• 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 thrust reverser for an aircraft propulsion unit in which the redirection of the air flow to effect the thrust reversal is carried out by one or more membranes, that is to say by structures thin and flexible deployed through the propulsion system.
    公开号:FR3076864A1
    申请号:FR1850361
    申请日:2018-01-16
    公开日:2019-07-19
    发明作者:Patrick Gonidec；Olivier KERBLER；Alexandre PHI；Jean-Paul Rami；Stephane Tirel；Jean-Baptiste Goulard；Matthieu Vanderlinden；Arnaud Carles-Espiteau
    申请人:Safran Nacelles SAS；
    IPC主号:
    专利说明:

    Thrust reverser optimized for aircraft propulsion system
    The present invention relates to the field of aircraft propulsion systems of the type comprising a nacelle, a turbofan engine and a thrust reverser. The invention relates more specifically to the thrust reverser of such a propulsion unit.
    There are known in the prior art thrust reversers with blade grids. The thrust reversing function consists in redirecting all or part of one or both of the air flows circulating in the propulsion assembly towards the front so as to create a counter-thrust contributing to the braking of the aircraft. When the turbojet engine has a double flow, the redirected air flow is generally either that circulating in the secondary stream or all of the two mixed flows. Typically, the thrust reversal is carried out using internal flaps in the secondary stream provided for switching between a "reverse jet" position and a "direct jet" position. In direct jet, the flaps are retracted or folded so as not to interfere with the air flow circulating in the secondary vein. In direct jet, this air flow thus participates in the thrust of the aircraft. In reverse jet, the flaps are deployed so as to at least partially close the secondary vein, thereby diverting at least part of the air flow towards a radial opening of the nacelle. The radial opening is equipped with said blades grids which are arranged to direct the air flow thus deflected towards the front of the aircraft.
    To ensure the movement of the flaps from the direct jet position to the reverse jet position and vice versa, each flap is connected on the one hand to a mobile structure of the nacelle, typically a reverser cover (“transcowl” in English ), and on the other hand to a connecting rod itself connected to a fixed structure of the nacelle. The translation of the movable structure relative to the fixed structure thus displaces the flaps from one position to the other via the connecting rods.
    A drawback of this type of thrust reverser is linked to the presence of the connecting rods which, in direct jet, extend through the secondary vein. The connecting rods therefore introduce aerodynamic disturbances, which reduces the efficiency of the propulsion unit in the direct jet position.
    In addition, the multiple flaps and connecting rods constitute a complex and costly mechanism in terms of assembly and maintenance.
    Also known in the prior art are thrust reversers with rear doors designed to redirect both the flow of cold air and the flow of hot air generated by the propulsion unit. To do this, the reverser typically comprises two doors at the rear of the nacelle pivotally mounted between a position in direct jet in which the doors constitute a nozzle of the propulsion unit and a position in reverse jet in which the doors form obstacles to redirect the double flow towards the front of the propulsion unit via a radial opening of the nacelle. This radial opening may include grids of blades.
    In a thrust reverser with doors, the efficiency of the reverse thrust and the performance of the direct jet propulsion system are generally antagonistic.
    In addition, a door thrust reverser includes actuation mechanisms for relatively heavy doors which increase the overall mass of the propulsion unit.
    An object of the present invention is to remedy all or part of the drawbacks of thrust reversers known in the prior art by proposing a thrust reverser and a propulsion unit capable of limiting or canceling the aerodynamic disturbances linked to the presence of the thrust reverser when the aircraft is flying at cruising speed.
    To this end, the invention relates to a thrust reverser for an aircraft propulsion unit, comprising an evacuation structure provided with one or more openings, a mobile structure and a fixed structure. The mobile structure and the fixed structure delimit a vein capable of channeling an air flow in a longitudinal direction when the thrust reverser is in a direct jet position. The mobile structure is movable between said position in direct jet and a position in reverse jet allowing a radial discharge of at least part of the air flow through the discharge structure.
    The thrust reverser according to the invention has the remarkable feature that it comprises at least one obturation membrane arranged to deflect at least part of the air flow towards the exhaust structure when the thrust reverser is in the reverse jet position.
    Preferably, the evacuation structure can consist of grids of blades.
    The expression “membrane” means a structure:
    thin, that is to say of thin thickness relative to the surface of the deployed membrane, and flexible, that is to say allowing the membrane to be folded under the effect of an applied compressive stress in a direction tangential to its surface.
