Aircraft engine pylon

Abstract

An aircraft engine pylon having an upper fitting, an upper panel located below the upper fitting, a shear pin at least partially coupling the upper fitting and the upper panel, and tension fasteners at least partially coupling the upper fitting and the upper panel with the shear pin defining a shear force load path and the tension fasteners defining tension force load paths.

Description

BACKGROUND

Contemporary aircraft may include pylon structures to support an engine on a wing of the aircraft. Contemporary engine pylons are built from many separate parts including frames, longerons, and skins, which may be assembled together.

BRIEF DESCRIPTION

Embodiments of the innovation relate to an aircraft engine pylon having an upper fitting, an upper panel located below the upper fitting, a shear pin at least partially coupling the upper fitting and the upper panel, and tension fasteners at least partially coupling the upper fitting and the upper panel, wherein the shear pin defines the primary shear force load path for shear forces acting between the upper fitting and the upper panel, and the tension fasteners define the primary tension force load path for tension forces acting between the upper fitting and the upper panel.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a schematic view of a portion of an aircraft including an engine and a pylon with portions shown in phantom.

FIG. 2 is a perspective view of a portion of the aircraft engine pylon in accordance with various aspects described herein.

FIG. 3 is a side view of a portion of the aircraft engine pylon in accordance with various aspects described herein.

FIG. 4 is a cross-sectional view of a portion of the aircraft engine pylon in accordance with various aspects described herein.

FIG. 5 is a perspective view of a portion of the aircraft engine pylon in accordance with various aspects described herein.

FIG. 6 is a cross-sectional view of an alternative aircraft engine pylon in accordance with various aspects described herein.

DETAILED DESCRIPTION

FIG. 1 illustrates an engine pylon 10 for securing an engine 2 to a wing 4 of an aircraft. A nacelle 6 has been shown partially cut away for clarity as the nacelle 6 surrounds the engine 2. A mounting system 8 may be used to operably couple the engine pylon 10 between the engine 2 and the wing 4. The mounting system 8 may include suspension structures and other fittings. While a commercial aircraft has been illustrated, it is contemplated that the embodiments of the innovation may be used in any type of aircraft. Further, while the engine pylon 10 has been illustrated as coupling the upper portion of the engine 2 to the leading edge and under side of the wing 4 other mounting arrangements and mounting systems may be used.

FIG. 2 more clearly illustrates that the engine pylon 10 includes a body 12 having an upper panel 14. The body 12 may be formed in any suitable manner including that it may include frames 11, longerons 13, and skin(s) 15. The upper panel 14 may be formed by the skin(s) 15 and at least one frame 11 may be operably coupled to the upper panel 14. The skin(s) 15 may be provided on the frame 11 to at least partially enclose one or more bays 17 and may be formed by one or more pieces.

FIG. 3 illustrates a portion of the engine pylon 10 where it may more clearly be seen that a pair of spaced frames 16 are coupled to the upper panel 14. Further, an upper fitting 18 may be included in the engine pylon 10 and may be located above the upper panel 14. The upper fitting 18 may be operably coupled with an upper link 19, which may form a portion of the mounting system 8 and may be used to operably couple the engine pylon 10 between the engine 2 and the wing 4. The upper fitting 18 may also be operably coupled to the upper panel 14 including that a shear pin 20 may at least partially couple the upper fitting 18 and the upper panel 14. The shear pin 20 may define the primary shear force load path for shear forces acting between the upper fitting 18 and the upper panel 14. Shear forces have been schematically illustrated with arrows 21 and are unaligned forces pushing in opposite directions on the shear pin 20. While the shear pin 20 has been illustrated as being separate from the upper fitting 18, it is contemplated that the shear pin 20 may be integrally formed with the upper fitting 18.

