• 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 present invention relates to a rotorcraft (1) comprising a fuselage (2), a single main rotor (10) and a first propeller (15) and a second propeller (20). The rotorcraft (1) comprises a control system configured to position at least during a hovering phase said first propeller (15) in a first low speed configuration (conf1b) in order to exert a first thrust (P10) comprising a first component horizontal (P101) and a first vertical component (P102), said adjustment system being configured to position at least during the hovering phase said second propeller (20) in a second low speed configuration (conf2b) in order to exercise a second thrust (P20) comprising a second horizontal component (P201) and a second vertical component (P202).
    公开号:FR3080605A1
    申请号:FR1800372
    申请日:2018-04-26
    公开日:2019-11-01
    发明作者:Jacques Gaffiero；Christophe SERR；Jean Romain Bihel
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    Rotorcraft equipped with a rotary wing and at least two propellers, and process applied by this aircraft
    The present invention relates to a rotorcraft equipped with a rotary wing and at least two propellers, and the method applied by this method.
    Rotorcraft are aircraft with a rotary wing.
    A known rotorcraft has two propellers and a main rotor participating at least partially in the lift of the aircraft. The two propellers and the main rotor are permanently rotated by a power plant.
    Thus, a first propeller and a second propeller are arranged laterally on either side of a fuselage of the rotorcraft. The first propeller and the second propeller are carried by two half-wings extending respectively on either side of said fuselage.
    In addition, the first propeller and the second propeller are provided with blades having a variable collective pitch. The pitch of the blades of the first propeller can be changed identically, i.e. at the same time and in the same way. The same goes for the second propeller.
    Optionally, the pitch of the blades of at least one of the propellers can vary in a first range of steps generating a thrust in a direction of advance of the aircraft and in a second range of steps generating a directed thrust in a direction of travel rear opposite to the direction of travel. The direction of travel and the reverse direction of the rotorcraft are therefore fixed, opposite and coplanar. Such a propeller therefore generates a thrust tending only to advance the aircraft when the pitch of its blades is located in the first range, and a thrust opposite to the direction of advance when the pitch of its blades is located in the second range.
    During phases of flight at high forward speed, the pitch of the blades of the first propeller and of the second propeller are adjusted so that the first propeller and the second propeller generate respectively a first thrust and a second thrust according to the direction of advancement. The main rotor and the half-wings carrying the propellers ensure the lift of the rotorcraft. The anti-torque function is at least partially ensured by a fin installed on a tail beam. The first push and the second push can also have different intensities in order to control the position and yaw movement of the rotorcraft.
    During takeoff, landing, hovering and more generally low-speed flight, the first propeller can generate thrust in the same direction of advance as in high-speed advance flight. The second propeller can on the other hand generate a thrust directed in the reverse direction to participate in the control of the position and the yaw movement of the rotorcraft.
    Consequently, such an aircraft comprises two propellers having a horizontal axis of rotation, this axis of rotation being fixed. Only the pitch of the blades of each propeller can vary collectively depending on the intensity and direction desired for the thrust generated.
    Such an aircraft can reach high forward speeds. However, the main rotor can then undergo significant aerodynamic forces which may require high control forces for piloting the main rotor and / or create aerodynamic instabilities at the end of the blades of this main rotor. To avoid these drawbacks, the diameter of the main rotor can be reduced and / or the linear twist of the blades of the main rotor can be reduced. Although interesting, these solutions tend to reduce the lift of the main rotor and therefore the lift of the rotorcraft at low speed.
    The document EP2690012 describes a rotorcraft fitted with a main rotor. In addition, this rotorcraft has two propellers carried by a wing called "duck". The propellers are adjustable propellers which can be tilted around a tilt axis. Such an adjustable propeller has blades rotating around an axis of rotation, this axis of rotation being movable in rotation relative to the fuselage of the aircraft. More specifically, each axis of rotation can rotate about a tilt axis.
    Document US 7823827 describes a rotorcraft. This rotorcraft is equipped with a fuselage carrying two main rotors. In addition, the rotorcraft has two faired propellers which are arranged laterally on either side of the fuselage and longitudinally between the two main rotors. The two propellers can be orientable between a position where they exert a thrust participating in the advancement of the aircraft and a position where they exert a thrust participating in the lift of the aircraft. The propellers may include flaps.
    The object of the present invention is therefore to propose an innovative rotorcraft having an optimized lift at low speed, this rotorcraft comprising a single main rotor and two propellers.
