FR3061239A1 - AIRBORNE TURBOPROPOWER OF A TYPE OF SHAFT WITH ELECTRIC GENERATOR - Google Patents

Abstract

The main object of the invention is a turboprop propeller (1) of propeller shaft type (2) remote, comprising a propeller shaft (2) and a motor comprising a gas turbine (3), said gas turbine (3) having a turbine shaft (4) extending parallel to the propeller shaft (2) and having a trailing end coupled to a rear end of the propeller shaft (2) by via a main reducer (6). This turboprop (1) is characterized in that it comprises means of suspension (10, 12) of the engine to a pylon (13) fixed to a wing (14) of the aircraft and in that it further comprises at least one electric generator (20), a rotor part of which is rotated by the propeller shaft (2) and a stator part is supported by the pylon (13).

Description

@ Holder (s): SAFRAN AIRCRAFT ENGINES.

O Extension request (s):

Agent (s): BREVALEX Limited liability company.

* 54) AIRCRAFT TURBOPROPELLER OF TYPE WITH SHAFT COMPRISING AN ELECTRIC GENERATOR.

FR 3 061 239 - A1 (57) The main object of the invention is a turboprop (1) of an aircraft type with a propeller shaft (2) offset, comprising a propeller shaft (2) and a motor comprising a gas turbine (3), said gas turbine (3) comprising a turbine shaft (4) extending parallel to the propeller shaft (2) and comprising a rear end coupled to a rear end of the 'propeller shaft (2) via a main reduction gear (6). This turboprop (1) is characterized in that it comprises means for suspending (10, 12) the engine from a pylon (13) fixed to a wing (14) of the aircraft and in that it further comprises at least one electric generator (20) of which a rotor part is driven in rotation by the propeller shaft (2) and a stator part is supported by the pylon (13).

REMOTE SHAFT TYPE AIRCRAFT TURBOPROPELLER HAVING AN ELECTRIC GENERATOR

DESCRIPTION

TECHNICAL AREA

The present invention relates to the general field of turbomachinery, and more particularly to an installation design of an electric generator on an aircraft turboprop of the type with power shaft (or propeller shaft) called "offset", c that is to say extending next to a turbine shaft of the turbomachine and not in its extension.

The invention relates more specifically to an aircraft turboprop of the deported propeller shaft type comprising an electric generator mounted on the deported propeller shaft, an assembly and an aircraft comprising such a turboprop, as well as a removal method. of the engine of such a turboprop.

PRIOR STATE OF THE ART

Throughout the description, it is noted that the terms upstream and downstream, or respectively front and rear, are to be considered with respect to a main direction F of normal gas flow (from upstream to downstream) for a turboprop 1.

A turboprop is an aircraft engine comprising a propeller propelled by a gas turbine, and whose main thrust is obtained only by the rotation of this propeller.

According to a first known architecture of a turboprop, the gas turbine shaft is coupled at its front end to a propeller shaft by a main reducer also called propeller reducer or power transmission box, usually designated by the acronym PGB (for "Power Gear Box" or also "Propeller Gear Box" in English), comprising, for example, two planetary reduction trains, so that the propeller shaft extends in the extension of the shaft turbine. The front suspension, comprising flexible studs making it possible to filter certain vibrations coming from the propeller, is then mounted on the main reduction gear.

Furthermore, according to a particular architecture known as an inverted free turbine, on the basis of this first architecture, the accessory box, usually designated by the acronym AGB (for “Accessory Gear Box” in English), is then coupled to the rear end of the turbine shaft. In this way, a compact assembly is obtained in which the accessory box remains fairly easily accessible for any maintenance operation. An accessory box makes it possible to rotate additional accessories or equipment typically comprising one or more oil and fuel pumps, a starter and an alternator.

The main reducer then being mounted very far from the wing of the aircraft, its resistive torque requires having a cradle type structure for the installation of the turboprop, that is to say a structure formed of frames and connecting rods, or else a hybrid type structure, that is to say a cradle type structure with pylon, making it possible to take up the efforts of the propeller and the main reduction gear to transmit them to the aircraft.