    The membrane may preferably comprise or be made of a material allowing it to resist a tensile stress applied in a direction tangential to its surface.
    In one embodiment, the membrane may comprise an elastic material so that it can be reversibly deformed under the effect of a tensile stress. Typically, the membrane can be manufactured so that its relative elongation value can vary from 0 to 50%, or even from 0 to 100% relative to its surface when it is not stressed in tension.
    Of course, the material of the membrane and / or its dimensions, in particular its thickness and / or its surface, should be chosen so that the stresses exerted on the membrane during the implementation of the thrust reverser do not cause no irreversible deformation or rupture of the membrane.
    The membrane may preferably be impermeable to gases and / or fluids.
    At least part of the membrane may, however, be breathable and for this purpose comprise pores to contribute to the acoustic treatment of the thrust reverser, in particular, where appropriate, part of the membrane exposed to the flow of secondary air when the reverser is positioned in direct jet. In this case, the porosity rate, which depends on the size of the pores and the thickness of the membrane, must nevertheless allow the membrane to perform its function of flow deflection.
    The membrane may comprise or consist of a textile material.
    The membrane can be manufactured by weaving or knitting or molding or extrusion or rolling.
    In embodiments, the membrane may include elastomers and / or rubber and / or polymers and / or polyamides, for example nylon, and / or carbon fibers and / or polytetrafluoroethylene (PTFE) and / or silicone and / or poly (p-phenyleneterephthalamide) (PPD-T) and / or chlorosulfonated polyethylene (CSM).
    We can preferably choose or make a membrane:
    having antifriction properties on solid, and / or having adhesion properties on wall, and / or acoustically transparent or semi-transparent, and / or resistant to temperatures between -100 ° C and 750 ° C for typical durations of cruise of an airliner type aircraft.
    These properties may be inherent in the material or else be provided by a surface treatment or by the addition of a layer of material.
    The membrane may include reinforced fibers. Preferably, the reinforced fibers can be arranged in a direction parallel or substantially parallel to said longitudinal direction when the membrane is retracted, that is to say when the thrust reverser is in the direct jet position.
    The membrane may include reinforcements such as cables or slats which may constitute all or part of said reinforced fibers.
    In embodiments, the membrane may include reinforcing elements such as reinforced fibers and / or wires and / or cables and / or ribbons and / or slats:
    not interconnected, and / or which extend in a first direction so that these reinforcing elements are at least partially spaced apart in a second direction perpendicular to the first direction. The second direction can be a transverse direction of the membrane.
    To improve the mechanical resistance of the membrane and / or its maintenance during the implementation of the thrust reverser and / or to facilitate or allow its fixing, the membrane may alternatively or additionally comprise other types of elements of reinforcement or fixing such as inserts or one or more wefts.
    According to a first aspect, the membrane can be deployed in the vein according to the principle of a diaphragm.
    To do this, in general, the thrust reverser may comprise an intermediate structure movable in rotation relative to said fixed structure around an axis coincident with said longitudinal direction. Part of the membrane can be attached to the fixed structure. Another part of the membrane can be attached to the intermediate structure.
    In one embodiment, the mobile structure is movable in translation between said position in direct jet and a position in reverse jet.
    In one embodiment, the intermediate structure can cooperate with the mobile structure of the thrust reverser so that the displacement of the mobile structure from the position in direct jet to the position in reverse jet, and / or from the position in reverse jet to the direct jet position, causes the intermediate structure to rotate around said axis coincident with the longitudinal direction.
    To this end, the thrust reverser may include a rack system. The intermediate structure can cooperate with the mobile structure by means of this rack system.
    In another embodiment, the thrust reverser may comprise an actuating means, for example of the electric or hydraulic motor type, arranged to drive the intermediate structure in rotation around said axis coincident with the longitudinal direction.
    Thus, the rotation of the intermediate structure can be controlled by a first actuation means independent of a second actuation means provided for controlling the translation of the mobile structure.
    The first and second actuation means can be implemented simultaneously or successively. For example, the rotation of the intermediate structure can be achieved after partial or total translation of the mobile structure.
    Thus, the rotation of the intermediate part and the translation of the mobile structure can be decoupled in terms of control while being synchronized. In other words, it is possible to synchronize mechanically or electrically the rotation of the intermediate part and the translation of the mobile structure.
