 and all other fasteners fixing the first part 136 to the SFI panel 131A can be removed. The clips 139 can be accessed from the blower duct. The SFI 131 A panel, when completely separated from the first part of the joint 136, can now be folded out of the SFI 13 IB panel and opened. In a typical nacelle installation, an integral part of the SPT 135A which straddles the first part of the seal 136 can be trapped between the first part of the seal 136 and the second part of the seal 137, while the other part of the SPT 135A opens with half of the SFI 131 A, which can tear the SPT 135A and cause irreparable damage. Irreparable damage necessitated the replacement of the entire part of the SPT (eg, SPT 135A), which can be laborious and expensive.

In various embodiments, the SPT 135 may include individual parts, parts and / or modules comprising, for example, the first part 141 and the second part 143. The first part 141 of the SPT 135A may surround the first part of the seal 136 and can constitute an individual part of the SPT 135. In this regard, the first part 141 of the SPT 135A can be coupled to the other part of the SPT 135A by a “detachable” seal 133. The detachable seal 133 can be configured to allow an individual part of the SPT 135 to be separated (e.g., the first part 141 of the SPT 135A and / or the second part 143 of the SPT 135B) from the other part of the SPT 135 without any irreparable and / or significant damage , no deformation and / or degradation.

In various embodiments, the detachable seal 133 may be any seal that allows for clean separation (eg, non-destructive separation) between the individual parts of the SPT 135. In this regard, the detachable seal 133 n does not cause irreparable damage, deformation and / or degradation to the structures connected in response to the separation of the detachable seal 133. For example, the detachment point 133 may be a frangible seal, a spot weld, an overlapping fold between individual parts of the SPT 135, or overlapping and interfering individual parts of the TPS 135 (eg, when a first part 141 and the SPT 135A have an interference fit).

In various embodiments, the latch system 138 can be detached from the SPT 131 (eg, by removing fasteners 139) allowing at least one of the first part 141 and the second part 143 to separate from the SPT 135 at a detachable seal 133. As indicated here, the detachable seal 133 may be an overlapping seal, a folded seal and / or a frangible seal. In this regard, the first part 141 and / or the second part 143 can be removed, separated and / or detached from the SPT 135 at the detachable joint 133 without damaging, cutting and / or removing other individual parts of the SPT 135A and / or 135B to have access to the first parts of seal 136 and / or to the second part of seal 137.

In various embodiments, the detachable seal 133 may comprise a material and / or a sticker with adhesive characteristics such as, for example, vulcanization of silicone at room temperature (RTV), spot welding, and / or etc. In this regard, the detachable seal 133 can be coupled and / or can bond to individual parts of the SPT 135 in a substantially permanent manner for the operation of the aircraft. However, during maintenance and in the event of a failure of the latch system 138, the first joint part 136 and the second part of joint 137 can be detached from the SFI panels 131A or 13 IB, respectively, and the first part 141 of the SPT 135A and / or the second part 143 of SPT 135B can be cleanly and non-destructively separated from the other part of SPT 135A or 135B. The semi-permanent nature of the detachable seal 133 can allow the opening of a system of latches 138 blocked without significant damage to the SPT 135. In this regard, the first part 141 of the SPT 135A and / or the second part 143 of the SPT 135B can detach from the rest of the SPT 135 structure, reducing, limiting and / or eliminating any damage, deformation and / or degradation of the SPT 135.

In various embodiments, the latch system 138, the first part of the seal 136 and / or the second part of the seal 137 can be repaired in response to the detachment of the first part 141 and / or the second part 143 of the SPT 135. In this regard, when the SFI 131 is open, a technician can access the latch system 138 to carry out a repair. In response to the end of the repair, the detachable seal 133 can be replaced between the SPT 135 and at least one of the first part 141 and the second part 143. In this regard, the SPT 135, the first part 141 and / or the second part 143 can be intact and can be reused.

The benefits, other advantages and solutions to the problems have been described here in relation to the specific embodiments. In addition, the connection lines illustrated in the various figures of this document are intended to represent an example of functional relationships and / or physical couplings between the various elements. It should be noted that several alternative or additional functional relationships or physical connections may be present in a practical system. However, the benefits, advantages, solutions to problems or any element that allows the achievement, or the improvement, of a benefit, an advantage or a solution should not be interpreted as being critical, necessary or necessary. essential, or elements of any of the inventions. Furthermore, when a sentence similar to "at least one of A, B or C" is used in, it is intended that the sentence is interpreted to have the meaning that A alone can be present in one embodiment, B alone can be present in one embodiment, C alone can be present in one embodiment, or any combination of the elements A, B and C can be present in a single embodiment; or that any combination of elements A, B and C may be present in a single embodiment; for example, A and B, A and C, B and C or A and B and C.

Systems, methods and apparatus are described here. In the detailed description given here, references to the terms "various embodiments", "an embodiment", "an exemplary embodiment", etc. indicate that the embodiment described may include a property, structure or particular characteristic, but that all the embodiments do not necessarily include the property, structure or particular characteristic. Furthermore, such sentences do not necessarily refer to the same embodiment. In addition, when a particular property, structure or characteristic is described in relation to an embodiment, it is understood that a specialist in the field has the capacity to affect such a particular property, structure or characteristic in relation to other embodiments, whether or not explicitly described. After reading the description, it will be obvious to a specialist in the relevant field or fields to implement the disclosure in alternative embodiments.

Claims (1)

A propulsion system (110), comprising: a turbojet (140); a first panel (131A) and a second panel (131B) adapted to be removable between an open position in which access to the motor (140) is allowed during maintenance and a closed position in which the first and second panel ( 131A, 131B) surround and substantially enclose at least part of the motor (140); a first latch half (136) connected to the first panel (131A); a second latch half (137) connected to the second panel (131B), the first and second half of the latch (136, 137) being adapted to lock together when the first and second panels (131A, 131B) are in position closed to maintain the panels (131A, 131B) in the closed position; a thermal protection system (135) covering a large part of a face of the first panel (131A) facing the motor (140) when the first and second panels (131A, 131B) are closed; and wherein the thermal protection system (135) comprises a detachable part (133) surrounding and substantially covering the first demoquet (136). The propulsion system of claim 1, wherein the first panel (131A) and the second panel (131B) are parts of an attached internal structure (131). Propulsion system according to claim 1 or 2, in which the detachable part (133) constitutes a frangible joint. The propulsion system of claim 3, wherein the frangible seal is made of at least one spot weld and the silicone vulcanized at room temperature.