Also, in order to minimize the forces passing through such a structure towards the aircraft, it is advantageous to provide the mounting of the main reducer at the rear of the turboprop engine and to transmit power to the propeller by means of a remote power shaft.

Consequently, according to a second known architecture of a turboprop, this comprises a remote power shaft (or propeller shaft). An aircraft turbomachine architecture with a remote power shaft is found for example on engines for helicopters, for example such as those of the Arriel range of the company Turbomeca. A cradle type structure is generally used for the installation of such a turbomachine on an aircraft.

An exemplary embodiment according to this second architecture is illustrated by the turboprop 1 for aircraft shown diagrammatically in lateral view in FIG. 1. The propeller shaft 2 extends over the entire length of the turboprop 1, and the turbine gas 3 extends along this propeller shaft 2. This gas turbine 3 comprises a turbine shaft 4 extending along a longitudinal axis, and a main reduction gear 6 is coupled to the rear end of this shaft turbine 4 and at the rear end of the propeller shaft 2. The turbine shaft 4 is extended downstream of the gas turbine 3 to pass through a wall of an exhaust nozzle and come to mate with the main gear gearbox. The main reduction gear 6 is then located at the rear of the turboprop 1, that is to say at its end opposite to the front end which includes the propulsion propeller 5.

As can be seen in FIG. 1, the front end of the gas turbine 3 is equipped with an air inlet sleeve 7, for example in the form of a wall of revolution formed by a casing or the like surrounding a longitudinal axis formed by the turbine shaft 4. Other forms of air intake sleeve are of course possible, and in particular, the upstream opening of the air duct forming the sleeve can be offset towards the low relative to the longitudinal axis of the turbine shaft so that the incoming air is not obstructed by the propeller hub. The accessories box 8 is attached to a lower part of a casing of the gas turbine 3, and comprises a gearbox driven by the turbine shaft 4.

This drive is conventionally provided by a radial shaft 9, perpendicular to the turbine shaft 4, and which is coupled to the latter by two non-visible bevel gears. The radial shaft 9 passes through the wall of the air duct 7, or the casing of the gas turbine 3, in order to be coupled at its other end to the accessory box 8.

This other coupling is ensured by another bevel gear by means of two other bevel gears to drive at least one shaft 19 for driving a piece of equipment mounted on the accessory box 8, which extends parallel to the turbine shaft 4.

With the architecture of the turboprop 1 with a remote power shaft of FIG. 1, the entire turboprop is conventionally installed in a cradle type structure, formed of frames and connecting rods. The removal (or disassembly) of the engine generally entails the obligation to disengage the entire turboprop with respect to the cradle, that is to say also to deposit the propeller 5 and / or the main reduction gear 6. It would however be desirable to be able to remove only the motor, that is to say to be able to leave the propeller and the main reduction gear in place when removing the motor, or even also leave in place at least some of the equipment usually installed on the housing accessories, in particular for reasons of reduced maintenance and safety operations.

In addition, in the context of the architecture of a turboprop, it is conventional to mount on the accessory box one or more electrical generators intended to supply electrical power to the aircraft. However, the installation of such electric generators on the accessory box leads to an increase in the mass of the entire box with the equipment, and in particular an increase in the mass of the electric power cables due in particular to the distance from the box in relation to the interfacing of the electrical wiring with the aircraft. In addition, the accessory box is generally supported by the engine, which requires having engine housings structurally capable of taking up this mass.

It should also be noted that the length of the propeller shaft can pose mechanical resistance problems, in particular of resistance to the vibratory modes of the shaft, which it is desirable to remedy.

STATEMENT OF THE INVENTION

The object of the invention is to at least partially remedy the needs mentioned above and the drawbacks relating to the embodiments of the prior art.

In particular, the invention aims to reduce the mass of electric generation in the case of a turboprop architecture of the type with a remote power shaft, in particular the mass of electric power cables of electric generators, by bringing the electrical generation intended for the aircraft as close as possible to the interface between the engine and the aircraft. In addition, the invention aims to obtain a degree of freedom to optimize the position of the center of gravity of the engine as well as the problems of mechanical strength of the power transmission shaft or propeller shaft.