Furthermore, tension fasteners 22 may also at least partially couple the upper fitting 18 and the upper panel 14. Any number of tension fasteners 22 may be included to couple the upper fitting 18 and the upper panel 14. In the engine pylon 10 the tension fasteners have been illustrated as being located around a base of the upper fitting 18. Further, the upper fitting 18 may be operably coupled to an upper surface of the upper panel 14 at a location that overlaps at least a portion of each of the spaced frames 16 that are operably coupled to the upper panel 14, although this need not be the case. In such an instance, the tension fasteners 22 may also operably couple the spaced frames 16. The tension fasteners 22 may define the primary tension force load path for tension forces acting between the upper fitting 18 and upper panel 14. Tension forces or tensile forces have been schematically illustrated with arrows 23 and are forces pulling on the tension fasteners 22.

An anti-rotation pin 24 has also been illustrated as being operably coupled between the upper panel 14 and the upper fitting 18. The anti-rotation pin 24 may prevent rotation between the upper panel 14 and the upper fitting 18 by not allowing the upper panel 14 and the upper fitting 18 to rotate with respect to each other around the shear pin 20.

Openings to accommodate the shear pin 20, the tension fasteners 22, and the anti-rotation pin 24 may be formed in each of the upper fitting 18 and the upper panel 14 as illustrated in FIG. 4. More specifically, the upper fitting 18 and the upper panel 14 have been illustrated as having corresponding pin openings 30 for the shear pin 20 to be inserted into. The pin openings 30 may be sized such that the shear pin 20 presses against the pin openings 30 such that when there is a shear load the upper fitting 18 and the upper panel 14 will engage the shear pin 20 for shear load transfer to the shear pin 20. Furthermore, the upper fitting 18 and the upper panel 14 may include corresponding fastener openings 32 for the tension fasteners 22 to extend through. The fastener openings 32 have been illustrated as being wider than portions of the tension fasteners 22 extending there through such that a clearance fit is formed.

FIG. 5 illustrates a portion of an underside of the upper panel 14, which is located below the upper fitting 18. The upper panel 14 is illustrated as including a reinforcing structure 40 around the shear pin 20. The reinforcing structure 40 may be formed in any suitable manner to provide additional support around the shear pin 20.

During operation, tension load and shear load will be sustained by the tension fasteners 22 and the shear pin 20, respectively, as the shear pin 20 may not transfer tension and the tension fasteners 22 may not transfer shear loads. This is because the clearance between the tension fastener 22 and the fastener openings 32 are bigger than that between the shear pin 20 and the pin opening 30, so when there is a shear load or horizontal displacement trend, the upper fitting 18 and the upper panel 14 will engage the shear pin 20 for shear load transfer but not the tension fasteners 22, as long as the deformation is smaller than the clearance. Alternatively, the shear pin 20 may be designed to transfer some of the tension but remain the primary shear force load path and/or the tension fasteners 22 may be designed to transfer some of the shear forces but remain the primary tension force load path.

FIG. 6 illustrates an alternative engine pylon 110. The engine pylon 110 is similar to the engine pylon 10 previously described and therefore, like parts will be identified with like numerals increased by 100, with it being understood that the description of the like parts of the engine pylon 10 applies to the engine pylon 110, unless otherwise noted. One difference is that the engine pylon 110 does not include an anti-rotation pin. Another difference is that the upper fitting 118 is illustrated as being operably coupled to the upper panel 114 at a location that is between the spaced frames 116. In this manner, the tension fasteners 122 do not operably couple to the spaced frames 116. During operation, the shear pin 120 defines a primary shear force load path for shear forces acting between the upper fitting 118 and the upper panel 114 and the tension fasteners 122 define a primary tension force load path for tension forces acting between the upper fitting 118 and the upper panel 114.

The embodiments described above provide for a variety of benefits including that the embodiments allow for good fatigue performance because the shear pin defines a primary shear force load path for shear forces acting between the upper fitting and the upper panel and the tension fasteners define a primary tension force load path for tension forces acting between the upper fitting and the upper panel. In contemporary engine pylons the fasteners between the upper fitting and the upper panel may sustain both high tension and high shear loads and this greatly reduces the fastener fatigue life.