    According to a second aspect, the membrane can be deployed in the vein by constricting part of the membrane.
    In one embodiment, the thrust reverser may comprise one or more holding elements respectively integral with one or more parts of the membrane. The holding element (s) can be movable in translation in a respective radial direction between a folded position, in which the membrane does not close the vein, and a closed position in which the membrane is arranged to deflect at least part of the air flow towards the exhaust structure. When the thrust reverser is in the reverse jet position, the holding element or elements are in the closed position.
    The invention also relates to a propulsion unit comprising such a thrust reverser.
    Compared to thrust reversers with flaps or rear doors, the invention makes it possible to cancel or limit aerodynamic disturbances in the propulsion unit at cruising speed, while allowing acoustic treatment of the propulsion unit.
    The invention also makes it possible to simplify the design and manufacture of the reverser in particular due to the reduction in the number of parts compared to thrust reversers with flaps or rear doors: flaps, connecting rods and other elements such as fairings in big end are removed. The locking and actuation mechanisms are also simplified.
    In addition, the obturation of the vein by a membrane improves the resistance to the pressure forces exerted by the air flow by allowing a better distribution of these on the membrane.
    Other characteristics and advantages of the invention will appear on reading the non-limiting description which follows and the appended figures, in which:
    FIG. 1 is a schematic perspective view of a propulsion unit with thrust reverser with blades of blades, in the direct jet position;
    Figure 2 is a schematic perspective view of the propulsion unit of Figure 1 in which the reverser is in reverse jet position;
    FIG. 3 is a schematic perspective view of a propulsion unit with thrust reverser with blades of blades, in the direct jet position;
    Figure 4 is a schematic perspective view of a thrust reverser according to the invention showing a membrane;
    FIG. 5 is a schematic and partial view in longitudinal section of a thrust reverser in the direct jet position, with mechanical drive of the membrane;
    Figure 6 is a schematic and partial view in longitudinal section of the thrust reverser of Figure 5 in reverse jet position;
    FIG. 7 is a schematic and partial view in longitudinal section of a thrust reverser in the direct jet position, with electric or hydraulic drive of the membrane;
    Figure 8 is a schematic and partial view in longitudinal section of the thrust reverser of Figure 7 in reverse jet position;
    Figures 9 and 10 schematically represent thrust reversers according to the invention;
    Figures 11 to 14 schematically show a front view of a thrust reverser in successive positions of direct jet (Figure 11), intermediate (Figures 12 and 13) and reverse jet (Figure 14);
    FIG. 15 is a schematic and partial view in longitudinal section of a thrust reverser in the direct jet position, with mechanical drive of the membrane;
    Figure 16 is a schematic and partial view in longitudinal section of the thrust reverser of Figure 15 in reverse jet position;
    Figure 17 is a schematic perspective view of a thrust reverser in the direct jet position;
    Figure 18 is a schematic perspective view of the thrust reverser of Figure 17 in reverse jet position;
    Figure 19 is a schematic perspective view of a thrust reverser in reverse jet position.
    Identical or similar elements are identified by identical reference signs in all of the figures.
    An aircraft propulsion assembly 1 is illustrated in FIG. 1. This propulsion assembly 1 comprises a nacelle, a reactor mast 2 and a turbofan engine type engine (not shown) housed in the nacelle. The engine mast 2, partially shown, is intended to be fixed to a wing (not shown) or to the fuselage (not shown) of the aircraft.
    The nacelle comprises an air inlet 11 adapted to allow optimum capture towards the turbojet of the air necessary for the supply of a fan 3 and of internal compressors (not shown) of the turbojet.
    The propulsion unit 1 extends in a longitudinal direction DI shown coincident with the axis of the engine.
    Figures 1 and 2 illustrate the propulsion unit 1 with a thrust reverser in the "direct jet" position and in the "reverse jet" position respectively.
    The thrust reverser comprises a discharge structure of the vane grate type 41 and a mobile structure 42.
    The mobile structure 42 is in this example a cover movable in translation between the direct jet position and the reverse jet position.
    The translation of the mobile structure 42 is typically carried out by sliding of this mobile structure 42 along rails (not shown) integral with the mast 2 and arranged on either side thereof.