According to one of its aspects, the invention thus relates to an aircraft turboprop of the type with a remote propeller shaft, comprising a propeller shaft and an engine comprising a gas turbine, said gas turbine comprising a turbine shaft extending parallel to the propeller shaft and comprising a rear end coupled to a rear end of the propeller shaft via a main reduction gear, characterized in that it comprises means for suspending the engine from a pylon fixed to a wing of the aircraft and in that it further comprises at least one electric generator, a rotor part of which is rotated by the propeller shaft and a stator part is supported by the pylon.

Thanks to the invention, it is possible to minimize the forces transmitted to the structure of an aircraft. It is thus possible to obtain an optimal main reduction gear assembly, in particular practically in the middle of the wing of the aircraft, and in particular close to the front spar of the wing of the aircraft, so as to be able to minimize the mass. of the aircraft structure. In addition, thanks to the installation concept in accordance with the invention, the disassembly of the engine is facilitated by leaving the propeller and the main reduction gear in place, and in particular using the same techniques as those used for turbojets, in particular hoisting parts mounted on the pylon. In addition, the fact of using a pylon also makes it possible to fix the nacelle thereon, and therefore to have a nacelle comparable to turbojets, that is to say to have a nacelle formed by two half-covers, which facilitates access to the engine. In addition, the pylon can, if necessary, serve as a fire-resistant zone to protect equipment.

In addition, the mounting of the electric generator (s) on the propeller shaft, that is to say the power transmission shaft, makes it possible to improve the operability of the turboprop engine by taking the mechanical power necessary for the drive of the electric generator (s) on the power turbine, since it is this which drives the propeller shaft through the main reducer. It is also possible to leave in place the electric generator (s), and the hydraulic pump (s), if any, on the aircraft when the engine of the turboprop is removed, which facilitates maintenance. The mass of the electric cables, and of the possible hydraulic pipes, is also minimized, because greatly reduced in comparison with the configuration of FIG. 1 in which an electric generator and a possible hydraulic pump are connected to an accessory box 8 suspended under a gas turbine casing 3. Finally, the invention allows a degree of freedom to optimize the position of the center of gravity of the propulsion unit and thus minimize the forces transmitted to the wing of the aircraft.

Conventionally, the pylon, also called a suspension pylon, is a rigid structural part constituting the connection interface between the engine and the wing of the aircraft. It allows the forces from the engine to be transmitted to the structure of the aircraft. It also has the function of ensuring the routing of the easements between the aircraft and the propulsion unit. The pylon generally has an elongated structure of rectangular section of box type. It is formed by assembling upper and lower beams and side panels connected together by means of transverse ribs. The pylon advantageously comprises means for fixing to the engine and on its upper part means for fixing to the wing of the aircraft.

The turboprop according to the invention may also include one or more of the following characteristics taken in isolation or according to any possible technical combination.

Preferably, front suspension means make it possible to suspend the front part of the engine from a front part of the pylon. Likewise, rear suspension means allow the attachment of a rear part of the engine to a rear part of the pylon.

Furthermore, the turboprop engine advantageously comprises a bearing box, mounted on the propeller shaft and coupled to said at least one electric generator.

The integration of said at least one electric generator at the level of such a bearing box makes it possible to modify the vibratory modes of the propeller shaft by reducing the length between the elements supported by the pylon, and also to leave said said in place. at least one electric generator when removing the engine.

In addition, this solution makes it possible, thanks to the degree of freedom thus created, to position, by optimizing the mass of the assembly of said at least one electric generator and of the bearing box or boxes and the distance between this set and the reduction gear. main, the center of gravity of the engine as close as possible to the wing while solving the problems of mechanical strength of the propeller shaft compared to its bending modes. Thus, the center of gravity of the turboprop is raised towards the wing, which minimizes the forces transmitted to the latter.

This mass of the assembly of said at least one electric generator and of the bearing box or boxes is preferably less than or equal to the mass of an accessory box mounted on the engine, such as the accessory box 8 of the Figure 1, equipped with all engine and aircraft equipment. In particular, this mass is for example between 10 and 500 kg.

