• 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:
    To reduce aerodynamic disturbances in a secondary channel (24) of an aircraft turbomachine, the invention provides a thrust reverser system (40) comprising two grids (46, 50) of thrust reversal, whose first grid (46) is driven by a cylinder (42), and configured to adopt a folded position in which they are housed in a space (60) located outside the channel. Under the action of the jack, it occurs: - a rearward movement of the first gate (46) towards a nacelle opening (70); and during a part of the displacement towards the rear of the second gate (50), a simultaneous pivoting of this second gate under the effect of a control lever (52) whose cooperation with a fixed guide rail (62) ) forces the front end of the lever to move radially inwardly as it is driven backward by the second grid (50).
    公开号:FR3068081A1
    申请号:FR1755672
    申请日:2017-06-21
    公开日:2018-12-28
    发明作者:Olivier Pautis；Lionel Czapla
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    PRESENT PUSH INVERTER SYSTEM
    LIMITED AERODYNAMIC DISTURBANCES
    DESCRIPTION
    TECHNICAL AREA
    The invention relates to the field of thrust reverser systems for aircraft turbomachines.
    More specifically, it relates to systems comprising thrust reversal grids, fitted to turbofans with double flow.
    The invention also relates to an aircraft comprising turbomachines equipped with such thrust reverser systems. It applies preferentially to commercial aircraft.
    STATE OF THE PRIOR ART
    Thrust reversal systems are for example known from documents FR 2 935 444 and FR 2 935 354. Among the different principles of thrust reversal implemented on aircraft turbomachines, there are known grate systems d 'inversion, provided with passages oriented so as to redirect forward the air from the secondary channel, to generate the counter-thrust force. Air is forced out of this secondary channel by inverter doors at least partially closing this channel, in the active configuration of the system.
    On the other hand, in the inactive configuration, each inverter door is in the retracted position in which it participates in the formation of the external wall of the secondary channel, also called OFS (from the English "Outer Fixed Structure"). More specifically, in this inactive configuration of the inverter system, each door reconstitutes a part of this external wall of the secondary channel, within an external movable cowling of the nacelle enclosing the inversion grid. During the transition from the inactive configuration to the active configuration, the external mobile cowling is moved rearward by jacks so as to release the grid, and to bring the inverter doors to their position for closing the secondary channel, via appropriate mechanical kinematics.
    This principle, although widespread, nevertheless suffers from a problem of aerodynamic disturbances of the air flow passing through the secondary channel in the inactive configuration of the system. In fact, in this configuration, the air flow within the secondary channel is disturbed during its passage over the junction zones between the body of the external movable cowling, and the inverter doors attached to this body. This results in drag as well as pressure losses within the secondary channel, which lead to a reduction in the overall performance of the turbomachine.
    There is therefore a need to optimize the design of these thrust reverser systems, in order to reduce the disturbances of the air flow in the secondary channel, in the inactive configuration of the thrust reverser system.
    STATEMENT OF THE INVENTION
    To respond at least partially to this need, the subject of the invention is a thrust reverser system for an aircraft turbomachine with double flow, the reverser system comprising at least a first thrust reversing grid, one end of which rear is secured to an external mobile nacelle cowling and through which is intended to circulate the air coming from a secondary channel of the turbomachine in the active configuration of the reverse gear system, the latter also comprising at least one cylinder d actuation.
    According to the invention, the system comprises at least a second thrust reversing grid through which is intended to circulate the air of the secondary channel in the active configuration of the inverter system, a front end of the second grid being connected by a first link articulated at a front end of the first grid, said first and second grids being configured to adopt on the one hand, in an inactive configuration of the inverter system, a folded position in which they are housed in a housing space located outside said secondary channel, and on the other hand, in the active configuration of the inverter system, a deployed position in which the second grid is located in said secondary channel so as to redirect the air towards the first grid .