    FIG. 3 shows an aircraft propulsion unit 1 similar to that of FIG. 1 from a perspective showing an exhaust nozzle 5 downstream of the turbojet engine. The exhaust nozzle 5 comprises a gas ejection cone 51 ("plug" in English) and a primary nozzle 52 ("nozzle" in English). The ejection cone 51 and the primary nozzle 52 of the exhaust nozzle 5 define a passage for a flow of hot air leaving the turbojet engine.
    The primary nozzle 52 is integral with a fixed structure 43 of the thrust reverser. The part of the fixed structure 43 shown in FIG. 3 is also called the internal fixed structure.
    The internal fixed structure 43 and the mobile structure 42 of the thrust reverser delimit a vein capable of channeling an air flow in the longitudinal direction DI when the thrust reverser is in the direct jet position illustrated in FIGS. 1 and 3 .
    The air flow circulating in this vein, also called secondary vein, is a cold air flow from the turbojet engine.
    A flow of hot air from the turbojet engine is evacuated from the propulsion unit by the exhaust nozzle 5.
    With reference to FIG. 2, the position in reverse jet of the thrust reverser allows a radial evacuation of the cold air flow through the evacuation structure 41.
    In certain embodiments, the position in reverse jet allows a radial discharge through the discharge structure 41 of both the cold air flow and the hot air flow.
    In what follows, the expression “blade grids” may be replaced by the expression “evacuation structure”.
    In order to deflect at least part of this air flow in the direction of the vane grids 41 when the thrust reverser is in the reverse jet position, the thrust reverser comprises a sealing membrane 6, for example such as that shown schematically in Figure 4.
    The description which follows describes several nonlimiting examples of arrangement of one or more obturation membranes 6 in accordance with the invention.
    In the examples of FIGS. 4 and 9 to 14, the membrane (s) 6 are arranged to exhaust only the flow of cold air circulating in the secondary vein. In the examples of FIGS. 15 to 19, the membrane or membranes 6 are arranged to evacuate both the flow of cold air and the flow of hot air. The redirection of the two air flows, by comparison with the embodiments where only the cold air flow is redirected, essentially involves deploying the membrane (s) 6 downstream of the internal fixed structure 43. Consequently, the principles of deployment and retraction of the membrane (s) 6 described with reference to an embodiment in which only the cold flow is redirected can be applied to embodiments in which the two flows of hot air and cold are redirected. Thus, for example, the thrust reversers in FIGS. 5 to 8 include deployment and retraction mechanisms for one or more membranes 6 which can be used to redirect one or both flows of the turbojet engine: the internal fixed structure not shown on these figures can be located axially at the level of the membrane (s) 6 or upstream thereof.
    In what follows, unless otherwise stated, the air flow or the part of the diverted or redirected air flow can be all or part of the cold air flow or all or part of the hot and cold air flows.
    In general, at least one obturation membrane 6 is arranged to deflect at least part of the air flow in the direction of the vane grids 41 when the thrust reverser is in the position in reverse jet.
    Figures 5 and 6 show schematically and partially a thrust reverser according to the invention in longitudinal section.
    FIGS. 11 to 14 schematically show the thrust reverser in front view in different successive configurations: the reverser is shown in the direct jet position in FIG. 11 and in the reverse jet position in FIG. 14. Figures 12 and 13 show the reverser in intermediate positions between the direct jet position and the reverse jet position.
    In the example of FIGS. 11 to 14, the reverser comprises two membranes 6A and 6B (hereinafter also designated by the common reference 6) arranged to deflect at least part of the flow of cold air towards the grids of blades 41 when the thrust reverser is in the reverse jet position (see FIG. 14). In Figures 11 and 12, these membranes are retracted in the sense that they are not deployed in the secondary vein. In FIG. 13, the membranes 6A and 6B are partially deployed in the vein. In FIG. 14, the membranes 6A and 6B are deployed in the secondary vein.