Furthermore, the distance between this assembly and the main reduction gear varies according to the mode of bending of the propeller shaft that one seeks to optimize and the position of the center of gravity of the optimum propulsion assembly. The ratio between this distance and the length of the offset propeller shaft, that is to say the length between the front suspension means and the main reduction gear, can be between 0 and 1.

The electric generator can be mounted in the bearing box, the latter being supported by the pylon by means of a suspension device fixed to the pylon.

In addition, the turboprop can advantageously include at least one hydraulic pump coupled to the propeller shaft.

The turboprop engine may further include a gearbox coupled to the propeller shaft and by means of which said at least one hydraulic pump is rotated by the propeller shaft.

Thus, one or more hydraulic pumps can be coupled to the propeller shaft by means of a gearbox at the same time as said at least one electric generator. Advantageously, this mounting can be done as close as possible to the wing of the aircraft so as to minimize the length of the electric cables and of the hydraulic pipes.

Furthermore, the suspension means may comprise front suspension means comprising an intermediate suspension device, mounted on the propeller shaft and suspended from a front part of the pylon, and may further comprise rear suspension means allowing the fixing of a rear part of the engine to a rear part of the pylon.

The intermediate suspension device can advantageously be a bearing box.

In other words, the pylon can support the propeller shaft through the bearing box. This bearing box is advantageously fitted with flexible studs and located behind the propeller. It allows the moment of the IP type and the thrust generated by the propeller to be taken up and supporting the main reducer downstream.

As a variant, the front part of the engine can be directly hooked to the aircraft pylon, that is to say without the aid of the bearing box.

In another variant, the intermediate suspension device may include a ball, in particular an elastomeric ball, making it possible to accommodate the relative movements between the pylon and the propeller shaft without generating vibrations on the pylon.

Furthermore, the turboprop engine may also include an intermediate bearing box, similar or not to that coupled to said at least one electric generator, mounted on the propeller shaft and intended to be fixed to the pylon.

The presence of such an intermediate bearing box can in particular be useful when problems of mechanical strength or a problem of dynamic positioning of the propeller shaft appear. In this way, the diameter and length of the propeller shaft can be optimized. In addition, one can also consider having the propeller shaft in two parts linked together by grooves, or by any other means known to those skilled in the art and that the bearing box can support.

In addition, the subject of the invention is also, according to another of its aspects, an assembly, characterized in that it comprises:

- a turboprop as defined above,

- a pylon, intended to be fixed to an aircraft wing, for the suspension of the turboprop.

In addition, another subject of the invention is, according to another of its aspects, an aircraft, characterized in that it comprises:

- a turboprop as defined above,

- a wing provided with a front spar and a rear spar forming the wing box,

- a pylon, fixed on the front and rear longitudinal members of the wing, for the suspension of the turboprop.

Advantageously, the attachment of the pylon to the front and rear longitudinal members of the wing of the aircraft makes it possible to better transmit the forces to the structure of the aircraft.

Advantageously, the main reduction gear of the turboprop is mounted to the right or downstream of the front spar of the wing.

In other words, the main reducer of the turboprop can be mounted radially at the level of the front spar of the wing or behind the front spar of the wing.

Also advantageously, such an assembly of the main reduction gear relative to the front spar of the wing makes it possible to transmit the torque of the main reduction gear directly to the structure of the aircraft by means of the pylon, and thus to minimize the mass of the 'aircraft.

Furthermore, the subject of the invention is also, according to another of its aspects, a method for removing the engine from a turboprop engine as defined above, characterized in that it comprises the step consisting in dismantling the engine from the turboprop engine by means of suspension while leaving the propeller, the main reduction gear and said at least one electric generator of the turboprop in place.