    Such a rotorcraft comprises a fuselage, the fuselage extending longitudinally from the rear towards the front of a tail towards a nose and transversely from a first flank towards a second flank, the fuselage extending vertically from bottom to top and being surmounted by a single main rotor participating at least partially in the lift of the rotorcraft. An orthonormal reference frame linked to this rotorcraft has a first vector extending in a direction of advance of the center of gravity of the rotorcraft forward, the orthonormal reference frame having a second vector extending from the center of gravity according to a direction going from the first flank to the second flank, the orthonormal reference frame having a third vector extending in a direction in elevation from the center of gravity towards the main rotor. This rotorcraft comprises a first propeller and a second propeller carried respectively by two arms and exerting respectively a first thrust and a second thrust, said two arms not forming a wing 15 duck, the first propeller and the second propeller being arranged transversely in part and on the other side of said fuselage, said first propeller and said second propeller respectively having first blades and second blades rotating respectively around a first axis of rotation and a second axis of rotation. The first blades respectively have steps which can vary collectively in an identical manner in a first range of steps generating a said first thrust directed towards the front of the rotorcraft and in a second range of steps generating a said first thrust directed towards the rear of the rotorcraft rotorcraft, said second blades having pitches which can vary collectively in an identical manner, namely identically with each other, at least in a third pitch range generating only a said second thrust directed towards the front of the rotorcraft.
    The rotorcraft 30 may thus comprise a first modification of the collective system of the first blades and a second modification system of collective second conventional blades.
    Each arm can take the form of a lift surface, such as a half-wing.
    In addition, this rotorcraft comprises an adjustment system acting on the first propeller and the second propeller, the adjustment system being configured to position at least during a hover phase the first propeller in a first low speed configuration, the first thrust comprising in the first low speed configuration, a first horizontal component directed parallel to the first vector and in a direction opposite to the first vector and a first vertical component directed parallel to the third vector in the elevation direction, said adjustment system being configured to position at less during the hover phase said second propeller in a second low speed configuration, the second thrust comprising in the second low speed configuration a second horizontal component directed parallel to the first vector and in one direction of the first vector and two xth vertical component directed parallel to the third vector in a direction of the third vector.
    The first vector can be perpendicular to the second vector and the third vector. For example, the first vector extends along a roll axis of the rotorcraft and / or the second vector extends along a pitch axis of the rotorcraft and / or the third vector extends along rotorcraft yaw axis
    The rotorcraft then comprises a main rotor and two lateral propellers. Such a rotorcraft is therefore capable of reaching 30 high forward speeds. The main rotor can however be sized to avoid the inconveniences listed above.
    In addition, the first propeller and the second propeller are configured to on the one hand generate thrusts allowing the rotorcraft to reach high forward speeds and, on the other hand to bring an increase in lift at least in hovering so as to to be able to use a reduced main rotor. In fact, when hovering, the first thrust generated by the first propeller and the second thrust generated by the second propeller each have a vertical component extending upwards of the rotorcraft in the rotorcraft frame of reference.
    This rotorcraft may further include one or more of the following features.
    Optionally, the first propeller and / or the second propeller can be faired. For example, two hulls respectively surround the first blades and the second blades in their planes of rotation.
    According to one aspect, the adjustment system can be configured to position the first propeller in the first low speed configuration and the second propeller in the second low speed configuration when the rotorcraft is moving forward at a speed below a speed threshold.
    As an illustration, the speed threshold can be equal to 50 knots, or approximately 92.6 kilometers per hour. Therefore, at less than 50 knots, the first propeller and the second propeller are respectively in the first low speed configuration and in the second low speed configuration.
    According to one aspect, in the first low speed configuration, said first thrust may have an acute angle less than 90 degrees with a horizontal plane containing the first vector and the second vector, the second thrust having an acute angle less than 90 degrees with this horizontal plane .
    According to a first embodiment, the adjustment system can be configured to position the first propeller in a first high speed configuration and the second propeller in a second high speed configuration when the rotorcraft is moving forward at a speed greater than or equal to a speed threshold, said first thrust having in the first high speed configuration a first horizontal component directed parallel to the first vector and in the direction of the first vector and a first vertical component directed parallel to the third vector in a direction opposite to the direction of the third vector , the second high speed configuration being identical to the second low speed configuration.
    Thus, at low speed, the first propeller exerts a first upward and rearward thrust of the rotorcraft, the second propeller exerts a second upward and forward thrust of the rotorcraft. At high speed, the first propeller exerts a first downward and forward thrust of the rotorcraft, the second propeller exerts a second upward and forward thrust of the rotorcraft.
    This configuration is surprising since the first push tends to be directed towards the ground, and not to carry the rotorcraft. However, the first vertical component of the first thrust directed towards the ground can be compensated by the second vertical component of the second thrust.
    According to this first embodiment, the direction of the first push can be reversed.
