• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a rotorcraft equipped with a rear rotor (3) anti-torque whose orientation of the drive shaft (6) is constant and whose rotor disk is mainly disposed laterally to the tail boom of the rotorcraft . An operating mechanism (14) of the blades (8) of the rear rotor (3) comprises a rotating control plate (27) placed in engagement with the blades (8) and operable by a control rod (21) oriented according to the drive shaft (6) of the rear rotor (3). The control plate (27) is arranged on a constant mounting plane (PM) causing a permanent cyclic variation of the pitch of the blades (8). A maneuver in pivoting of the control rod (21) modifies the exploitation of the permanent cyclic variation of the pitch of the blades (8) between a contribution of levitation and a contribution of propulsion in translation of the rotorcraft according to the angular orientation of the plate of control (27) in its assembly plan (PM).
    公开号:FR3014838A1
    申请号:FR1302966
    申请日:2013-12-17
    公开日:2015-06-19
    发明作者:Olivier Bistuer；Homme Lacroix Pierre Prud
    申请人:Eurocopter France SA；
    IPC主号:
    专利说明:

    [0001] Giravion equipped with an anti-torque rear rotor selectively participating in the levitation and the propulsion in translation of the rotorcraft. The present invention is in the field of rotorcraft and relates more specifically anti-torque rotors with substantially horizontal rotation drive shaft equipping the rotorcraft. Such an anti-torque rotor typically provides stabilization and yaw control of the rotorcraft, counteracting a yaw torque generated by a main rotor with a substantially vertical rotation drive shaft providing at least the lift of the rotorcraft. The anti-torque rotor of the present invention is more specifically installed at the end of a tail boom of the rotorcraft. The rotor disk formed by the rotary wing of said anti-torque rotor is mainly oriented vertically and longitudinally by being disposed laterally to the tail boom of the rotorcraft, so that the anti-torque rotor generates a transverse vector component of thrust providing in flight the yaw control of rotorcraft. The notions of "lateral" or otherwise "sideways", "transversal" and "vertical" are relative notions commonly identified in the field of rotorcraft with respect to the notion of "longitudinal" defined by the general extension rotorcraft typically considered longitudinally from front to back.
    [0002] In general, the rotorcraft rotors typically comprise a rotary wing composed of blades radially distributed around a hub. The hub is rotated by means of a mechanical power transmission chain engaged with a motorization unit fitted to the rotorcraft. The rotating wing rotates in a conventional manner defines a rotor disk delimited between the ends of the blades driven in rotation by the hub. Concerning the rotors, it is typically made distinction between the axis of rotation of the rotor and the axis of geometric rotation of the rotor. Indeed, the rotational drive axis of the rotor is in particular identified by the axis of rotation of the bearing hub of the rotary wing, while the axis of rotation of the rotor corresponds to the geometric axis of rotation of the rotor disk. formed by the rotating wing of the rotor. The blades are individually mounted on the hub by means of respective blade roots. The blade feet can be integrated with the blades or be formed of mounting arms on which are reported the blades. Such a mounting arm is for example arranged in a sleeve. The blades of a rotorcraft rotor are operable to pivot on themselves by a pilot of the rotorcraft, around a pitch variation axis oriented in the general direction of extension of the blades. The pivoting of the blades around their pitch variation axis is caused by means of a blade actuating mechanism operable by a kinematic chain implemented by the pilot generating flight controls. Said driver may be a human pilot or an autopilot. To cause the blades to pivot about their pitch variation axis, the blade legs are individually pivotally mounted on the hub at least about the pitch pitch axis of the blades. The blade feet are each equipped with a step lever for their individual engagement with said operating mechanism via a rod which is assigned to them.
    [0003] These arrangements are such that the pilot can vary the incidence of the blades of the various rotors fitted to the rotorcraft to modify the propulsion and / or the flight attitude of the rotorcraft in its various directions of extension including the direction of longitudinal extension, the transverse extension direction and / or the vertical extension direction. Classically, the rotorcraft are equipped with at least one main rotor with substantially vertical rotation axis of rotation providing at least their lift and / or their guidance in the vertical direction of extension of the rotorcraft. In the specific case of helicopters, the main rotor provides not only the lift of the rotorcraft, but also its propulsion following any directions of progression and the change of attitude of the rotorcraft in pitch and roll. For this purpose, the blades of the main rotor are maneuverable by the pilot pivoting about their pitch variation axis. To change the lift provided by the main rotor, the pilot generates flight controls collectively varying the pitch of the main rotor blades. To change the attitude of the rotorcraft in pitch and / or roll, the pilot generates flight controls cyclically varying the pitch of the main rotor blades. With regard to the main rotor, said blade actuating mechanism around their pitch variation axis frequently comprises an oscillating plate mounted on a main bearing mast of the main rotor along its driving axis. The swash plate is composed of a carrier lower plate in a coaxial superposition of an upper plate. The lower plate is mounted fixed in rotation about the drive axis of the main rotor. The upper plate is rotatably mounted about the driving axis of the main rotor, being engaged with the hub by means of an articulated structure, such as arranged in a compass for example.
    [0004] Furthermore, the lower plate is movably mounted on the mast in translation and nutation. The lower plate can be operated by the pilot by means of control rods according to three separate flight control lines. The upper plate is connected to each of the blade feet by operating rods respectively taken with the pitch levers whose blade feet are each equipped. Such an arrangement of the swash plate gives it an axial mobility while being oscillating in all directions in ball joint, to cause the variation of the pitch of the blades according to the flight controls operated by the pilot. It follows from these provisions that the swash plate can be placed by the pilot in any orientation in the space relative to the mast. A displacement in translation of the swash plate along the mat causes a collective variation of the pitch of the blades to modify the lift provided by the main rotor and to vary the flight attitude of the rotorcraft in its vertical direction of extension. Tilting of the swash plate relative to the mast according to the individual position of the blades in azimuth, causes a cyclic variation of the blade pitch to change the flight attitude of the rotorcraft in pitch and / or roll. In addition, rotorcraft are conventionally equipped with an anti-torque device providing stabilization of the rotorcraft in yaw by controlling the yaw torque generated by the main rotor. Such an anti-torque device is also used to guide the rotorcraft in yaw. The anti-torque devices on rotorcraft are frequently installed at the end of a rotorcraft tail boom. An anti-torque device for a rotorcraft is for example of the air-propulsion type or more commonly is formed of a rear rotor with a substantially horizontal rotation axis.