The turboprop, the propulsion unit, the aircraft and the deposition method according to the invention may include any of the characteristics set out in this description, taken in isolation or in any technically possible combination with other characteristics.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be better understood on reading the detailed description which follows, of non-limiting examples of implementation thereof, as well as on examining the figures, schematic and partial, of the appended drawing, on which :

FIG. 1 represents, in a side view, an example of a turboprop with a remote power shaft according to a known architecture, and

- Figures 2 and 3 show, very schematically in side views, two embodiments of turboprop engines according to the invention.

Throughout these figures, identical references can designate identical or analogous elements.

In addition, the different parts shown in the figures are not necessarily shown on a uniform scale, to make the figures more readable.

DETAILED PRESENTATION OF PARTICULAR EMBODIMENTS

FIG. 1 has already been described previously in the section relating to the state of the prior art.

With reference to FIGS. 2 and 3, two embodiments of turboprop engines 1 in accordance with the invention have been illustrated, aiming to explain the attachment of the turboprop engine to an aircraft by suspension from the wing 14 by means of a pylon 13 and the installation of an electric generator 20 on the propeller shaft 2.

The differences between these two exemplary embodiments lie in the fixing of the rear part of the engine (gas generator) of the turboprop 1 and in the presence or absence of a hydraulic pump 30, mounted on the propeller shaft 2. Thus , in the embodiment of FIG. 2, the rear part of the motor is fixed to the rear part of the pylon 13 while in the embodiment of FIG. 3, the rear part of the motor is fixed to the main reduction gear 6 In addition, in the example of FIG. 3, a hydraulic pump 30 is mounted on the propeller shaft 2, in addition to the electric generator 20, unlike the embodiment of FIG. 2. Of course, the principle of fixing the rear part of the engine of the turboprop 1 could be reversed between the exemplary embodiments of FIGS. 2 and 3.

Thus, the turboprop 1 of the deported shaft type, represented in FIG. 2 or in FIG. 3, comprises a propeller shaft 2 and an engine comprising a gas turbine

3. It should be noted that the engine, that is to say the gas generator, may be of several types, for example of the single-body, double-body, triple-body type, etc. It may include one or more several gas turbines, for example of the free or linked type, and one or more compressors, low pressure and / or high pressure. The gas generator is arranged so as to follow the propeller shaft 2.

The gas turbine 3, also called low pressure turbine, comprises a turbine shaft 4 also called low pressure shaft and extending substantially parallel to the propeller shaft 2. This turbine shaft 4 comprises a rear end coupled to a rear end of the propeller shaft 2 via a main reduction gear 6 also called PGB for the acronym “Power Gear Box”. Upstream of the low pressure turbine 3 is located a high pressure body of the engine, comprising a turbine 16 called a high pressure turbine which directly receives the gases from the combustion chamber of the engine. This high pressure turbine 16 drives a compressor 17 of the high pressure body while being integral in rotation with the latter by means of a shaft 18 called a high pressure shaft. The high pressure body is mechanically decoupled from the low pressure turbine 3, the high pressure shaft 18 and the low pressure shaft 4 not being integral in rotation with one another.

The turboprop 1 further comprises front suspension means 10 from the front part of the engine to the front part of the pylon 13 fixed to the wing 14 of the aircraft.

The front part of the engine can be fixed directly to the front part of the pylon 13. As a variant, as shown in FIGS. 2 and 3, the front suspension means 10 comprise an intermediate suspension device 11, mounted on the propeller shaft 2, as well as a first suspension member 10a from the front part of the engine to the intermediate suspension device 11 and a second suspension member 11a from the intermediate suspension device 11 to the front part of the pylon

13.

Advantageously, this intermediate suspension device 11 makes it possible to resume the thrust and the moment M of the IP type, moment tending to cause the propeller shaft 2 to bend, generated by the propeller 5. It here comprises a gearbox bearings crossed by the propeller shaft 2, serving as a bearing for the rotation of the propeller shaft. The intermediate suspension device 11 can advantageously further comprise flexible studs connecting it to the second suspension member 11a or even also to the first suspension member 10a, making it possible to accommodate the relative movements between the pylon 13 and the propeller shaft 2 without generating vibrations on the pylon 13. As a variant or in addition, the intermediate suspension device 11 could also include an elastomeric ball joint to perform this function.