    In the embodiment of FIGS. 5 and 6, the blades grids 41, the mobile structure 42, a part of the fixed structure 43 of the reverser as well as an element 71 of an intermediate section 7 of the nacelle, the intermediate section 7 being visible in Figures 1 to 3. In these Figures 5 and 6, only an external part of the fixed structure 43 is illustrated. In these Figures 5 and 6, said inner part of the fixed structure 43, that is to say that shown in Figure 3 called internal fixed structure, is not shown. According to the embodiments, the internal fixed structure can be located axially, that is to say in the direction D1, either at the level of the membrane 6 as shown in FIG. 6, or upstream of this membrane 6. In the first case (internal fixed structure at the level of the membrane), the deployed membrane obstructs only an annular section consisting in the secondary vein so that only the flow of cold air is deflected in reverse jet (see FIG. 14). In the second case (internal fixed structure upstream of the membrane), the deployed membrane obstructs a circular section so that the two cold and hot flows are deflected in reverse jet (see Figure 19).
    Figure 5 shows the inverter in the direct jet position. Figure 6 shows the reverser in reverse jet position. The fixed structure 43 is fixed relative to the element 71, that is to say relative to the intermediate section 7 of the nacelle and relative to the turbojet.
    In direct jet (Figures 5 and 11), the mobile structure 42 is advanced towards the element 71. The membrane (s) 6 are retracted, that is to say that they do not close the vein so as to deflect at least part of the air flow in the direction of the vane grids 41. For example, the membrane (s) 6 can be housed between an internal wall 421 of the mobile structure 42 and an external wall of this mobile structure 42.
    In reverse jet (Figures 6 and 14), the movable structure 42 is moved back relative to the element 71. The membrane (s) 6 are deployed in the vein, that is to say that they are arranged to deviate at the at least part of the air flow towards the vane grids 41.
    To be able to deploy the membrane (s) 6 in the vein, part of the membrane (s) 6 is fixed to the fixed structure 43 and another part of the membrane (s) 6 is fixed to an intermediate structure 44 of the thrust reverser .
    The intermediate structure 44 is movable in rotation relative to the fixed structure 43, around an axis coincident with the longitudinal direction DI (see FIG. 6).
    In the embodiment of Figures 5 and 6, the intermediate structure 44 cooperates with the mobile structure 42 of the thrust reverser so that the translation of the mobile structure 42 drives the intermediate structure 44 in rotation. In this example, this cooperation is achieved by means of a rack system.
    The rack system in this example comprises a first gear element 45 secured to the movable structure 42 in translation in the longitudinal direction Dl. This first gear element 45 can be of the toothed bar type. This rack system further comprises a second gear element 46 of the toothed pinion type.
    When the movable structure 42 and consequently the first gear element 45 move from the direct jet position (FIG. 5) to the reverse jet position (FIG. 6), the second gear element 46 is rotated by the translation of the first gear element 45.
    In this example, the intermediate structure 44 cooperates with the second gear element 46 so that the rotation of the second gear element 46 causes the intermediate structure 44 to rotate relative to the fixed structure 43. The intermediate structure 44 can be of the toothed crown type.
    The part of the membrane (s) 6 fixed to the intermediate structure 44 is therefore driven in rotation relative to the part of the membrane (s) 6 fixed to the fixed structure 43.
    During the translation of the mobile structure 42 from the direct jet position to the reverse jet position, the membrane (s) 6 thus undergo a deformation allowing them to be deployed in the vein (see for example FIGS. 11 to 14) so as to deflect at least part of the air flow which circulates there in the direction of the grids of blades 41
    In another embodiment not shown, the membrane (s) 6 can be rotated by winding a cable or a belt around a crown.
    The membrane (s) 6 typically assume a hyperboloidal shape when they are deployed in the vein.
    When the reverser comprises several membranes, for example two membranes 6A and 6B as shown in FIGS. 14 and 15, these membranes can partially overlap each other or overlap when they are deployed in the vein. In the example of FIGS. 13 and 14, the membranes 6A and 6B are partially superimposed one on the other in a region 6R located opposite the island 431 (see below).
    In order not to irreversibly deform or break the at least one membrane 6, the membrane can be elastic.
    In the example of FIGS. 11 to 14, the internal part of the fixed structure 43 is connected to an external part of the fixed structure of the thrust reverser by means of an island 431. This island 431 prevents deployment membranes 6A and 6B in a region located around this island since the membranes cannot be deployed through island 431.
    In one embodiment, in order to close this region of the vein in reverse jet, that is to say on either side of the island 431, the thrust reverser may include flaps 432 and 433 movable between the direct jet position and the reverse jet position. In direct jet (Figure 11), the flaps are retracted so as to allow the cold air flow to circulate on both sides of the island 431. In reverse jet (Figure 14), the flaps 432 and 433 are deployed so as to seal said region located around island 431 and so as to seal, with membranes 6A and 6B, the entire secondary vein.