    For example, according to this first embodiment when the rotorcraft is moving forward at a speed greater than or equal to a speed threshold, seen in a transverse direction going from the first propeller to the second propeller, said first thrust may have a first acute angle with a horizontal plane containing the first vector and the second vector, the second thrust having a second acute angle opposite to the first acute angle with this horizontal plane.
    According to this first embodiment, seen in a transverse direction going from the first propeller towards the second propeller, said first axis of rotation can have a first acute angle with a horizontal plane containing the first vector and the second vector, the second axis of rotation having a second acute angle opposite to the first acute angle with this horizontal plane.
    According to this first embodiment, said first propeller comprising a first propeller shaft rotating a first hub carrying blades, said second propeller comprising a second propeller shaft rotating a second hub carrying blades, said system adjustment comprises a first device fixing the first propeller shaft to an arm by conferring only a degree of freedom in rotation around the first axis of rotation to the first propeller shaft relative to the fuselage, said adjustment system comprising a second device fixing the second propeller shaft with one arm by only conferring a degree of freedom in rotation around the second axis of rotation to the second propeller shaft relative to the fuselage.
    The first propeller and the second propeller can both be fixed and wedged on the rotorcraft at an angle so as to present additional components tending to optimize its lift. The first propeller is propped down toward the bottom of the aircraft while the second propeller is propped up.
    The adjustment system can also include in this case the first system for modifying the collective pitch of the first blades and the second system for modifying the collective pitch of the usual second blades.
    According to a second embodiment, the adjustment system can tilt / tilt the first thrust and the second thrust around a tilting axis.
    According to the second embodiment, the adjustment system can be configured to position the first propeller in a first high speed configuration and the second propeller in a second high speed configuration when the rotorcraft is moving forward at a speed greater than or equal to a speed threshold, in the first high speed configuration the first thrust comprising only a first horizontal component directed parallel to the first vector and in the direction of the first vector, in the second high speed configuration said second thrust comprising only a second horizontal component directed parallel to the first vector and according to the direction of the first vector.
    According to this second embodiment, the adjustment system makes it possible to continuously switch the first thrust and the second thrust around the tilting axis optionally but not necessarily from the low speed configuration to the previous high speed configuration.
    According to this second embodiment, when the rotorcraft is moving forward at a speed greater than or equal to a speed threshold, said first thrust and the second thrust may be coplanar and parallel to a horizontal plane containing the first vector and the second vector.
    Alternatively, other inclinations can be envisaged, in particular at a speed greater than or equal to a speed threshold. For example, the first thrust and the second thrust can be oriented according to the speed vector of the high-speed aircraft.
    According to a first variant of the second embodiment, said first propeller comprising a first propeller shaft rotating a first hub carrying blades, said second propeller comprising a second propeller shaft rotating a second hub carrying blades, said adjustment system may include a first mobility system configured to rotate the first propeller shaft in rotation about a tilting axis by giving the first propeller shaft relative to the fuselage only a degree of freedom in rotation around the first axis of rotation and a degree of freedom in rotation about the tilting axis, said adjustment system comprising a second mobility system configured to move in rotation the second propeller shaft around the tilting axis by conferring on the second propeller shaft relative to the fuselage only a degree of freedom in rotation around the second axis of rotation and a degree of freedom in rotation about the tilt axis.
    The first propeller and the second propeller are then adjustable propellers, for example respectively according to two angular sectors less than 90 degrees. The adjustment system therefore makes it possible to switch the first propeller and the second propeller between various positions to orient the first thrust and the second thrust upwards at low speed in order to generate an increased lift and to orient the first thrust and the second thrust. for example depending on the direction of travel or the speed vector of the high-speed aircraft.
    According to this first variant of the second embodiment, the first propeller can be configured to tilt in a first tilting direction from a first position to be held in the first low speed configuration to a second position to be held in the first high speed configuration, the first axis of rotation and the first thrust being combined and having a first acute angle less than 90 degrees with a horizontal plane containing the first vector and the second vector in the first position, the first axis of rotation and the first thrust being for example parallel to the horizontal plane in the second position.
    The second propeller can be configured to tilt in a second direction of tilting from a third position to be held in the second low speed configuration to a fourth position to be held in the second high speed configuration, the second axis of rotation and the second thrust being combined and having a second acute angle less than 90 degrees with the horizontal plane, the second direction of tilting being opposite to the first direction of tilting seen in a transverse direction going from the first propeller towards the second propeller, the second axis of rotation and the second thrust being for example parallel to the horizontal plane in the fourth position.
    In one aspect, the tilting of the first propeller and the second propeller can be done at opposite angles. The second propeller generating a forward thrust pivots upwards of the rotorcraft, while the first propeller generating a rearward thrust pivots downwards of the rotorcraft.
    The tilt angles are for example dimensioned as a function of the powers developed by each propeller so that the two propellers perform an anti-torque function while having a vertical lift component.