Furthermore, as shown in FIGS. 2 and 3, the turboprop 1 comprises an electric generator 20 mounted on the propeller shaft 2. This electric generator 20 comprises a rotor part driven in rotation by the propeller shaft and a stator part supported directly or indirectly by the pylon. It is coupled to a bearing box 21, also mounted on the propeller shaft 2. Figures 2 and 3, very schematic, show the same element to designate the electric generator 20 and the bearing box 21. The electric generator 20 can indeed be mounted inside a housing of the bearing box 21, having its rotor part meshed for example on a ring gear of a box shaft driven in rotation by the propeller shaft 2 Depending on the gear ratios provided between this toothed ring and a drive pinion of the rotor part of the electric generator, the rotation speed of the generator can if necessary be multiplied compared to that of the propeller shaft 2 The gearbox shaft, mounted on bearings inside the gearbox, may have two ends which each protrude outside of the bearing gearbox housing. The propeller shaft may be formed by two separate shafts disposed on each side of the bearing box 21, each shaft then being coupled to one end of the gearbox shaft, for example by bolting.

The integration of the electric generator 20 at the level of such a bearing box 21 advantageously makes it possible to modify the modes of the propeller shaft 2 by reducing the length between the elements supported by the pylon 13 and on which the shaft d 'propeller is mounted in rotation, so as not to generate undesirable natural modes of the propeller shaft. It is also possible and advantageous to leave the electric generator 20 in place with the propeller shaft 2 when removing the engine.

Furthermore, the turboprop 1 also comprises a suspension device 22 for the electric generator 20 and / or the bearing box 21, fixed to the pylon 13. The suspension device can comprise articulated connecting rods, possibly with elastomeric elements for filtering. vibrations transmitted by the propeller shaft 2 to the pylon 13.

In the embodiment of FIG. 3, the turboprop 1 additionally comprises a hydraulic pump 30 coupled to the propeller shaft 2 and supported by a housing of the bearing box 21 or of the electric generator 20. This hydraulic pump 30 is coupled to a gearbox 31, also coupled to the propeller shaft 2. Here again, FIGS. 2 and 3, very schematic, show the same element for designating the hydraulic pump 30 and the gearbox 31. The gearbox 31 may include a shaft geared for example on a ring gear of a shaft of the bearing box 21 driven in rotation by the propeller shaft 2.

Advantageously, the electrical generator 20 and the hydraulic pump 30 can be mounted as close as possible to the wing 14 of the aircraft so as to minimize the length of the electric cables and the hydraulic lines.

The invention thus makes it possible, thanks to the degree of freedom created, to position, by optimizing the mass Ma of the assembly of the electric generator 20 and of the bearing box 21 and the distance L1 between this assembly and the main reducer 6, the center of gravity of the engine as close as possible to the wing 14 while solving the problems of mechanical strength of the propeller shaft 2 with respect to its bending modes. Thus, the center of gravity is raised towards the wing 14, which minimizes the forces transmitted to the latter.

This mass Ma is preferably less than or equal to the mass of an accessory box mounted on the engine, equipped with all the engine and aircraft equipment. In particular, this mass Ma is for example between 10 and 500 kg.

Furthermore, the distance L1 between this assembly and the main reducer 6 varies according to the mode of bending of the propeller shaft 2 that it is sought to optimize and the position of the center of gravity of the optimal propulsion assembly. The ratio between this distance L1 and the length L of the offset propeller shaft 2, that is to say the length L between the front suspension means 10 and the main reduction gear 6, as shown in FIG. 2, can be between 0 and 1.

In addition, according to the invention also, the turboprop 1 further comprises rear suspension means 12 of the rear part of the engine.

In the embodiment of FIG. 2, which constitutes a preferred embodiment of the invention, the rear suspension means 12 extend between the rear part of the engine and the rear part of the pylon 13. Thus, the part rear of the engine is fixed to the pylon 13, the rear suspension means 12 being traversed by the propeller shaft 2.

In the embodiment of FIG. 3, the rear suspension means 12 extend between the rear part of the engine and the main reduction gear 6.