    [0005] With regard to such a rear rotor, the rotor disc formed by the wing of the rear rotor is mainly oriented vertically and longitudinally, in particular being arranged laterally to the tail boom of the rotorcraft. These arrangements are such that the rear rotor generates a thrust mainly comprising a transverse vector component to provide the yaw control of the rotorcraft. Stabilization and yaw control of the rotorcraft are regulated by a collective variation of the pitch of the rear rotor blades, causing a variation in the amplitude of the thrust generated by the tail rotor. For this purpose, the rear rotor is equipped with a said mechanism for maneuvering its blades around their pitch variation axis. According to a conventional embodiment, such an actuating mechanism fitted to a rear rotor comprises a control rod mounted movably in translation on a mounting frame of the rear rotor on the tail boom. Such a chassis is formed in particular of a mechanical transmission gear box with an angle transmission connecting the rear rotor to a motor shaft oriented orthogonally with respect to the drive axis of the rear rotor. The control rod extends inside the hub being mounted fixed in rotation. The control rod is operable in translation by means of a control rod implemented by the pilot along a control line assigned to control the yaw attitude of the rotorcraft. A control plate is rotatably mounted on the control rod and carries operating rods placed in respective holds with the levers individually equipping the blade legs carrying the blades of the rear rotor. These arrangements are such that a maneuver in translation of the control rod by the pilot causes a collective variation of the pitch of the blades of the rear rotor.
    [0006] Moreover, the efforts to pivot the blades of the various rotors equipping the rotorcraft may be important, it may be useful to assist the pilot in the efforts to provide to maneuver the blades. For this purpose, it is common to use servo controls placed on the various control lines to vary the pitch of the blades of the different rotors. More particularly, the servocontrols can assist a human pilot vis-à-vis the efforts he must provide to vary the pitch of the blades through a mechanical power transmission chain. The servocontrols can still be advantageously controlled according to flight commands generated by an autopilot. In this context, it appeared that the operation of the tail rotor could be optimized by using the thrust provided by the tail rotor not only to stabilize and guide the rotorcraft in yaw, but also to participate in its propulsion in translation. More particularly, the tail rotor can be operated not only to control the yaw attitude of the rotorcraft, but also to form a propeller propeller of the rotorcraft in translation.
    [0007] However, to form such a propeller propeller in translation, the rotor disc formed by the wing of the rear rotor must be oriented mainly vertically by being inclined relative to the orientation of the transverse plane of extension of the rotorcraft. A known solution is to tilt the rear rotor onto the tail boom, so that the rotor disc can be differently oriented according to the operation that is made of the tail rotor. More particularly, the rear rotor may be oriented between a longitudinal-vertical orientation position of the rotor disk and a transverse-vertical orientation position of the rotor disk.
    [0008] In the longitudinal-vertical orientation position, the rotor disk is oriented vertically and longitudinally along the directions of vertical and longitudinal extension of the rotorcraft. In other words, in the position of longitudinal-vertical orientation, the rotor disk is disposed substantially perpendicular to the transverse direction of extension of the rotorcraft. In the position of transverse-vertical orientation, the rotor disk is oriented vertically being at least inclined or even being arranged perpendicularly to the direction of longitudinal extension of the rotorcraft. These arrangements are such that in longitudinal-vertical orientation position of the rotor disk, the rear rotor is only used to guide and stabilize the yawl rotor against the yaw torque generated by the main rotor. A tilting maneuver of the rear rotor having the rotor disc in the transverse-vertical orientation position then allows an exploitation of the thrust produced by the rear rotor to participate in the propulsion of the rotorcraft in translation. In this connection, reference may be made to document FR2969577 (EUROCOPTER), which discloses such tilting modalities of a rear rotor selectively orienting the rotor disc between a longitudinal-vertical orientation and a transverse-vertical orientation on either side of the rotor. a neutral orientation. Another known solution is to permanently orient the rotor disk formed by the rear rotor wing in longitudinal-vertical position being more specifically oriented orthogonal to the direction of longitudinal extension of the rotorcraft, then to vary collectively and / or cyclically the not blades as needed. In this connection, reference may be made to FR1484732 (DORNIER WERKE GmbH), which discloses such methods of operating a rear rotor.
    [0009] According to the document FR1484732, the variation of the pitch of the blades is caused by the operation of an oscillating disk in the manner of the swash plate conventionally used to vary the pitch of the blades of a main rotor. A collective variation of the pitch of the blades makes it possible to regulate the amplitude of the thrust produced by the rear rotor and finally makes it possible to regulate the propulsion of the rotorcraft in translation by the rear rotor. Stabilization and yaw control of the rotorcraft are obtained by a cyclic variation of the pitch of the blades of the tail rotor in association with the implementation of a rudder. Another problem posed by the rotorcraft rotors lies in a flapping movement of the blades in the general plane of the rotor disc formed by the wing. With regard to a rear rotor, reference may be made to GB2274634 (WESTLAND HELICOPTERS), which proposes to counter such a flapping movement of the blades of a rear rotor by causing a cyclic variation of their pitch. For this purpose according to GB2274634, a control rod is provided with a blade actuating plate pivoting about their axis of variation of pitch. The control rod is mounted jointly rotating with the wing on a rear rotor mounting frame at the end of a tail boom of the rotorcraft, being movable in translation along the drive axis of the tail rotor. In addition, the control rod is hinged and swiveled by an actuator to cause tilting of the control plate and thereby cyclically vary the pitch of the blades at each revolution of rotation of the tail rotor. Another known operation of a rotorcraft rotor is to assist the main rotor to provide lift. To this end, a tail rotor is mounted at the end of the tail boom of a rotorcraft so that the rotor disk formed by its blade is disposed in a longitudinal-tilted orientation. Such a longitudinal-leaning orientation is imparted to the rotor disk by mounting the rear rotor on the rotorcraft by arranging its driving axis significantly inclined relative to the horizontal plane of extension of the rotorcraft. In the longitudinal-leaning position of the rotor disk, the rear rotor not only mainly provides stabilization and yaw steering of the rotorcraft by a transverse vector component of thrust, but also a complementary lift input by a vertical vector component of thrust to increase the rear centering range of the rotorcraft. The additional lift support provided by the tail rotor is advantageous for specific flight situations, such as when carrying heavy loads and / or when the rotorcraft is hovering or at low speeds commonly identified as less than 50 kt. (50 knots). However, it has become apparent that such additional lift may be detrimental under certain flight conditions of the rotorcraft, such as in particular in the flight phase of the rotorcraft at speeds above 75 kt (75 knots). In fact, during cruising flight, an additional support of lift by the rear rotor inadvertently increases the hump (effect of rotor blast on the empennage of the rotorcraft), degrades the stability of the rotorcraft and generates an excessive consumption of fuel. . Consequently, the permanent operation of a tail rotor to provide additional lift is untimely, particularly in the case where the rotorcraft is moving at cruising speeds or even when the rotorcraft is not heavily loaded. It appears that a constant search in