• 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 nacelle (3) of a twin-jet aircraft turbojet having a rear section (34) a thrust reverser device (42), the thrust reverser system (42) having a upper door (44) and a lower door (46), the doors being movable in rotation between a retracted position, in which they provide aerodynamic continuity with the remainder of the rear section (34), and an extended position, in which the gates (44, 46) are capable of redirecting forwardly the primary and secondary flows generated by the turbojet engine, each door (44, 46) being displaced from one position to the other by at least one actuator (50, 52). ), the opening angle (X) of the upper door (44) in the deployed position being less than the opening angle (Y) of the lower door (56).
    公开号:FR3060660A1
    申请号:FR1662940
    申请日:2016-12-20
    公开日:2018-06-22
    发明作者:Denis Guillois
    申请人:Safran Nacelles SAS；
    IPC主号:
    专利说明:

    © Publication number: 3,060,660 (to be used only for reproduction orders)
    ©) National registration number: 16 62940 ® FRENCH REPUBLIC
    NATIONAL INSTITUTE OF INDUSTRIAL PROPERTY
    COURBEVOIE © Int Cl 8 : F02 K1 / 74 (2017.01), F 02 K 1/60, 1/70, B 64 D 29/00
    A1 PATENT APPLICATION
    ©) Date of filing: 20.12.16. (© Applicant (s): SAFRAN NACELLES Company by (© Priority: simplified actions - FR. @ Inventor (s): GUILLOIS DENIS. ©) Date of public availability of the request: 22.06.18 Bulletin 18/25. ©) List of documents cited in the report preliminary research: Refer to end of present booklet (© References to other national documents ©) Holder (s): SAFRAN NACELLES Joint-stock company related: simplified. ©) Extension request (s): © Agent (s): CABINET GERMAIN & MAUREAU.
    AIRCRAFT TURBOREACTOR NACELLE, PROPULSIVE AND AIRCRAFT ASSEMBLY COMPRISING SUCH A NACELLE.
    FR 3 060 660 - A1 (6 /) The invention relates to a nacelle (3) of a turbofan aircraft engine, comprising a rear section (34) a thrust reverser device (42), the system reverse thrust (42) comprising an upper door (44) and a lower door (46), the doors being movable in rotation between a retracted position, in which they provide aerodynamic continuity with the rest of the rear section (34 ), and a deployed position, in which the doors (44, 46) are able to redirect forward the primary and secondary flows generated by the turbojet engine, each door (44, 46) being moved from one position to the other by at least one dedicated actuator (50, 52), the opening angle (X) of the upper door (44) in the deployed position being less than the opening angle (Y) of the lower door (56 ).
    /

    i
    The invention relates to a turbojet engine nacelle equipped with a thrust reverser with rear doors, to an aircraft propulsion unit and to an aircraft comprising a nacelle.
    The present invention relates more specifically to a nacelle for a turbojet engine of the double-flow type, that is to say one equipped with a fan located upstream of the engine and ensuring the circulation of a flow of cold air in an annular channel called secondary vein and surrounding the gas generator. The present invention relates more particularly to a nacelle for a turbojet engine of the aforementioned type in which the flow of cold air (or secondary flow) and the flow of hot gases (or primary flow) meet in a downstream passage of substantially circular section before be ejected together.
    More specifically, the invention relates to a nacelle for a turbofan engine, the nacelle incorporating a thrust reverser system comprising two doors each having an upstream edge and a downstream edge, with reference to the direction of flow of the gases, said doors being arranged downstream of the nacelle and each being pivotally mounted about articulation axes between a retracted position (not interfering with the ejection of gases in direct jet), and a deployed position (causing the 'thrust reversal) in which said doors redirection forward of the primary and secondary flows.
    Already known, in particular from application WO 98/55754, an inversion assembly of this type. This type of reverser is generally fitted to nacelles of small turbojets, such as those mounted on the fuselage of business aircraft. In such a configuration, during the deployment phases of the thrust reversers, the thrust generated forward by the turbojets, due to the position of these, induces a pitching moment to pitch up. Thus, the action of the thrust reversers tends to raise the nose of the aircraft, which is of course detrimental to the proper control thereof. It is therefore necessary to provide a configuration such that the thrust of the turbojet engines in the thrust reversal phase generates a biting moment and not a nose-up moment.
    A solution to this problem is known from the document US
    8,051,639. The solution proposed in this document consists in providing reverser doors offset along the longitudinal axis of the engine in the deployed position, letting a portion of the gas flow from the engine escape backwards and downwards. This portion thus generates a thrust directed towards the rear of the aircraft and towards the ground, thus inducing a moment of pricking, since this thrust is generated at a point located behind the center of gravity of the aircraft.