    In addition, the system also comprises at least one control lever, a rear end of which is connected to the second grid by a second articulated link, at the front of which the control lever is also connected to a fixed guide rail by a first link point and a second link point located behind the first point.
    Finally, the system is configured so that during a transition from the inactive configuration to the active configuration, the action of said jack produces:
    - A rearward movement of the first grid in the direction of a nacelle opening, released by the external mobile nacelle cowling driven rearward with the first grid; and
    - during at least part of the rearward movement of the second grid, a simultaneous pivoting of this second grid according to the first articulated link under the effect of the control lever whose cooperation with the guide rail forces the front end lever to move radially inward, while it is driven rearward by the second grid.
    The invention thus contrasts with the conventional embodiments of inverter systems with grids, by replacing the inverter door with a second thrust reversing grid arranged outside the secondary channel in the inactive configuration of the system. During the transition to the active configuration, this second grid is designed to move backwards with the first grid, while diving into the secondary channel. Thanks to this design specific to the present invention, when the system is in the inactive configuration, the thrust reversing grids do not disturb the air flow passing through the secondary channel of the turbomachine. Advantageously, this improves the overall performance of the turbomachine.
    The invention preferably provides at least one of the following optional characteristics, taken individually or in combination.
    In the inactive configuration, the control lever is also housed in the housing space, and in the active configuration, the control lever is partly located in said nacelle opening, without penetrating into said secondary channel.
    The guide rail has a front part of substantially rectilinear shape, as well as a rear part plunging radially inwards towards the rear.
    The guide rail is integral with a fan casing of the turbomachine.
    The cylinder comprises a cylinder rod articulated on a front end of the first grid or a front end of the second grid. In the first case, the first grid leads to the second grid, while the situation is reversed in the second case.
    The first and second connection points are produced using rollers cooperating with the guide rail.
    Said accommodation space is an interior space of the nacelle.
    In the inactive configuration, the first and second grids are substantially parallel and are each located at least in part radially opposite a fan casing of the turbomachine.
    The system comprises several first adjacent grids in the tangential direction of the turbomachine, preferably so as to form a set of grids extending over an angular sector of 300 to 360 ° around a longitudinal axis of the turbomachine, and each first grid is associated with a second grid.
    The first grids are mechanically connected to each other so that the number of cylinders is preferably less than the number of first grids. However, these two numbers could be identical, without departing from the scope of the invention.
    The invention also relates to a turbomachine of an aircraft with double flow comprising a thrust reverser system such as that described above, as well as an aircraft comprising at least one such turbomachine.
    Other advantages and characteristics of the invention will appear in the detailed non-limiting description below.
    BRIEF DESCRIPTION OF THE DRAWINGS
    This description will be made with reference to the accompanying drawings, among which;
    - Figure 1 shows a side plan view of an aircraft comprising a turbomachine equipped with a thrust reverser system according to the invention;
    - Figure 2 shows a partial view in longitudinal section of the turbomachine shown in the previous figure, with its thrust reverser system in the inactive configuration;
    - Figure 3 shows a partial perspective view of the turbomachine shown in the previous figure;
    - Figure 4 shows a cross-sectional view of the turbomachine shown in Figures 2 and 3;
    - Figures 5a and 5b show views similar to that of Figure 2, in different states during a transition from an inactive configuration to an active configuration of the thrust reverser system; and
    - Figures 6 to 8 show views similar to those of Figures 2 to 4, with the thrust reverser system being in the active configuration.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
    Referring to Figure 1, there is shown an aircraft 100 of the commercial aircraft type, comprising two wings 2 (only one visible in Figure 1) attached to a fuselage 3 and each carrying a turbomachine 1 of the double-flow type, such as 'a turbojet engine.
    A preferred embodiment of the turbomachine 1 will now be described with reference to FIGS. 2 to 4. Throughout the following description, by convention, the direction X corresponds to the longitudinal direction of the turbomachine, this direction being parallel to the longitudinal axis 6 of this turbomachine. On the other hand, the direction Y corresponds to the direction oriented transversely with respect to the turbomachine, and the direction Z corresponds to the vertical or height direction, these three directions X, Y, Z being orthogonal to each other.