the field of rotorcraft lies in the organization of a rear rotor providing not only a control of the attitude of the rotorcraft in yaw, but also making it possible to propel the rotorcraft according to other directions progression , such as along the axis of gravity to provide lift support of the rotorcraft or as following the other directions of progression of the rotorcraft in translation. Such research involves choices relating to the operations made of the thrust generated by the tail rotor to provide priority or alternatively a transverse thrust, a vertical thrust or a horizontal thrust. However, a compromise must be found between such a search for optimized operation of the thrust provided by the rear rotor and the structural simplicity of the rear rotor. Indeed, it is necessary to avoid overly complexifying the organization of the rear rotor with regard to the advantages provided in the margin of a choice made of the priority operation of the rear rotor to control the attitude of the rotorcraft in yaw. The subject of the present invention is a rotorcraft equipped with a rear rotor having a substantially horizontal rotation axis of rotation, mainly providing a control of the yaw attitude of the rotorcraft 20 and, alternatively, providing a thrust in at least one other direction as required. of the rotorcraft. In this context, it must not be lost sight of the search for the aforementioned compromise. In addition, the passage from one operation to another of the thrust generated by the rear rotor is desired to be procured gradually and temporarily as required, avoiding an imbalance of the rear rotor and / or a risk of temporary destabilization of the rotorcraft . It should also be avoided to unduly burden the end of the tail boom. The rotorcraft of the present invention is equipped with at least one main rotor with a substantially vertical rotation axis and a rear anti-torque rotor with a substantially horizontal rotation axis. Said rear rotor is mounted at the end of a tail boom of the rotorcraft through a chassis housing mechanical power transmission means between a hub of the rear rotor and a motor shaft oriented transversely to said drive axis rear rotor. Such a chassis is in particular conventionally formed by a mechanical power transmission gearbox interposed between the hub and the drive shaft which conventionally extends along the tail boom of the rotorcraft. The drive shaft of the rear rotor is disposed in a constant orientation substantially horizontal and orthogonal to the orientation of the vertical plane extending along the direction of longitudinal extension of the rotorcraft. These arrangements are such that the rotor disk formed by the rotary wing of the rear rotor is mainly arranged in a longitudinal-vertical orientation (for rotor disk return conventionally oriented vertically and longitudinally with respect to the rotorcraft, being conventionally arranged laterally to the beam 20 tail), so that the rear rotor is essentially generating a transverse vector component of thrust controlling the winding behavior of the rotorcraft. Said hub is carrying said wing composed of a plurality of blades mounted individually movable on the hub at least pivotally about a pitch variation axis. The rear rotor is equipped with a mechanism for maneuvering the blades around their said pitch variation axis in accordance with pitch variation commands generated by a pilot of the rotorcraft.
    [0010] It is understood that said pilot of the rotorcraft can be indifferently a human pilot or an autopilot whose implementation is controlled by the human pilot. Said operating mechanism comprises a control plate placed in rotating engagement with the hub. The control plate is provided with rods for maneuvering the blades in respective sockets with pitch levers equipping the blades individually. The control plate is rotatably mounted on a control rod mounted coaxially and movable in translation along the drive axis 10 of the rear rotor. The control rod is operable in translation by a first actuator whose implementation is regulated by control means in accordance with pitch variation commands generated by a pilot of the rotorcraft. The implementation of the first actuator by the control means causes a collective variation of the pitch of the blades of the rear rotor modifying the amplitude of the thrust generated by the rear rotor. The operating mechanism further comprises means generating a cyclic variation of the pitch of the blades of the rear rotor. According to the present invention, the control plate is mounted on the control rod by generating a permanent cyclic variation of the pitch of the rear rotor blades, the control plate being disposed in its general plane along a constant orientation mounting plane. relative to the drive axis of the tail rotor. Furthermore, the control rod is operable in coaxial pivoting about the drive axis of the rear rotor by a second actuator whose implementation is placed under the control of the control means. Maneuvering the control rod pivotally by the second actuator between two predefined extreme positions causes a change of angular orientation of the control plate in said mounting plane and consequently changes the orientation of said rotor disk. These arrangements are such that a maneuver in pivoting of the control rod by the second actuator to a first extreme position causes a maneuver of the control plate in the mounting plane to a first extreme angular orientation. Since the control plate is arranged according to the first extreme angular orientation, the cyclic variation of the pitch of the blades 10 of the rear rotor is mainly generating a vertical vector component of thrust. Such a vertical vector component of thrust is conventionally oriented according to the direction of vertical extension of the rotorcraft and comprises in itself in all or nothing a vector component oriented along the axis of gravity. These arrangements are still such that a maneuver in pivoting of the control rod by the second actuator towards a second extreme position causes a maneuvering of the control plate towards a second extreme angular orientation. Since the control plate is disposed in the second extreme angular orientation, the cyclic variation of the pitch of the blades of the rear rotor is mainly generating a longitudinal vector component of thrust. Such longitudinal thrust vector component is conventionally oriented in the direction of longitudinal extension of the rotorcraft and provides propulsion of the rotorcraft in translation in its longitudinal extension plane. Of course, the respective magnitudes of the vertical thrust vector component and the thrust longitudinal vector component are controlled by varying inversely according to the maneuvers of the control plate between said extreme angular orientations.
    [0011] It follows from these provisions that the implementation of the operating mechanism is regulated by the control means so that the thrust generated by the rear rotor provides essentially a control of the yaw attitude of the rotorcraft and to a lesser extent as needed a contribution of levitation of the rotorcraft and / or a contribution of propulsion in translation of the rotorcraft in its longitudinal plane of extension. In addition, the contribution of lift of the rotorcraft and the contribution of propulsion in translation of the rotorcraft by the rear rotor can be selectively favored according to distinct cases of flight, being provoked progressively with the advantage of avoiding an imbalance in flight of the rotorcraft during such a passage. The organization of the actuating mechanism is structurally simple, in particular avoiding the nutation-free mounting of any member of the operating mechanism, as is usually practiced to cyclically vary the pitch of the blades of a rotor. The mounting of the rear rotor on the tail boom is balanced around its drive axis, the control rod being movable both in translation and rotation following the orientation of the driving axis of the fixed rear rotor fixed on the tail boom. A weighting of the end of the tail boom is thus avoided and the rear rotor can be produced industrially at competitive costs. The contribution of lift of the rotorcraft by the rear rotor is not obtained as conventionally by mounting the tail rotor on the tail boom of the rotorcraft by orienting its drive axis in a manner bent with respect to the orientation of the plane. horizontal extension of the rotorcraft, but through the maneuvering pivoting of the control rod by the second actuator in a first direction of maneuver.