To the extent not already described, the different features and structures of the various embodiments may be used in combination with each other as desired. That one feature may not be illustrated in all of the embodiments is not meant to be construed that it may not be, but is done for brevity of description. Thus, the various features of the different embodiments may be mixed and matched as desired to form new embodiments, whether or not the new embodiments are expressly described. All combinations or permutations of features described herein are covered by this disclosure.

This written description uses examples to disclose the innovation, including the best mode, and also to enable any person skilled in the art to practice the innovation, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the innovation is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

Claims

1. An aircraft engine pylon assembly, comprising: an upper fitting configured to mount to a portion of a mounting system;an upper panel, forming a portion of a body of a pylon, and wherein the upper panel is located below the upper fitting;a shear pin at least partially coupling the upper fitting and the upper panel directly together, wherein the shear pin defines a primary shear force load path for shear forces acting between the upper fitting and the upper panel;tension fasteners at least partially coupling the upper fitting and the upper panel directly together, wherein the tension fasteners define a primary tension force load path for tension forces acting between the upper fitting and the upper panel; anda pair of spaced frames operably coupled to the upper panel;wherein the upper fitting is operably coupled to the upper panel at a location that overlaps at least a portion of each of the pair of spaced frames that are operably coupled to the upper panel.

2. The aircraft engine pylon assembly of claim 1, further comprising an anti-rotation pin operably coupled between the upper panel and the upper fitting for preventing rotation between the upper panel and the upper fitting.

3. The aircraft engine pylon assembly of claim 1 wherein the tension fasteners also operably couple each of the pair of spaced frames.

4. The aircraft engine pylon assembly of claim 1 wherein the upper panel further comprises a reinforcing structure around the shear pin.

5. The aircraft engine pylon assembly of claim 1 wherein the upper panel and the upper fitting include corresponding pin openings for the shear pin to be inserted into and where the pin openings are sized such that the shear pin presses against the pin openings.

6. The aircraft engine pylon assembly of claim 5 wherein the upper panel and the upper fitting include corresponding fastener openings for the tension fasteners to extend through and the fastener openings are wider than portions of the tension fasteners extending there through to form a clearance fit.

7. The engine pylon assembly of claim 1 wherein the upper panel is directly adjacent a length of the upper fitting where the shear pin and the tension fasteners at least partially coupling the upper fitting and the upper panel.

8. An aircraft engine pylon assembly, comprising: an engine pylon having a body with an upper panel;a pair of spaced frames coupled to the upper panel;an upper fitting located above the upper panel and operably coupled to the upper panel at a location that overlaps at least a portion of each of the pair of spaced frames that are operably coupled to the upper panel;a shear pin at least partially coupling the upper fitting and the upper panel directly together, wherein the shear pin defines a primary shear force load path for shear forces acting between the upper fitting and the upper panel; andtension fasteners at least partially coupling the upper fitting and the upper panel directly together, wherein the tension fasteners define a primary tension force load path for tension forces acting between the upper fitting and the upper panel;wherein each of the upper panel and the upper fitting include shear pin openings to accommodate the shear pin and tension fastener openings to accommodate the tension fasteners and wherein the shear pin openings are sized such that the shear pin presses against the pin openings in the upper fitting and the upper panel when there is a shear load and wherein the tension fastener openings are wider than portions of the tension fasteners extending there through.

9. The aircraft engine pylon assembly of claim 8 wherein the upper panel includes at least one skin.

10. The aircraft engine pylon assembly of claim 8, further comprising an anti-rotation pin operably coupled between the upper panel and the upper fitting for preventing rotation between the upper panel and the upper fitting.

11. The aircraft engine pylon assembly of claim 8 wherein the tension fasteners also operably couple the pair of spaced frames, respectively.

12. The aircraft engine pylon assembly of claim 8 wherein the upper panel further comprises a reinforcing structure around the shear pin.

13. The aircraft engine pylon assembly of claim 8 wherein the upper panel is directly adjacent a length of the upper fitting where the shear pin and the tension fasteners at least partially coupling the upper fitting and the upper panel.