    Conventionally, the turbomachine 1 comprises a fan casing 8 centered on the axis 6 and extended by an intermediate casing 10, formed by a hub 12 and an outer ferrule 14 connected to this hub by means of arms (not shown ) extending substantially radially, and constitute at least for some of them outlet guide vanes, also called OGV (from the English “Outlet Guide Vane”). Preferably, at least some of these arms are structural in addition to being aerodynamically profiled. The hub 12 is extended towards the rear by a central casing also called core casing, referenced 18 in FIG. 4 and enclosing the heart of the turbomachine. Around the central casing, there is an inter-vein compartment 20 delimited by a fixed internal cover 22, also called IFS. More specifically, it is an inner wall 22 delimiting a secondary annular channel 24 of the turbomachine. This channel 24 is delimited at the front by the fan casing 8 as well as by the intermediate casing, then extends towards the rear, therefore being delimited internally by the cowling 22, and externally by an external wall of the secondary channel 26, also known as OFS. The latter is integrated into an external movable cowling of the nacelle 28. In fact, the turbomachine 1 also includes a nacelle 30, a front part of which is produced by hollow cowls 32 surrounding the fan casing 8 and the outer shell 14 of the casing intermediate. These covers 32 are generally called fan covers. They are mounted articulated so as to allow access to operators, for carrying out maintenance operations. The covers 32 are extended towards the rear by the aforementioned external mobile cowling 28, the latter being able in fact to be translated towards the rear relative to the nacelle covers 32, along the longitudinal axis 6. In this regard, it is mentioned that throughout the description, the terms “front” and “rear” are considered with respect to the direction of advance of the aircraft following the thrust of its turbomachines, this direction of advance being represented by arrow 34.
    In this environment, there is integrated a thrust reverser system 40 specific to the present invention, and an embodiment of which will now be described in its inactive configuration, as shown in FIGS. 2 to 4.
    First of all, it is noted that the reverser system 40 is produced from several modules which are repeated and which are arranged adjacent in the tangential direction of the turbomachine, all around the axis 6. As this will be detailed below, each module comprises in particular a first thrust reversing grid 46 and a second thrust reversing grid 50. At least some of these modules each comprise, in the front part, a jack 42 whose body is for example fixedly mounted on the fan casing 8. The jack 42 comprises a jack rod 43 which is hingedly mounted on a front end of the first thrust reversing grid 46.
    In the inactive configuration, the first grid 46 is located radially outward, facing the fan casing 8 and the outer shell 14 of the intermediate casing. The first grid 46 is located in front of the external movable cowling 28, and the rear end of this grid 46 is integral with the front end of the cowling 28. Consequently, during the movements observed during the actuation of the thrust reverser system 40, the first grid 46 and the cowling 28 form a single, integral assembly which undergoes the same axial displacements.
    In the inactive configuration, the grid 46 and the actuator rod 43 are therefore in an advanced position of the nacelle, at the level of the fan cowls, which have a diameter usually greater than that of the tapered rear part of the nacelle. , which allows more space for their integration. This advantageously results in a nacelle 30 of reduced outside diameter. In this regard, it is noted that the only cylinders 42 are capable of setting in motion all of the parts of the module, so that no additional actuator is provided in the casing 28. The latter can thus have a reduced dimensioning , positively impacting the design of the rest of the nacelle.
    The inversion grid 46 may be of conventional planar shape, or else slightly rounded in the circumferential direction. It conventionally comprises orifices through which the air of the secondary channel 24 is intended to circulate, when the reverser system 40 is in the active configuration. It is capable of redirecting a stream of air passing through it forward, by means of fins or similar elements defined between the orifices.