    [0012] The controlled contribution of levitation of the rotorcraft by the rear rotor makes it possible to avoid the use of a tilting horizontal stabilizer and makes it possible to increase the margin of maneuver of the rotorcraft on landing vis-à-vis a touchdown. floor of a crutch conventionally equipping the end of the tail boom. Propulsion contribution in translation of the rotorcraft by the rear rotor is not obtained as conventionally by tilting of the rear rotor on the tail boom of the rotorcraft modifying the orientation of its drive shaft, but through of maneuver in pivoting of the control rod by the second actuator in a second opposite direction of operation in the first operating direction. The contribution of lift of the rotorcraft by the rear rotor can be favored for first cases of flight for which such a contribution of 15 levitation of the rotorcraft is timely, the contribution of propulsion in translation of the rotorcraft by the rear rotor being then de facto advantageously significantly decreased to tend to be zero. The first cases of theft are identified in particular according to the mass of the load on board the rotorcraft and / or according to the rear centering conditions of the mass of the rotorcraft taking into account in particular the loading of cargo in the hold and / or by slinging, and / or according to the speed of progression of the rotorcraft identified in accordance with a progression of the rotorcraft hovering and / or low speeds. For example, a lift contribution of the rotorcraft by the tail rotor is particularly advantageous at take off of the heavy load rotorcraft, and / or in the case where the rotorcraft is hovering and / or at low speeds. For example again, the regulation of the contribution of lift of the rotorcraft by the rear rotor 30 makes it easier for the pilot to maintain the attitude of the rotorcraft and to manage the rear centering of the mass of the rotorcraft, particularly in the event of embarkation. piles of potentially diverse masses. Similarly, the contribution of propulsion in translation of the rotorcraft by the tail rotor can be favored for second flight cases distinct from the first cases of flight, for which said contribution of propulsion in translation is appropriate. The contribution of levitation of the rotorcraft by the tail rotor is then advantageously significantly reduced to tend to be zero. The second flight cases are in particular identified by a progression in translation of the rotorcraft at high speeds, at commonly accepted cruise speeds of greater than 75 kt. According to an exemplary mounting of the control plate, the control plate is mounted coaxially on the control rod by being disposed along a mounting plane oriented orthogonally to the vertical plane of transverse extension of the rotorcraft and inclined with respect to the axis. drive of the tail rotor. The control plate is operable between said extreme angular orientations by coaxial pivoting about the drive axis of the rear rotor. The angle of inclination of the control plate with respect to the drive axis of the rear rotor is indicative between 10 ° and 30 °. The control plate is for example mounted by means of at least one rolling member on a flange of the inclined control rod along the mounting plane of the control plate. According to another example of mounting the control plate, the control plate is mounted on the control rod being disposed along a mounting plane orthogonal to the drive axis of the rear rotor. The axis of rotation of the control plate is parallel eccentric with respect to the drive axis of the rear rotor. The control plate is operable between said extreme angular orientations by angular displacement of the control plate in said mounting plane about the drive axis of the rear rotor. The control plate is for example mounted by means of at least one rolling member on a cylindrical finger carried at radial distance from the drive shaft of the rear rotor by a radially extended wing of the control rod.
    [0013] As an indication, the control rod is operable by the second actuator between said extreme positions in an angular range of rotation that can extend from 0 ° to 90 °. The first actuator and the second actuator consist in particular of servocontrols placed in engagement with the proximal end of the control rod opposite its distal end carrying the control plate. Such servocontrols are potentially and indifferently servocontrols of the rotary type or servocontrols of the translative type.
    [0014] The control plate is preferably placed in rotating engagement with the hub by means of an articulated structure, such as arranged in compass, bellows, tangential rods or recessed pitch rods for example. A method of implementing a rear rotor equipping a rotorcraft in accordance with the present invention mainly comprises an attitude control operation of the rotorcraft in yaw, conventionally operated by collective variation of the pitch of the blades of the tail rotor. Said method also comprises operations for subsidiary operation of the thrust produced by the rear rotor by cyclic variation of the pitch of the blades of the rear rotor, said cyclic variation being permanent. Such operations of subsidiary exploitation of the thrust produced by the rear rotor respectively provide a contribution of lift and / or a contribution of propulsion in translation of the rotorcraft according to respective flight cases identified by the onboard instrumentation of the rotorcraft. More particularly, a method of implementing a rear rotor equipping a rotorcraft of the present invention mainly comprises a control operation of the yaw attitude of the rotorcraft, a controlled contribution lift operation of the rotorcraft by the rear rotor and a controlled propulsion operation operation in translation of the rotorcraft by the rear rotor. Said control operation of the attitude of the rotorcraft 15 comprises in particular the following steps: -) emission by the pilot of the rotorcraft of a control of collective pitch variation of the rear rotor blades providing a control of the attitude in yaw of the rotorcraft, -) transmission of said collective pitch variation control of the blades to the control means, -) activation by the control means of the first actuator in accordance with the control of collective pitch variation of the blades, causing a displacement in translation of the control rod. Said controlled rotorcraft lift support operation by the tail rotor comprises the following steps: -) the pilot's emission of the rotorcraft from a first flight control relating to a rotorcraft lift application request by the rotor rear, -) transmission of said first flight control to the control means, -) activation by the control means of the second actuator in accordance with said first flight control causing a pivotal maneuver of the control rod to said first extreme position . Said operation of controlled supply of propulsion in translation of the rotorcraft by the rear rotor comprises the following steps: -) emission by the pilot of the rotorcraft of a second flight control relating to a request for propulsion thrust of the rotorcraft in translation by the rotor rear, -) transmission of the second flight control to the control means, -) activation by the control means of the second actuator 15 causing a maneuver in pivoting of the main rod to said second end position. The first flight control is advantageously generated by a pilot of the rotorcraft according to at least one of the following information provided by the onboard instrumentation of the rotorcraft: 20 -) the speed of progression of the rotorcraft, and more particularly an identification by the instrumentation on board of a progression of the rotorcraft hovering and / or at low speeds, -) the overall mass of the rotorcraft including at least the mass of its own structure and preferably the mass of guns, or even the current mass. onboard fuel, -) the rear centering conditions of said overall mass of the rotorcraft.