    The actuation of the flaps 432 and 433 can be carried out according to any known technique, for example using rods (not shown) housed in the mobile structure 42.
    The embodiment of FIGS. 7 and 8 is described by difference from the embodiment of FIGS. 5 and 6.
    In this example, the rotation of the intermediate structure 44 is controlled by a first actuating means 48 of the electric or hydraulic motor type, for example via a gear element 47.
    This first actuation means 48 is independent of a second actuation means (not shown) which controls the translation of the mobile structure 42.
    According to a first variant, the first actuation means 48 and the second actuation means are implemented simultaneously to simultaneously control the rotation of the intermediate structure 44 and the translation of the movable structure 42, similarly to the embodiment of the figures 5 and 6.
    According to a second variant, the first actuation means 48 and the second actuation means are implemented successively. For example, to pass from the position in direct jet to the position in reverse jet, the rotation of the intermediate structure 44 can be carried out after initiation of the translation of the mobile structure 42, whether before or after arrival of the mobile structure 42 in the retracted position illustrated in FIG. 8.
    Other systems for deploying the at least one membrane 6 can be envisaged without departing from the scope of the invention, for example the systems described below with reference to FIGS. 9 and 10.
    In the embodiment of FIG. 9, the deployment of the at least one membrane 6 in the vein is carried out by constricting part of the membrane 6.
    To do this, one or more parts of the membrane 6 can be secured to one or more retaining elements 49 movable between a folded position and a closed position. In the closed position, the membrane 6 constitutes an at least partial transverse partition in said vein (reverse jet). In the folded position, the membrane 6 does not interfere with the air flow circulating in said vein (direct jet).
    In the example of FIG. 9, the reverser comprises three retaining elements 49 connected to the movable structure 42. These retaining elements 49 are movable in a respective radial direction D49. FIG. 9 shows the membrane 6 partially deployed, the holding elements 49 being placed in an intermediate position between the folded position and the closed position.
    In the embodiment of FIG. 10, the deployment of the at least one membrane 6 in the vein is carried out by translation of a holding element 49 along a radial direction D49. Part of the membrane 6 being integral with this retaining element 49 and another part being integral with the movable structure 42 or any other element of the thrust reverser not integral with the retaining element 49, the translation of this the latter makes it possible to at least partially close said vein.
    Other embodiments are described below with reference to FIGS. 15 to 19. These embodiments are in particular provided for redirecting both the flow of cold air and the flow of hot air towards the exhaust structure in reverse jet.
    Figures 15 and 17 show thrust reversers in the direct jet position. Figures 16, 18 and 19 show thrust reversers in reverse jet position. As in the inverter of FIGS. 5 and 6, the internal part of the fixed structure 43 is not shown, the latter being in these examples located upstream of the deployed membrane.
    In direct jet (Figures 15 and 17), the membrane 6 is retracted. In reverse jet (Figures 16, 18 and 19), the mobile structure 42 is in the retracted position relative to the fixed structure 43. The membrane 6 is deployed, that is to say that they are arranged to deflect at least one part of the air flow, in this case the double flow of hot and cold air, in the direction of the exhaust structure 41.
    In this example, the evacuation structure 41 does not include vanes and consist of simple openings. In other embodiments not shown, the discharge structure 41 could comprise grids of blades on all or part of said openings.
    To be able to deploy the membrane 6, part of the membrane 6 is fixed to the fixed structure 43 and another part of the membrane 6 is fixed to an intermediate structure 44 of the thrust reverser.
    The intermediate structure 44 is movable in rotation relative to the fixed structure 43, around an axis coincident with the longitudinal direction DI (see FIG. 15).
    In the embodiment of Figures 15 and 16, the intermediate structure 44 cooperates with the movable structure 42 of the thrust reverser so that the translation of the movable structure 42 drives the intermediate structure 44 in rotation. In this example, this cooperation is carried out by means of a rack system.
    The rack system in this example comprises a first gear element 45 secured to the movable structure 42 in translation in the longitudinal direction Dl. This first gear element 45 can be of the toothed bar type. This rack system further comprises a second gear element 46 of the toothed pinion type.