    Under the first grid 46, the reversing system 40 comprises the second thrust reversing grid 50, preferably substantially planar and produced in one piece. This grid may nevertheless have a slightly inclined front end so as to extend radially inwards towards the rear, as can be seen in FIGS. 2 and 3. The front end of the second grid 50 is connected at the front end of the first grid 46 using a first articulated connection LI comprising for example two hinges 47.
    In the inactive configuration, the second grid 50 is substantially parallel to the first grid 46, and it is also located at least partially radially opposite the fan casing 8. The two grids 46, 50 are located in a folded position. one in relation to the other.
    The second grid 50 also has a conventional design, capable in active configuration of extending into the secondary channel 24 in the manner of a door. However, the objective is not to close the secondary channel 24, but to redirect the air which passes through it in the direction of the first grid, as will be described later.
    In addition to the grids 46, 50, the reverser system 40 comprises at least one control lever 52 as well as a guide rail 62 of this lever, these parts making it possible to obtain the kinematics and the synchronization desired for the two grids . Preferably, it is a lever and an associated rail provided at each of the two circumferential ends of the assembly of the two grids 46, 50. Thereafter, only the cooperation between one of the levers 52 and its rail 62 will be described.
    The control lever 52 has a rear end connected to the second grid 50, between a front end and the rear end thereof. This mechanical connection is made using a second articulated link L2.
    The two links L1 and L2 define pivot axes which are all substantially parallel to each other within the same inverter module. These pivot axes are preferably orthogonal to the longitudinal axis 6, and oriented tangentially.
    At the front of the second link L2, the control lever 52 is also connected to the fixed guide rail 62 by a first connection point PI and a second connection point P2, which each take the form of a cooperating roller 64 with the rail. The second point P2 is located behind the first point PI, and the latter are preferably aligned with the second link L2 in view along the axis of articulation defined by it, as in FIG. 2.
    The rail 62 is fixed to the fan casing 8. It has a front part 62a of substantially rectilinear shape, substantially parallel to the axis 6 of the turbomachine. An adjacent rear part, of shorter length, has a plunging shape radially inwards towards the rear. It can be straight or curved.
    In the inactive configuration of the inverter system 40, the control lever 52 as well as the two grids 46, 50 are arranged entirely in a housing space 60, defined by the nacelle outside the secondary channel 24, in the thickness of Platform. The secondary channel 24 is therefore not disturbed by the presence of these elements, and the outer wall 26 delimiting the secondary channel 24 can therefore be continuous, for example by being made in one piece. This significantly improves the overall aerodynamic performance of the turbomachine.
    The housing space 60 is partly defined by the hollow of the fan cowls 32, as well as by the hollow of an external movable cowling 28 which opens towards the front, and which is partly defined by the inner wall. 26 of the secondary channel 24. This hollow of the cowling 28 is located in the rear axial continuity of the hollow of the fan cowls 32. In the inactive configuration, this space 60 also houses the jack 42.
    In this regard, it is specified that the modules of the reverser system can be connected to each other at the level of the rails 62 and the rollers 64, each of the latter being able to be part of mechanical connection means provided between the first grids 46 directly consecutive in the tangential direction. These first grids are also provided in a sufficient number so that they form an assembly extending over an angular sector of 300 to 360 ° around the longitudinal axis 6 of the turbomachine. As an indicative example, it may for example be a number of first grids 46 between 4 and 12. The same is true for the second grids 50, which are intended to form a crown extending over the same angular sector in the secondary channel 24, in the active configuration of the inverter system.
    In this case, since the first grids 46 are fixed to each other, it is not necessary to provide a jack 42 for each module, so that the number of these jacks 42 may be less than the number of gates. By way of example, there is provided a jack 42 every two grids 46 along the tangential direction. Alternatively, a jack 42 can be provided every three grids 46.
    The fixed guide rails 62 are arranged between the modules, which therefore each comprise a first grid 46, a second grid 50, as well as two control levers 52.