    [0015] The second flight control is advantageously generated by a pilot of the rotorcraft according to information provided by the onboard instrumentation of the rotorcraft relative to a progression of the rotorcraft at high speeds.
    [0016] Of course, the amplitude of the maneuver in pivoting of the control rod is calculated by the control means to regulate the orientation of the thrust produced by the rear rotor according to the respective amplitudes of the vertical vector component of thrust and the longitudinal vector component to be provided in accordance with the various said flight commands issued by the pilot. Exemplary embodiments of the present invention will be described in relation to the figures of the attached plates, in which: FIG. 1 is composed of two diagrams (a) and (b) illustrating a rotorcraft equipped with a rear rotor of which the rotor disk is arranged in a longitudinal-vertical orientation, respectively in plan view for the diagram (a) and in side view for the diagram (b). FIG. 2 is composed of two diagrams (c) and (d) illustrating a rotorcraft equipped with a rear rotor whose rotor disk is arranged in a transverse-vertical orientation, respectively in plan view for the diagram (FIG. ) and in rear view for the diagram (d). FIG. 3 is composed of two diagrams (e) and (f) illustrating a rotorcraft equipped with a rear rotor whose rotor disk is disposed in a longitudinal-leaning orientation, respectively in top view for the diagram (FIG. ) and in rear view for the diagram (f). Fig. 4 is a perspective illustration of a rotorcraft rear rotor according to an embodiment of the present invention. - Fig.5 and Fig.6 are schematic illustrations in axial sections of a rear rotorcraft rotor according to respective embodiments of the present invention. - Fig.7, Fig.8 and Fig.9 are diagrams illustrating various 5 operations of a method of implementation of the rear rotors shown in Fig.4 to Fig.6. The common members shown in the different figures are respectively identified with the same reference numbers. In FIGS. 1 to 3, a rotorcraft 1 is equipped with a main rotor 10 2 with a substantially vertical rotation drive shaft and a rear rotor 3 with a substantially horizontal rotation axis. The main rotor 2 provides at least the lift of the rotorcraft 1, or even its propulsion and / or its attitude change in any direction of progression. The rear rotor 3 is an anti-torque rotor mounted at the end of a tail boom 4 of the rotorcraft 1 to provide control of the yaw attitude of the rotorcraft 1. Conventionally, a rotorcraft rotor has a rotary wing composed of at least two blades (four blades on the illustrated embodiments). The blades are mounted on a hub driven in rotation, a rotor disk 5 being typically formed by the circle described by the end of the blades of the rotary wing. In FIG. 1, the drive shaft 6 of the rear rotor 3 is mounted at the end of the tail beam 4 while being permanently oriented in a substantially horizontal constant orientation and orthogonal to the orientation of the vertical plane. Spread PV of the rotorcraft 1 extending along the longitudinal direction DL of the rotorcraft 1. The rotor disk 5 is thus disposed in a longitudinal-vertical orientation with respect to the rotorcraft 1, in which the rotor disk 5 is oriented vertically and longitudinally being disposed laterally to the tail boom 4 of the rotorcraft 1. These provisions are such that the rear rotor 3 generates a thrust substantially comprising a transverse vector component of thrust CL1 providing control of the attitude of the aircraft. rotorcraft 1 in lace. In FIG. 2, the driving axis 6 of the rear rotor 3 is oriented substantially horizontally while being inclined with respect to the orientation of the vertical plane PV of extension of the rotorcraft 1, lo extending in the longitudinal direction. DL rotorcraft extension 1. The rotor disk 5 is thus disposed in a vertical-transverse orientation relative to the rotorcraft 1 in which the rotor disk 5 is oriented vertically being inclined relative to the longitudinal direction DL extension of the rotorcraft These provisions are such that the rear rotor 3 generates a thrust comprising a transverse vector component of thrust CL1 providing the yaw control of the rotorcraft 1. The thrust generated by the tail rotor 3 also comprises a longitudinal vector component thrust CL2 procuring propulsion of the rotorcraft 1 in translation along its longitudinal extension plane. Conventionally according to the prior art and as illustrated in FIG. 2, the arrangement of the rotor disk 5 in a transverse-vertical orientation is achieved by tilting the drive axis 6 of the rear rotor 3 with respect to the longitudinal direction DL extension of the rotorcraft 1. Such inclination can be conferred by tilting the rear rotor 3 changing the orientation of its drive shaft 6. In Fig.3, the rotor disc 5 is arranged in a longitudinal orientation- bent with respect to the rotorcraft 1, in which the rotor disc 5 is disposed laterally to the tail boom 4 of the rotorcraft 1 while being inclined with respect to the orientation of the vertical plane PV extension of the rotorcraft 1 extending according to the DL longitudinal direction of extension of the rotorcraft 1. These provisions are such that the rear rotor 3 generates a thrust comprising a transverse vector component thrust CL1 providing the stabilization and / or the steering of the rotorcraft 1 in yaw and a vertical vector component CV of thrust providing a levitation contribution of the rotorcraft 1 in addition to the lift mainly provided by the main rotor 2. To provide said contribution of levitation of the rotorcraft 1 by the rear rotor 10 3 such a vertical vector component CV thrust, oriented in the vertical direction of extension of the rotorcraft 1, obviously includes itself in whole or in part a thrust vector component oriented along the axis of gravity. Conventionally according to the prior art and as illustrated in FIG. 3, the arrangement of the rotor disk 5 in a longitudinal-leaning orientation is achieved by tilting the driving axis 6 of the rear rotor 3 in the vertical plane considered According to the transverse direction DT extension of the rotorcraft 1. In Fig.4, a rear rotor 3 anti-torque conventionally comprises a hub 7 on which are mounted blades 8 via respective blade roots 9. The hub 7 is mounted on a chassis 10 formed of a mechanical power transmission gear box with an angle between a drive shaft 11 and the hub 7. The rear rotor 3 shown in Fig.4 is mounted on the frame 10 25 so that its drive axis 6 is permanently oriented substantially orthogonal to the axis of rotation of the drive shaft 11 which extends along the tail boom of the rotorcraft. According to such a configuration and in accordance with the present invention, the rear rotor 3 is mounted at the end of the tail boom of the rotorcraft so that the drive shaft 6 of the tail rotor 3 is permanently oriented in an orientation. constant substantially horizontal and orthogonal to the vertical plane PV extending in the longitudinal direction DL extension of the rotorcraft 1 as shown in fig.1. Conventionally, the blades 8 of the rear rotor 3 are collectively operable in pivoting about individual pitch variation axes. As an indication, the blades 8 are mounted on the hub 7 while being mobile in drag and beat. In this context and on the exemplary embodiment illustrated, the blades 8 are mounted on the hub 7 by means of spherical laminated abutments 12, drag dampers 13 being placed in individual engagement on the blades 8 and on the hub 7 The blades 8 are collectively manipulated to pivot about their pitch variation axis by an operating mechanism 14 in accordance with collective pitch variation commands generated by a pilot of the rotorcraft. Maneuvering in rotation of the blades 8 collectively about their pitch variation axis makes it possible to regulate the amplitude of the thrust produced by the rear rotor 3. To this end, the blades 8 are typically each provided with a step lever. 