    When the mobile structure 42 and consequently the first gear element 45 move from the direct jet position (FIG. 15) to the reverse jet position (FIG. 16), the intermediate structure 44 is rotated by the action of the second gear element 46 under the effect of the translation of the first gear element 45.
    The part of the membrane 6 fixed to the intermediate structure 44 is therefore driven in rotation relative to the part of the membrane 6 fixed to the fixed structure 43.
    During the translation of the mobile structure 42 from the direct jet position to the reverse jet position, the membrane 6 thus undergoes a deformation allowing it to be deployed in the vein of the nacelle (see for example Figures 18 to 19 ) so as to deflect at least part of the air flow which circulates therein in the direction of the exhaust structure 41.
    Of course, the invention is not limited to the examples which have just been described and numerous modifications can be made to these examples without departing from the scope of the invention. For example :
    the thrust reverser may include a holding element driving part of the at least one membrane in a circumferential direction in the vein along an annular slide provided in the movable part of the reverser;
    the thrust reverser of Figure 9 or 10 may include several membranes deployed and retracted according to the principle described above with reference to this figure;
    the evacuation structure can comprise grids of blades which extend over a first longitudinal portion (in the direction Dl) and a free opening, not provided with grids of blades, which extends over a second longitudinal portion ( not shown);
    the evacuation structure can be devoid of blade grids and include or consist of one or more free radial openings (not shown).
    权利要求:
    Claims (9)
    [1" id="c-fr-0001]
    1. Thrust reverser for propulsion unit (1) of an aircraft, comprising an evacuation structure (41) provided with one or more openings, a mobile structure (42) and a fixed structure (43), the mobile structure (42) and the fixed structure (43) delimiting a vein capable of channeling an air flow in a longitudinal direction (Dl) when the thrust reverser is in a position in direct jet, the mobile structure (42) being mobile between said direct jet position and a reverse jet position allowing a radial discharge of at least part of the air flow through the discharge structure (41), characterized in that it comprises at least one membrane shutter (6) arranged to deflect at least part of the air flow towards the exhaust structure (41) when the thrust reverser is in the reverse jet position.
    [2" id="c-fr-0002]
    2. thrust reverser according to claim 1, comprising an intermediate structure (44) movable in rotation relative to said fixed structure (43) around an axis coincident with the longitudinal direction (Dl), part of the membrane (6 ) being fixed to the fixed structure (43), another part of the membrane (6) being fixed to the intermediate structure (44).
    [3" id="c-fr-0003]
    3. Thrust reverser according to claim 2, in which the intermediate structure (44) cooperates with the mobile structure (42) so that the displacement of the mobile structure (42) from the position in direct jet to the position in reverse jet drives the intermediate structure (44) in rotation about said axis coinciding with the longitudinal direction (Dl).
    [4" id="c-fr-0004]
    4. A thrust reverser according to claims, comprising a rack system (45, 46), the intermediate structure (44) cooperating with the movable structure (42) by means of this rack system (45, 46).
    [5" id="c-fr-0005]
    5. A thrust reverser according to claim 2, comprising an actuating means (48) arranged to drive the intermediate structure (44) in rotation about said axis coinciding with the longitudinal direction (Dl).
    [6" id="c-fr-0006]
    6. A thrust reverser according to claim 1, comprising one or more holding elements (49) respectively integral with one or more parts of the membrane (6), the holding element or elements (49) being movable in translation along a radial direction (D49) respective between a folded position, in which the membrane (6) does not close the vein, and a closed position in which the membrane (6) is arranged to deflect at least part of the flow of air in the direction of the exhaust structure (41).
    [7" id="c-fr-0007]
    7. propulsion unit (1) of an aircraft comprising a thrust reverser according to any one of claims 1 to 6.