    One of the particularities of the invention resides in the fact that the actuation of the jacks 42 causes all of the parts of the thrust reverser system to move, without it being necessary to provide means additional actuation. This particular arrangement called "in line" allows to benefit from a simplicity of design, which also limits the mass of the thrust reverser system, and therefore increases the overall performance of the turbomachine.
    In operation, when each actuator 42 is actuated so as to pass from the inactive configuration to the active configuration, the actuator rod 43 is pulled back as shown in FIG. 5a showing an intermediate configuration between the inactive configuration , and the active configuration.
    The actuator rod 43 drives the first grid 46 directly to the rear. This displacement is a translation in the direction X, which causes the first grid 46 to enter a nacelle opening 70 which is gradually released by the external movable cowling 28 The latter undergoes the same movement as the first grid 46.
    During this first phase of exit from the rod 43, the second grid 50 is also moved backwards by being driven by the first grid 46, via the first link L1. The same is true for the control lever 52, the inclination of which does not vary during its rearward movement. Indeed, during the axial movement of this lever 52, the two rollers 64 move only in the straight front part 62a of the rail, thus causing no inclination of the lever.
    During this first phase of output from the actuator rod 43, the two grids 46, 50 are therefore displaced rearward in their folded position, with control lever 52 as a follower element.
    During an additional exit from the jack rod 43, a second phase of setting in motion begins when the roller 64 forming the second point P2 penetrates into the rear part 62b of the rail. Indeed, while the second grid 50 continues to be driven towards the rear by the first grid 46 following the action of the jack, the radial misalignment between the points Pl and P2 forces the lever to change orientation, as this has been shown diagrammatically in FIG. 5b showing an intermediate configuration adopted subsequently. The lever 52 sees its front end forced to plunge radially inward while it continues to be driven rearward, so that the second articulation link L2 also plunges radially inward into the secondary channel 24 This causes the second grid 50 to pivot about the first link L1, due to its entrainment inwards by the second link L2.
    The judiciously positioned elements of the system 40 thus allow perfect synchronization of the movements so that the second grid 50 can leave the space 60 in which it is arranged axially, while gradually plunging towards the interior of the secondary channel 24, until to reach a deployed position of the two grids 46, 50, as visible in FIGS. 6 to 8.
    During these movements between the inactive configuration and the active configuration, the first grid 46 does not change inclination. Once the active configuration has been reached, the lever 52 remains partly housed in the space 60, only part of it being in the opening 70, but without entering the secondary channel 24. The aerodynamic disturbances are thus limited also during the reverse thrust phase.
    In the active configuration, the two grids 46, 50 can form an angle between 40 and 90 °. In addition, the rear end of the second grid 50 (corresponding to its radially internal end in the active configuration) is located near the IFS cowling 22. Thus, the air circulating upstream in the secondary channel 24 is forced to pass through the second grid 50 which redirects it to the first grid 46, this then redirecting the air towards the front and towards the outside of the nacelle in order to obtain the desired counter-thrust force.
    Of course, various modifications can be made by those skilled in the art to the invention which has just been described, only by way of nonlimiting examples.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    1. thrust reverser system (40) for a turbomachine (1) of a double-flow aircraft, the reverser system comprising at least a first thrust reversing grid (46), a rear end of which is integral with an external movable cowling cowling (28) and through which is intended to circulate the air coming from a secondary channel (24) of the turbomachine in the active configuration of the reverser system, the latter also comprising at least one jack actuator (42), characterized in that it comprises at least a second thrust reversing grid (50) through which is intended to circulate the air of the secondary channel (24) in the active configuration of the reverser, a front end of the second grid (50) being connected by a first articulated connection (Ll) to a front end of the first grid (46), said first and second grids (46, 50) being configured to adopt on the one hand, in an ina configuration ctive of the inverter system, a folded position in which they are housed in a housing space (60) located outside said secondary channel (24), and on the other hand, in the active configuration of the inverter system, a deployed position in which the second grid (50) is located in said secondary channel (24) so as to redirect the air towards the first grid (46), in that it also comprises at least one control lever ( 52), a rear end of which is connected to the second grid (50) by a second articulated link (L2) at the front of which the control lever is also connected to a fixed guide rail (62) by a first point of link (Pl) and a second link point (P2) located behind the first point, and in that it is configured so that when switching from the inactive configuration to the active configuration, the action said cylinder (42) produces:
    - A rearward displacement of the first grid (46) in the direction of a nacelle opening (70), released by the external mobile nacelle cowling (28) driven rearward with the first grid (46); and
    - During at least part of the rearward movement of the second grid (50), a simultaneous pivoting of this second grid according to the first articulated link (Ll) under the effect of the control lever (52) whose cooperation with the guide rail (62) forces the front end of the lever to move radially inward, while it is driven rearward by the second grid (50).