15 of the operating mechanism 14 comprises actuators 17, 18 consisting of servocontrols, the implementation of which is placed under the control of actuating means 20 activated according to the operating mechanism 14. flight commands generated by the pilot. A first actuator 17 is mounted on the frame 10 while being oriented along the drive axis 6 of the rear rotor 3. The first actuator 17 is dedicated to a translational maneuver of a control rod 21 of the operating mechanism 14. A second actuator 18 is mounted on the frame 10 laterally to the control rod 21 and is dedicated to a pivoting operation of the control rod 21 around the drive shaft 6 of the rear rotor 3. Various embodiments of such an operating mechanism 14 of the present invention are respectively illustrated in Fig.5 and Fig.6. In FIGS. 5 and 6, the operating mechanism 14 comprises a control rod 21 mounted coaxially on the frame 10 along the driving axis 6 of the rear rotor 3, extending inside the hub 7. The control rod 21 is engaged at its proximal end with the actuators 17, 18 and carries at its distal end of a control plate 27 by means of a rolling member 19. The control plate 27 is connected to each of the blades 8 of the rear rotor by means of said operating rods 16 15 individual blades 8 pivoting about their pitch variation axis. The control plate 27 is connected to the hub 7 by means of an articulated structure 28 for its rotational drive by the hub 7. In FIG. 5, said articulated structure 28 is arranged in a compass. In Fig.6, said articulated structure 28 is arranged in a bellows formed of rigid elements hinged together. It is proposed to permanently cause a cyclic variation of the blades 8 of the rear rotor 3 with the effect of continuously generating at least one additional vector component thrust CL2 and / or CV distinct from the transverse vector component thrust CL1 mainly generated by the rear rotor 3 to control the yaw attitude of the rotorcraft. Said auxiliary vector component CL2 and / or CV thrust is selectively used according to separate flight cases to provide, according to specific needs, a contribution of lift of the rotorcraft or a contribution of propulsion in translation of the rotorcraft according to its plane of horizontal extension. However, such levitation and / or rotational propulsion contributions of the rotorcraft are useful for certain cases of flight on the sidelines of the main function of the tail rotor 3 of providing control of the yaw attitude of the rotorcraft. It is therefore desirable not to excessively complicate the structure of the rear rotor 3, in particular by avoiding a nutation mounting of any member of the operating mechanism 14, in order to limit the weighting of the tail boom of the rotorcraft. and also to allow a realization at competitive costs and easy installation of the rear rotor 3 on the tail boom of the rotorcraft. For this purpose, the control plate 27 is rotatably mounted on the control rod 21 while being oriented in its general plane along a mounting plane PM of constant orientation with respect to the driving axis 6 of the rear rotor 3 The mounting of the control plate 27 on the control rod 21 permanently generates a cyclic variation of the pitch of the blades 8 of the rear rotor 3. For example, in FIG. control 21 being arranged according to a mounting plane PM inclined relative to the drive shaft 6 of the rear rotor 3. The control plate 27 is mounted on a flange 22 of the control rod 21, said flange 22 being inclined Frontally with respect to a plane orthogonal to the drive axis 6 of the rear rotor 3. For example again in FIG. 6, the control plate 27 is mounted on the control rod 21 while being arranged in a plane of PM mounting orthogonal to the input axis In this case, the axis of rotation A of the control plate 27 is eccentric with respect to the driving axis 6 of the rear rotor 3. In the embodiment illustrated in FIG. 6, the axis of rotation A of the turntable 27 extends parallel to the driving axis 6 of the rear rotor 3 being radially offset relative to the drive axis 6 of the rear rotor 3. At this Indeed, the control plate 27 is rotatably mounted on a cylindrical finger 24 mounted on a radially extended flange 25 of the control rod 21. The control rod 21 is operable by the actuators 17, 18 whose respective activations modify the effects produced. by the thrust generated by the rear rotor 3. More particularly, a first actuator 17 is dedicated to the operation of the control rod 21 in translation along the drive axis 6 of the rear rotor 3 to collectively vary the pitch of the blades 8 of the rear rotor 3. A second actuator 18 is dedicated to the operation of the control rod 21 coaxially pivoting about the driving axis 6 of the rear rotor 3. The control rod 21 is pivotally operable by the second actuator 18 between two predefined end positions manipulating the control plate 27 between respective angular orientations in the mounting plane PM. Maneuvering the control plate 27 by the control rod 21 changing its angular orientation results in fact by the engagement of the control plate 27 with the blades 8 and by the axial bearing of the control plate 27 against the rod of control 21 by means of the rolling members 19. In FIG. 5, the operation of the control plate 27 modifying its angular orientation in the mounting plane is a coaxial pivoting operation of the control plate 27 along the axis In the Fig.6, the operation of the control plate 27 changing its angular orientation is an operation by angular displacement of the control plate 27 in the mounting plane PM.
    [0017] In a first extreme position of the control rod 21, the control plate 27 is placed in a first extreme angular orientation in which the said thrust vector component is a vertical vector component CV of thrust providing lift support of the rotorcraft. In a second extreme position of the control rod 21, the control plate 27 is placed in a second extreme angular orientation in which said thrust vector component is a thrust longitudinal vector component CL2 providing propulsion in translation of the rotorcraft . According to the flight commands generated by a pilot of the rotorcraft, the operating mechanism 14 of the blades 8 of the rear rotor 3 regulates the amplitude of the thrust generated by the rear rotor 3 and the distribution of this thrust between mainly said transverse vector component CL1 thrust providing priority control of the winding attitude of the rotorcraft 1 and said vector components annexes CL2 and CV whose amplitudes vary inversely according to the needs identified by predefined flight cases of the rotorcraft.