    1/9
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    Fig. 3
    3/9
    D49 J
    Fig. 10
    4/9
    Fig. 5
    Fig. 6
    Fig. 7
    5/9
    Fig. 11
    Fig. 12
    6/9
    6A
    6B
    Fig. 13
    Fig. 14
    7/9
    Fig. 16
    [8" id="c-fr-0008]
    8/9
    Fig. 18
    [9" id="c-fr-0009]
    9/9
    FRENCH REPUBLIC irai - I NATIONAL INSTITUTE
    PROPERTY
    INDUSTRIAL
    PRELIMINARY SEARCH REPORT based on the latest claims filed before the start of the search
    National registration number
    FA 849157
    FR 1850361
    EPO FORM 1503 12.99 (P04C14)
    DOCUMENTS CONSIDERED AS RELEVANT Relevant claim (s) Classification attributed to the invention by ΙΊΝΡΙ Category Citation of the document with indication, if necessary, of the relevant parts XATAT US 3,599,432 A (ELLIS PETER H)Aug 17, 1971 (1971-08-17)* column 2, line 67 - column 4, line 15 ** abridged; figures *DE 10 2008 022271 Al (OPARA GUENTHER [DE])November 26, 2009 (2009-11-26)* paragraph [0004] ** paragraph [0021] ** paragraph [0028] - paragraph [0038] ** abridged; figures *DE 10 2013 225043 Al (TECH UNIVERSITÂTDRESDEN [DE]) June 11, 2015 (2015-06-11)* paragraph [0001] - paragraph [0004] ** paragraph [0008] - paragraph [0009] ** paragraph [0022] - paragraph [0025] ** paragraph [0038] - paragraph [0044] ** abridged; figures * 1.71-71-7 F02K1 / 72 TECHNICAL AREAS SOUGHT (IPC) F02K Research Completion Date ExaminerSeptember 28, 2018 O'Shea, Gearôid CATEGORY OF DOCUMENTS CITED T: theory or principle underlying the inventionE: patent document with an earlier date X: particularly relevant on its own at the filing date and which was not published until that dateY: particularly relevant in combination with a deposit or at a later date.other document of the same category D; cited in requestA: technological background L: cited for other reasonsO: unwritten disclosureP: interlayer document &: member of the same family, corresponding document
    ANNEX TO THE PRELIMINARY RESEARCH REPORT
    RELATING TO THE FRENCH PATENT APPLICATION NO. FR 1850361 FA 849157
    This appendix indicates the members of the patent family relating to the patent documents cited in the preliminary search report referred to above.
    The said members are contained in the computer file of the European Patent Office on the date du2o - U9 - ZUlo
    The information provided is given for information only and does not engage the responsibility of the European Patent Office or the French Administration
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    同族专利:
    公开号 | 公开日
    WO2019141930A1|2019-07-25|
    FR3076864B1|2020-12-11|
    US20200347800A1|2020-11-05|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3599432A|1970-04-02|1971-08-17|Rohr Corp|Thrust reversing apparatus for turbo-fan propulsion unit|
    DE102008022271A1|2008-05-06|2009-11-26|Opara, Günther|Nozzle i.e. jet-nozzle, for e.g. gas turbine of aircraft, has one-piece tubular body including wall that forms convergent and divergent channel parts by radial contraction of cross-section dimension of nozzle|
    DE102013225043A1|2013-12-05|2015-06-11|Technische Universität Dresden|Ring closure system for a jet engine|EP3845754A1|2020-01-06|2021-07-07|Airbus Operations |Turbofan engine comprising a system for sealing the bypass flow passage comprising a flexible element|
    EP3845753A1|2020-01-06|2021-07-07|Airbus Operations |Turbofan engine having a system for sealing the bypass flow passage comprising fabric panels|
    EP3943738A1|2020-07-21|2022-01-26|Airbus Operations|Dual-flow turbojet engine comprising a system for sealing the vein of the secondary stream comprising panels|
    法律状态:
    2018-12-18| PLFP| Fee payment|Year of fee payment: 2 |
    2019-07-19| PLSC| Publication of the preliminary search report|Effective date: 20190719 |
    2019-12-19| PLFP| Fee payment|Year of fee payment: 3 |
    2020-12-17| PLFP| Fee payment|Year of fee payment: 4 |
    2021-12-15| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1850361A|FR3076864B1|2018-01-16|2018-01-16|OPTIMIZED THRUST INVERTER FOR AIRCRAFT PROPULSION ASSEMBLY|
    FR1850361|2018-01-16|FR1850361A| FR3076864B1|2018-01-16|2018-01-16|OPTIMIZED THRUST INVERTER FOR AIRCRAFT PROPULSION ASSEMBLY|
    PCT/FR2019/050071| WO2019141930A1|2018-01-16|2019-01-14|Membrane thrust reverser for an aircraft propulsion assembly|
    US16/930,524| US20200347800A1|2018-01-16|2020-07-16|Membrane thrust inverter for an aircraft propulsion unit|
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