    [2" id="c-fr-0002]
    2. Inverter system according to claim 1, characterized in that in the inactive configuration, the control lever (52) is also housed in the housing space (60), and in that in the active configuration, the control lever (52) is partly located in said nacelle opening (70), without penetrating said secondary channel (24).
    [3" id="c-fr-0003]
    3. Inverter system according to any one of the preceding claims, characterized in that the guide rail (62) has a front part (62a) of substantially rectilinear shape, as well as a rear part (62b) plunging radially towards the interior going backwards.
    [4" id="c-fr-0004]
    4. Inverter system according to any one of the preceding claims, characterized in that the guide rail (62) is integral with a fan casing (8) of the turbomachine.
    [5" id="c-fr-0005]
    5. Inverter system according to any one of the preceding claims, characterized in that the jack (42) comprises a jack rod (43) articulated on a front end of the first grid (46) or on a front end of the second grid (50).
    [6" id="c-fr-0006]
    6. Inverter system according to any one of the preceding claims, characterized in that the first and second connection points (PI, P2) are produced using rollers (64) cooperating with the guide rail (62 ).
    [7" id="c-fr-0007]
    7. Inverter system according to any one of the preceding claims, characterized in that said housing space (60) is an interior space of the nacelle.
    [8" id="c-fr-0008]
    8. Inverter system according to any one of the preceding claims, characterized in that in the inactive configuration, the first and second grids (46, 50) are substantially parallel and are located at least in part radially opposite each other. a fan casing (8) of the turbomachine.
    [9" id="c-fr-0009]
    9. Inverter system according to any one of the preceding claims, characterized in that it comprises several first grids (46) adjacent in the tangential direction of the turbomachine, preferably so as to form a set of grids extending on an angular sector of 300 to 360 ° around a longitudinal axis (6) of the turbomachine, and in that each first grid (46) is associated with a second grid (50).
    [10" id="c-fr-0010]
    10. Inverter system according to the preceding claim, characterized in that the first grids (46) are mechanically connected to each other so that the number of cylinders (42) is preferably less than the number of first grids (46).
    [11" id="c-fr-0011]
    11. aircraft turbomachine (1) with double flow comprising a thrust reverser system (40) according to any one of the preceding claims.
    [12" id="c-fr-0012]
    12. Aircraft (100) comprising at least one turbomachine (1) according to the preceding claim.
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    同族专利:
    公开号 | 公开日
    FR3068081B1|2020-10-16|
    US20180372024A1|2018-12-27|
    US10669970B2|2020-06-02|
    CN109098887A|2018-12-28|
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    法律状态:
    2018-12-28| PLSC| Search report ready|Effective date: 20181228 |
    2020-06-19| PLFP| Fee payment|Year of fee payment: 4 |
    2021-06-22| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1755672|2017-06-21|
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    US16/007,006| US10669970B2|2017-06-21|2018-06-13|Thrust reverser system having limited aerodynamic disturbance|
    CN201810618687.3A| CN109098887A|2017-06-21|2018-06-15|Thrust reverser system and aircraft turbofan engine and aircraft|
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