    [0018] More particularly, in FIG. 7, a pilot 29 of the rotorcraft generates collective pitch variation control 30 of the rear rotor blades to vary the amplitude of the thrust produced by the tail rotor. The control of collective pitch variation 30 of the blades is transmitted to the control means 20 which activate the first actuator 17 with the effect of displacing the control rod 21 in translation and consequently displacing the control plate 27 in translation. This operation has the effect of varying the pitch of the blades 8 collectively and finally has the effect of varying the amplitude of the thrust produced by the rear rotor.
    [0019] More particularly still in FIG. 8, a pilot 29 of the rotorcraft generates a first flight control 31 to provide lift support for the rotorcraft by the tail rotor. The first flight control 31 is transmitted to the control means 20 which activate the second actuator 18 for pivotally operating the control rod 21 in a first direction of rotation towards the first extreme position with the effect of causing a modification of the orientation. The control plate 27 being disposed in said first extreme angular orientation, a vertical vector component CV of thrust is generated by the rear rotor. In FIG. 9, a pilot 29 of the rotorcraft generates a second flight control 32 relating to a request for propulsion supply in translation of the rotorcraft 1 by the rear rotor 3. The second flight control 32 is transmitted to the control means 20 which activate the second actuator 18 to pivotally maneuver the control rod 21 to the second end position in a second direction of rotation opposite the first direction of rotation. As a result, the angular orientation of the control plate 27 is changed to cause the control plate 27 to move toward said second extreme angular orientation. The control plate 27 being disposed in said second extreme angular orientation, a longitudinal vector component CL2 thrust is generated by the rear rotor. The orientation of the drive shaft 6 of the rear rotor 3 is kept constant by the fixed mounting of the rear rotor 3 on the tail beam 4 of the rotorcraft 1, the possible contributions of levitation and / or propulsion in translation of the rotorcraft provided by the rear rotor 3 are obtained by an orientation variation of the control plate 27 and consequently by varying the orientation of the rotor disk 5 between said longitudinal-leaning orientation and said transverse-vertical orientation. The respective amplitudes of the vertical vector component of thrust CV and / or the longitudinal vector component of thrust CL2 produced by the rear rotor 3 are selectively generated and / or regulated by variation of the collective pitch of the blades modifying the amplitude of the thrust generated. by the rear rotor 3 and / or by varying the angular orientation of the control plate 27 in said mounting plane PM causing the variation of orientation of the rotor disk 5. 15
    权利要求:
    Claims (11)
    [0001]
    REVENDICATIONS1. Giravion (1) equipped with at least one main rotor (2) with substantially vertical rotation drive shaft and a rear rotor (3) anti-torque with substantially horizontal rotation drive shaft (6), said rear rotor (3) being mounted at the end of a tail boom (4) of the rotorcraft (1) through a frame (10) housing mechanical power transmission means between a hub (7) of the rotor rear (3) and a drive shaft (11) oriented transversely to said drive axis (6) of the rear rotor (3), -) the drive shaft (6) of the rear rotor (3) being arranged in an orientation constant substantially horizontal and orthogonal to the orientation of the vertical plane (PV) extending along the longitudinal extension direction (DL) of the rotorcraft (1) so that the rotor disk (5) formed by the rotary wing of the rotor rear (3) is mainly arranged in a longitudinal-vertical orientation, being essentially t generator of a transverse vector component of thrust (CL1) controlling the behavior of the rotorcraft (1) yaw, -) said hub (7) carrying said wing composed of a plurality of blades (8) mounted individually movable on the hub (7) at least pivotally about an axis of variation of pitch, the rear rotor (3) being equipped with an actuating mechanism (14) for pivoting the blades (8) around their said axis of variation of pitch in accordance with pitch change commands (30,31) generated by a pilot (29) of the rotorcraft (1), -) said operating mechanism (14) comprising a control plate (27) in rotating engagement with the hub (7), the control plate (27) being provided with operating rods (16) of the blades (8) in respective sockets with pitch levers (15) individually equipping the blades (8), the control plate ( 27) being rotated on a control rod (21) mounted coaxially and movable in translation followed by the drive shaft (6) of the rear rotor (3) being operable in translation by a first actuator (17) whose implementation is regulated by control means (20) in accordance with said control commands of variation of not (30,31), -) the implementation of the first actuator (17) by the control means (20) causing a collective variation of the pitch of the blades (8) of the rear rotor (3) modifying the amplitude of the thrust generated by the rear rotor, the operating mechanism (14) further comprising means for generating a cyclic variation of the pitch of the blades (8) of the rear rotor (3), characterized in that: -) in that the control plate (27) is mounted on the control rod (21) by generating a permanent cyclic variation of the pitch of the blades (8) of the rear rotor (3), the control plate (27) being arranged in its general plane along a plane of constant orientation (PM) with respect to the drive shaft (6) of the rear rotor (3) ), and -) in that the control rod (21) is operable in coaxial pivoting around the drive axis (6) of the rear rotor (3) by a second actuator (18) whose implementation is placed under the control means (20), a pivoting operation of the control rod (21) by the second actuator (18) between two predefined extreme positions causing a change of angular orientation of the control plate (27) in said mounting plane (PM) and consequently changing the orientation of said rotor disk (5), so that :-) a maneuver in pivoting of the control rod (21) by the second actuator (18) to a first extreme position causes a maneuvering of the control plate (27) in the mounting plane (PM) to a first extreme angular orientation in which the permanent cyclic variation of the pitch of the blades (8) of the rear rotor (3) is mainly generating a vertical vector component (CV) thrust, -) a maneuver in pivoting of the control rod (21) by the second actuator (18) to a second extreme position causes a maneuvering of the control plate (27) in the assembly plane (PM) to a second extreme angular orientation in which the permanent cyclic variation of the pitch of the blades (8) of the rear rotor (3) is mainly generating a longitudinal vector component (CL2) thrust.
    [0002]
    2. Giravion according to claim 1, characterized in that the control plate (27) is mounted coaxially on the control rod (21) being disposed along a mounting plane (PM) oriented orthogonal to the vertical plane of transverse extension of the rotorcraft and inclined with respect to the drive shaft (6) of the rear rotor (3), the control plate (27) being operable between said extreme angular orientations by coaxial pivoting about the driving axis (6). ) of the rear rotor (3).
    [0003]
    3. Giravion according to claim 2, characterized in that the angle of inclination of the control plate (27) relative to the drive axis (6) of the rear rotor (3) is between 10 ° and 30 ° °.