    However, this solution has the disadvantage that the thrust generating this stitching moment is also directed towards the rear, thus reducing the overall efficiency of the thrust reverser. In addition, the offset position (along the longitudinal axis of the engine) of the inverter doors constitutes a complex architecture, which makes the design of such an assembly difficult. Finally, such a configuration can degrade the aerodynamic qualities of the assembly when the doors of the thrust reverser are in the deployed position.
    The object of the present invention is to remedy the drawbacks of the state of the art set out above.
    To this end, it relates to a nacelle of a turbofan aircraft engine, comprising a rear section of a thrust reversing device, the thrust reversing system comprising an upper door and a lower door, the doors being movable in rotation. between a retracted position, in which they provide aerodynamic continuity with the rest of the rear section, and a deployed position, in which the doors are capable of redirecting forward the primary and secondary flows generated by the turbojet engine, each door being moved from one position to another by at least one dedicated actuator, the opening angle of the upper door in the deployed position being less than the opening angle of the lower door.
    Thus, by providing a larger opening angle for the lower door than for the upper door, the sum of the backlashes generated by the two doors has a vertical component directed downwards. During the thrust reversal phases, this vertical component induces an upwardly directed force on the propulsion unit which, when the propulsion unit is located at the rear of the fuselage of an aircraft, generates a pitching moment at sting. In addition, the differentiated opening of the two doors can be obtained simply by a differentiated stroke of the actuators respectively dedicated to each door. This differentiated opening is thus obtained in a simple and reliable manner, and in all cases without causing a loss of efficiency of the thrust reversing device. Furthermore, the symmetrical positioning of the doors (relative to a plane containing the longitudinal axis of the motor) constitutes a simpler architecture and having better aerodynamic qualities when the doors are in the deployed position (even if their opening is asymmetrical).
    In one embodiment, the stroke of the upper actuator, actuating the upper door, is less than the stroke of the lower actuator, actuating the lower door.
    In one embodiment, the difference in opening angle between the lower and upper doors is between 3 ° and 10 °.
    In one embodiment, the difference in opening angle between the lower and upper doors is between 4 ° and 6 °.
    In one embodiment, the lower and upper doors are movable in rotation about respective axes, these axes of rotation being symmetrical with respect to the longitudinal axis of the nacelle.
    The invention also relates to an aircraft propulsion unit, comprising a double-flow turbojet engine, the propulsion unit comprising a nacelle as defined above.
    The invention finally relates to an aircraft comprising at least one propulsion unit as defined above, the propulsion assembly being attached to the fuselage of the aircraft, in the rear position relative to the center of gravity of the aircraft.
    The present invention will be better understood on reading the following detailed description, made with reference to the accompanying drawings, among which:
    - Figure 1 is a sectional view of a propulsion unit equipped with a nacelle according to the invention, the upper door of the thrust reverser being shown in "direct jet" configuration, the lower door being shown in “reverse jet” configuration;
    - Figures 2a and 2b show a partial perspective view of the nacelle of Figure 1, showing the rear section with the thrust reversal system respectively in the retracted and deployed position;
    - Figures 3a and 3b are respectively side views of Figures 2a and 2b.
    Figure 1 shows a propulsion unit 1 according to the invention, intended to be arranged on the fuselage of an aircraft, at the rear of the latter.
    The propulsion unit 1 comprises a turbofan 2 with double flow fitted with a nacelle 3. The nacelle 3 comprises, in a conventional manner, an air inlet 30, a middle section 32 (notably surrounding a fan 20 of the turbojet 2), as well as a rear section 34. As shown in FIG. 1, the turbojet engine 2 is capable of generating, via the gas generator 22, a flow of hot gases F1, called the primary flow, and, via from the blower 20 a flow of cold air F2, called the secondary flow, which circulates outside the turbojet engine 2, through an annular channel called the secondary stream 36. The secondary stream 36 is delimited between an internal fixed structure 38 and a fixed external structure 40 of the nacelle 3. The two air flows F1 and F2 are ejected from the propulsion unit 1 from the rear of the nacelle.
    The rear section 34 incorporates a thrust reverser device 42 and is terminated by an ejection nozzle, the outlet of which is located downstream of the turbojet engine. The thrust reverser device 42 comprises two doors, an upper door 44 and a lower door 46, mounted so that they can pivot, under the action of drive means, between a retracted position corresponding to a jet configuration. direct, and a deployed position, corresponding to a reverse jet configuration. In the retracted position (position in which the upper door 44 is shown), the doors 44, 46 ensure, with a fixed structure of the rear section 34, aerodynamic continuity with the rest of the nacelle. In the deployed position (position in which the lower door 46 is shown), the doors 44, 46 are deployed so that each door at least partially obstructs the ejector nozzle of the propulsion unit, thus redirecting towards the before the primary F1 and secondary F2 flows. The passage of the doors 44, 46 from one position to another is effected by rotation around a respective axis of rotation 48, 49, the axes of rotation 48, 49 being symmetrical with respect to the longitudinal axis of the engine.