Again advantageously, this main reducer 6 is mounted at right or downstream of the front spar of the wing 14, which comprises a front spar and a rear spar on which the pylon 13 is fixed.

Advantageously, such an assembly of the main reducer 6 relative to the front spar of the wing 14 makes it possible to transmit the torque C of the main reducer 6 directly to the structure of the aircraft via the pylon 13, and thus to minimize the mass. of the aircraft.

Thanks to the principle according to the invention of suspending the engine of the turboprop 1 from the pylon 13 of the aircraft, it is thus possible to deposit the engine by means of the first 10 and second 12 suspension means while leaving the propeller in place. 5, the main reducer 6, the electric generator 20 and, in the case of the example of FIG. 3, the hydraulic pump 30 also.

If an accessory box mounted on an engine casing is kept, it may be less bulky and less heavy due to the deferral of certain equipment such as in particular an electric generator on the bearing box 21. The mass of the engine filing will therefore be lightened.

For the removal of the motor while leaving the main reducer 6 in place, a system for uncoupling the turbine shaft 4 from the main reducer can be provided for example by means of a connection disposed at one end of the shaft 4 outside the gearbox housing.

The invention thus advantageously allows the design of a high-performance installation of a turboprop of the type with power shaft offset by support of this type of turboprop architecture by means of an aircraft pylon.

Of course, the invention is not limited to the exemplary embodiments which have just been described. Various modifications can be made by those skilled in the art.

Claims (10)

1. Turbopropeller (1) of an aircraft type with propeller shaft (2) offset, comprising a propeller shaft (2) and an engine comprising a gas turbine (3), said gas turbine (3) comprising a turbine shaft (4) extending parallel to the propeller shaft (2) and comprising a rear end coupled to a rear end of the propeller shaft (2) via a main reduction gear (6), characterized in that it comprises means for suspending (10, 12) the engine from a pylon (13) fixed to a wing (14) of the aircraft and in that it also comprises at least an electric generator (20), a rotor part of which is rotated by the propeller shaft (2) and a stator part is supported by the pylon (13). 2. Turboprop according to claim 1, characterized in that it further comprises a bearing box (21), mounted on the propeller shaft (2) and coupled to said at least one electric generator (20). 3. Turboprop according to claim 2, characterized in that the electric generator (20) is mounted in the bearing box (21), the latter being supported by the pylon by means of a fixed suspension device (22) to the pylon (13). 4. Turboprop according to any one of the preceding claims, characterized in that it further comprises at least one hydraulic pump (30) coupled to the propeller shaft (2). 5. Turboprop according to claim 4, characterized in that it further comprises a gearbox (31) coupled to the propeller shaft (2) and by means of which said at least one hydraulic pump (30 ) is driven in rotation by the propeller shaft. 6. Turboprop according to any one of the preceding claims, characterized in that the suspension means comprise front suspension means (10) comprising an intermediate suspension device (11), in particular a bearing box, mounted on the shaft propeller (2) and suspended from a front part of the pylon (13), and further comprise rear suspension means allowing the fixing of a rear part of the engine to a rear part of the pylon (13). 7. Set, characterized in that it comprises: - a turboprop (1) according to any one of the preceding claims, - A pylon (13), intended to be fixed to an aircraft wing (14), for the suspension of the turboprop (1). 8. Aircraft, characterized in that it comprises: - a turboprop (1) according to any one of claims 1 to 6, a wing (14) provided with a front spar and a rear spar forming the wing box (14), - a pylon (13), fixed on the front and rear longitudinal members of the wing (14), for the suspension of the turboprop engine (1). 9. Aircraft according to claim 8, characterized in that the main reduction gear (6) of the turboprop (1) is mounted at the right or downstream of the front spar of the wing (14). 10. A method of removing the engine from a turboprop (1) according to any one of claims 1 to 6, characterized in that it comprises the step of dismantling the engine of the turboprop (1) by means suspension (10, 12) while leaving in place the propeller (5), the main reducer (6) and said at least one electric generator (20) of the turboprop (1). s. 60368 1/2