    [0004]
    4. Giravion according to any one of claims 2 and 3, characterized in that the control plate (27) is mounted via at least one rolling member (19) on a collar (22) of the control rod (21) inclined according to the mounting plane (PM) of the control plate (27).
    [0005]
    5. Giravion according to claim 1, characterized in that the control plate (27) is mounted on the control rod (21) being disposed along a mounting plane (PM) orthogonal to the drive shaft (6). ) of the rear rotor (3), the axis of rotation (A) of the control plate (27) being parallel eccentric with respect to the drive axis (6) of the rear rotor (3), the control plate ( 27) being operable between said extreme angular orientations by angular displacement of the control plate (27) in said mounting plane (PM) around the drive axis (6) of the rear rotor (3).
    [0006]
    6. Giravion according to claim 5, characterized in that the control plate (27) is mounted by means of at least one rolling member (19) on a cylindrical finger (24) carried at a radial distance from the drive shaft (6) of the rear rotor (3) by a radially extended wing (25) of the control rod (21).
    [0007]
    7. Giravion according to any one of claims 1 to 6, characterized in that the control rod (21) is operable by the second actuator (18) between said extreme positions in a range of angular pivoting extending from 0 ° at 90 °.
    [0008]
    8. Giravion according to any one of claims 1 to 7, characterized in that the control plate (27) is in rotating engagement with the hub (7) via an articulated structure (28).
    [0009]
    9. A method of implementing a rear rotorcraft rotor (3) (1) according to any one of claims 1 to 8, characterized in that a control operation of the attitude of the rotorcraft (1) in 5 lace comprises the following steps: -) emission by the pilot (29) of the rotorcraft (1) of a control of collective pitch variation (30) of the blades (8) providing a control of the winding attitude of the rotorcraft (1), -) transmission of said collective pitch variation control (30) of the blades (8) to the control means (20), -) activation by the control means (20) of the first actuator (17) according to at said collective pitch variation control (30) of the blades (8), causing a translational movement of the control rod (21), in that a controlled boosting operation of the rotorcraft (1) by the rear rotor (3) comprises the following steps: -) emission by the pilot (29) of the rotorcraft (1) of a first flight control (31) relating to a a request for lift contribution of the rotorcraft (1) by the rear rotor (3), 20 -) transmission of the first flight control (31) to the control means (20), -) activation by the control means ( 20) of the second actuator (18) in accordance with said first flight control (31), causing a pivoting operation of the control rod (21) to said first end position, and that a controlled supply operation of propulsion in translation of the rotorcraft (1) by the rear rotor (3) comprises the following steps: -) emission by the pilot of the rotorcraft of a second flight control (32) relating to a request for thrust propulsion of the rotorcraft (1) in translation by the rear rotor (3), -) transmission of the second flight control (32) to the control means (20), -) activation by the control means (20) of the second actuator (18) causing a maneuver pivoting the main rod (21) to said second end position.
    [0010]
    10. Method according to claim 9, characterized in that the first flight control (31) is generated by a pilot of the rotorcraft (1) according to at least one of the following information provided by the onboard instrumentation of the rotorcraft (1). ): -) the speed of progression of the rotorcraft (1) hovering and / or at low speeds, -) the overall mass of the rotorcraft (1) including at least the mass of its own structure and the weight of the guns, - ) the rear centering conditions of said overall mass of the rotorcraft (1).
    [0011]
    11. Method according to any one of claims 9 and 10, characterized in that the second flight control (32) is generated by a pilot of the rotorcraft (1) according to information provided by the onboard instrumentation of the rotorcraft (1). ) relating to a progression of the rotorcraft (1) at high speeds.
    类似技术:
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    WO2013015295A1|2013-01-31|Vertical takeoff and landing aircraft
    BE464896A|
    BE331615A|
    同族专利:
    公开号 | 公开日
    JP6121394B2|2017-04-26|
    US9365289B2|2016-06-14|
    KR20150070951A|2015-06-25|
    CN104743111B|2017-04-12|
    KR101731010B1|2017-04-27|
    EP2886459B1|2016-04-27|
    CA2872810A1|2015-06-17|
    JP2015117018A|2015-06-25|
    US20150166175A1|2015-06-18|
    FR3014838B1|2015-12-25|
    EP2886459A1|2015-06-24|
    CA2872810C|2016-05-17|
    CN104743111A|2015-07-01|
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    法律状态:
    2015-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2016-01-29| CD| Change of name or company name|Owner name: AIRBUS HELICOPTERS, FR Effective date: 20151229 |
    2016-12-22| PLFP| Fee payment|Year of fee payment: 4 |
    2017-12-21| PLFP| Fee payment|Year of fee payment: 5 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 7 |
    2020-12-23| PLFP| Fee payment|Year of fee payment: 8 |
    2021-12-24| PLFP| Fee payment|Year of fee payment: 9 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1302966A|FR3014838B1|2013-12-17|2013-12-17|GIRAVION EQUIPPED WITH A REVERSE ROTOR ANTI COUPLE PARTICIPATING SELECTIVELY TO THE SUSTENTATION AND PROPULSION IN TRANSLATION OF THE GIRAVION|FR1302966A| FR3014838B1|2013-12-17|2013-12-17|GIRAVION EQUIPPED WITH A REVERSE ROTOR ANTI COUPLE PARTICIPATING SELECTIVELY TO THE SUSTENTATION AND PROPULSION IN TRANSLATION OF THE GIRAVION|
    EP14004003.1A| EP2886459B1|2013-12-17|2014-11-27|Rotorcraft with an anti-torque rear rotor participating selectively in the lift and translation propulsion of the rotorcraft|
    CA2872810A| CA2872810C|2013-12-17|2014-11-28|Rotorcraft equipped with an anti-torque rear rotor, selectively participating in lift and propulsion in translation of the rotorcraft|
    US14/564,394| US9365289B2|2013-12-17|2014-12-09|Rotorcraft fitted with an anti-torque tail rotor that contributes selectively to providing the rotorcraft with lift and with propulsion in translation|
    KR1020140177775A| KR101731010B1|2013-12-17|2014-12-10|Anti-torque tail rotor for a rotorcraft providing lift and propulsion in translation|
    JP2014254167A| JP6121394B2|2013-12-17|2014-12-16|A rotorcraft equipped with an anti-torque tail rotor that selectively contributes to providing lift and translational thrust to the rotorcraft|
    CN201410858334.2A| CN104743111B|2013-12-17|2014-12-17|Rotorcraft fitted with an anti-torque tail rotor that contributes selectively to providing the rotorcraft with lift and with propulsion|
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