    Figures 2a and 2b are perspective views of the rear section 34 of the nacelle 3, the thrust reverser device 42 being in the retracted position and in the deployed position respectively. Figures 3a and 3b are side views corresponding to Figures 2a and 2b.
    FIGS. 2a and 3a thus show the upper 44 and lower 46 doors in their retracted position, a position in which they provide aerodynamic continuity with the rest of the rear section 34, vis-à-vis the external surface 340 and vis-à-vis -vis the internal surface 342 thereof. As can be seen more particularly in FIG. 3a, the doors are symmetrical with respect to a plane containing the longitudinal axis of the nacelle.
    Figures 2b and 3b show the thrust reverser device 42 in its deployed position. It can therefore be seen that the doors 44, 46 have pivoted, each actuated by a dedicated actuator 50, 52, and are in a position in which they redirect the gas flows coming from the turbojet engine forward (hot or primary flow, and cold flow, or secondary). As can be seen more particularly in FIG. 3b, due to the symmetrical positioning of the axes of rotation 48, 49 of the doors 44, 46, the rear (or downstream) edges of the doors 44, 46 are not offset along the longitudinal axis of the basket when the doors are in the deployed position.
    According to the invention, the opening angle X of the upper door 44 (that is to say the angle between the retracted and deployed positions) is less than the opening angle Y of the lower door 46. Thus, the portion of gas flow redirected downwards (and therefore the induced thrust downwards) through the lower door 46 and greater than the portion of gas flow redirected upwards (and therefore the induced thrust towards top) by the upper door 44. As shown in FIG. 2b, the sum of the thrusts generated by the doors 44, 46 in their deployed position (materialized by the arrow F3, the thrusts generated at each door being respectively materialized by arrows F5 and F6) incorporates a vertical component directed downwards (indicated by arrow F4). Thanks to this vertical component, an upward force is applied to the propulsion unit during the reverse thrust phases. Thus, when the propulsion unit 1 is located at the rear of the fuselage of an aircraft, behind the center of gravity of the aircraft, this upwardly directed force generates a pitching moment on the aircraft.
    As specified above, the upper door 44 is actuated by an upper actuator 50, the lower door 46 being actuated by a lower actuator 52. As can be seen more particularly in FIG. 3b, the differentiated opening of the doors 44, 46 is obtained in the example by a differentiated stroke of the two actuators 50, 52. Thus, the lower actuator 52 has a longer stroke than the upper actuator 50. The difference in stroke will of course be provided in order to obtain the desired difference between the angles Y and X. In the example, the difference in opening angle between the doors 44, 46 is between 3 ° and 10 °, preferably between 4 ° and 6 °. The stroke of the lower actuator 52 being greater than that of the upper actuator 50, it may be envisaged that the first is controlled to generate a deployment (and / or retraction) speed greater than that of the second. Furthermore, the arrangement of the actuators 50, 52 is, when the doors are in the retracted position, symmetrical (relative to a plane containing the longitudinal axis of the motor). However, it is possible to envisage an asymmetrical positioning of the actuators, in which case the travel of the two actuators will not necessarily be differentiated.
    Although the invention has been described in relation to a particular embodiment, it is obvious that it is in no way limited thereto and that it includes all the technical equivalents of the means described as well as their combinations.
    权利要求:
    Claims (7)
    [1" id="c-fr-0001]
    1. Nacelle (3) of a turbofan aircraft engine, comprising a rear section (34) a thrust reversing device (42), the thrust reversing system (42) comprising a top door (44) and a lower door (46), the doors being movable in rotation between a retracted position, in which they provide aerodynamic continuity with the rest of the rear section (34), and a deployed position, in which the doors (44, 46 ) are able to redirect forward the primary and secondary flows generated by the turbojet, each door (44, 46) being moved from one position to the other by at least one actuator (50, 52) dedicated, the opening angle (X) of the upper door (44) in the deployed position being less than the opening angle (Y) of the lower door (56).
    [2" id="c-fr-0002]
    2. A nacelle according to claim 1, in which the stroke of the upper actuator (50), actuating the upper door (44), is less than the stroke of the lower actuator (52), actuating the lower door (46) .
    [3" id="c-fr-0003]
    3. Nacelle according to claim 1 or 2, wherein the difference in opening angle between the lower 46 and upper 44 doors is between 3 ° and 10 °.
    [4" id="c-fr-0004]
    4. Nacelle according to the preceding claim, in which the difference in opening angle between the lower 46 and upper 44 doors is between 4 ° and 6 °.
    [5" id="c-fr-0005]
    5. Nacelle according to one of the preceding claims, in which the lower (46) and upper (44) doors are movable in rotation about respective axes (48, 49), these axes of rotation being symmetrical with respect to the longitudinal axis of the nacelle (3).
    [6" id="c-fr-0006]
    6. Aircraft propulsion unit (1), comprising a turbofan (2) and a nacelle (3) according to one of the preceding claims.
    [7" id="c-fr-0007]
    7. Aircraft comprising at least one propulsion assembly according to claim 5, the propulsion assembly being attached to the fuselage of the aircraft, in the rear position relative to the center of gravity of the aircraft.
    1/3
    20 ^ 32
    类似技术:
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    EP1507080A1|2005-02-16|Convergent-divergent turboreactor nozzle
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    FR2764000A1|1998-12-04|EJECTION STRUCTURE EQUIPPED WITH A PUSH-INVERTER WITH TWO REAR DOORS AND A FLAT OUTPUT SECTION
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    FR3038587A1|2017-01-13|AIRCRAFT TURBOBOREACTOR NACELLE, PROPULSIVE ASSEMBLY COMPRISING A BOAT, AND AIRCRAFT HAVING AT LEAST ONE PROPULSIVE ASSEMBLY
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    同族专利:
    公开号 | 公开日
    EP3559434B1|2020-10-28|
    US20190331057A1|2019-10-31|
    FR3060660B1|2019-05-17|
    EP3559434A1|2019-10-30|
    WO2018115731A1|2018-06-28|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3837578A|1972-10-03|1974-09-24|Mtu Muenchen Gmbh|Turbojet engines with pivoting jet pipe and thrust reversing means|
    US4462207A|1980-04-30|1984-07-31|Rolls-Royce Limited|Thrust spoiler for aero engines|
    GB2188886A|1986-04-14|1987-10-14|Rolls Royce Plc|Thrust deflector for jet nozzles|
    US20090127390A1|2007-11-16|2009-05-21|Jean-Pierre Lair|Thrust Reverser for a Turbofan Gas Turbine Engine|
    FR2764000B1|1997-06-03|1999-08-13|Hurel Dubois Avions|EJECTION STRUCTURE EQUIPPED WITH A PUSH-INVERTER WITH TWO REAR DOORS AND A FLAT OUTPUT SECTION|
    US8051639B2|2007-11-16|2011-11-08|The Nordam Group, Inc.|Thrust reverser|USD885438S1|2019-10-05|2020-05-26|Mountain Aerospace Research Solutions, Inc.|Engine|
    US11174817B2|2020-01-29|2021-11-16|Mountain Aerospace Research Solutions, Inc.|Air-Breathing rocket engine|
    US10961952B1|2020-01-29|2021-03-30|Mountain Aerospace Research Solutions, Inc.|Air-breathing rocket engine|
    US11002225B1|2020-01-29|2021-05-11|Mountain Aerospace Research Solutions, Inc.|Air-breathing rocket engine|
    US11220979B1|2020-11-10|2022-01-11|Mountain Aerospace Research Solutions, Inc.|Liquid-cooled air-breathing rocket engine|
    法律状态:
    2017-11-23| PLFP| Fee payment|Year of fee payment: 2 |
    2018-06-22| PLSC| Publication of the preliminary search report|Effective date: 20180622 |
    2019-11-20| PLFP| Fee payment|Year of fee payment: 4 |
    2020-11-20| PLFP| Fee payment|Year of fee payment: 5 |
    2021-11-17| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1662940|2016-12-20|
    FR1662940A|FR3060660B1|2016-12-20|2016-12-20|AIRCRAFT TURBO BURNER BOAT, PROPULSIVE AND AIRCRAFT ASSEMBLY COMPRISING SUCH A NACELLE|FR1662940A| FR3060660B1|2016-12-20|2016-12-20|AIRCRAFT TURBO BURNER BOAT, PROPULSIVE AND AIRCRAFT ASSEMBLY COMPRISING SUCH A NACELLE|
    EP17828984.9A| EP3559434B1|2016-12-20|2017-12-20|Aircraft jet engine nacelle|
    PCT/FR2017/053722| WO2018115731A1|2016-12-20|2017-12-20|Aircraft jet engine nacelle, propulsion assembly and aircraft comprising such a nacelle|
    US16/446,683| US20190331057A1|2016-12-20|2019-06-20|Aircraft jet engine nacelle, propulsion assembly and aircraft comprising such a nacelle|
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