    According to this first variant of the second embodiment, the main rotor may include main blades rotating around a main axis of rotation of this main rotor, said tilt axis intersecting said main axis of rotation.
    According to this first variant of the second embodiment, the first propeller may have a first center of thrust positioned on the tilting axis and the second propeller has a second center of thrust positioned on the tilting axis.
    These last two characteristics can each tend to limit the creation of harmful parasitic forces during the tilting of the propellers.
    Optionally, the pitches of the first blades of the first propeller and of the second blades of the second propeller are only variable collectively or are variable collectively and cyclically.
    For example and according to a second variant of the second embodiment, the first propeller may include a first propeller shaft rotating a first hub carrying blades, said second propeller may include a second propeller shaft rotating a second hub carrying blades, said adjustment system may comprise a first device for cyclically modifying the pitch of the blades of the first propeller and a second device for cyclically modifying the pitch of the blades of the second propeller.
    The first device for cyclically modifying the pitch of the blades of the first propeller and a second device for cyclically modifying the pitch of the blades of the second propeller make it possible to modify the pitch of the first blades and of the second blades respectively as a function of their azimuths.
    The first axis of rotation of the first propeller and the second axis of rotation of the second propeller can be permanently in the same plane.
    The first axis of rotation of the first propeller and the second axis of rotation of the second propeller are fixed and horizontal in the rotorcraft frame of reference. On the other hand, the first propeller and the second propeller can for example be equipped with a set of swashplates of the known type on a main helicopter rotor. Adjusting the position and angles of the trays of the swashplate sets allows you to orient the first push and the second push.
    In addition to a rotorcraft, the invention also relates to a method for optimizing the lift of such a rotorcraft.
    This process involves the following step:
    positioning of the first propeller in the first low speed configuration and of the second propeller in the second low speed configuration during a hover phase.
    Optionally, the process includes the following step:
    - positioning of the first propeller in the first high speed configuration and the second propeller in the second high speed configuration when the rotorcraft is moving forward at a speed greater than or equal to a speed threshold.
    The invention and its advantages will appear in more detail in the context of the description which follows with examples given by way of illustration with reference to the appended figures which represent:
    - Figures 1 to 3, views illustrating an aircraft provided with an adjustment system giving the propellers a fixed setting,
    FIGS. 4 to 8, views illustrating an aircraft provided with an adjustment system having propeller tilting systems in opposite directions seen from the side, and
    - Figures 9 to 11, views illustrating an aircraft fitted with an adjustment system having systems for modifying the cyclic pitch of the propeller blades.
    The elements present in several separate figures are assigned a single reference.
    Figures 1 to 11 show various embodiments of a rotorcraft according to the invention.
    Whatever the embodiment and with reference to FIG. 1, such a rotorcraft 1 comprises a fuselage 2. This fuselage 2 extending longitudinally along a roll axis from the rear AR towards the front AV of a tail 3 towards a nose 7. Conventionally, a cockpit and / or a cabin can be arranged at the level of the nose. In addition, the aircraft may include at least one tail unit 4 and at least one tail fin 5 at its tail 3. According to the example shown, the rotorcraft 1 has an inverted U-shaped structure comprising a tail unit 4 and two fins 5 which are arranged transversely on either side of the tail. The tail 4 and / or at least one fin 5 may include flaps 6.
    In addition, the fuselage 2 extends transversely along a pitch axis of the rotorcraft from a first flank 8 to a second flank 9. This fuselage 2 further extends vertically from bottom to top along a pitch axis.
    The rotorcraft 1 also comprises a single main rotor 10 which participates in the lift or even the propulsion of this rotorcraft 1. The main rotor 10 has main blades 11 located above the fuselage 2. These main blades 11 jointly rotate around an axis of rotation AXROTP. The rotorcraft can include the usual commands controlling a first system for collective modification of the pitch of the first blades and a second system of collective modification of the pitch of the second blades. Such a system of collective modification of the pitch may comprise a set of cyclic plates to give a human and / or automatic pilot the possibility of modifying collectively and / or cyclically the pitch of the main blades 11.
    The rotor 10 can be driven in rotation by a power plant 30, for example permanently outside of an engine failure and test phases. Such a power plant can include one or more motors, at least one power transmission box ...
    According to another aspect, the rotorcraft comprises at least two propellers, and for example at least a first propeller 15 and a second propeller 20. The first propeller 15 and the second propeller 20 are arranged transversely on either side of the fuselage 2, the first propeller being for example located on the side of the first flank 8 and the second propeller being for example located on the side of the second flank 9.
    The first propeller 15 and the second propeller 20 can be carried respectively by two arms 25, 26 secured to the fuselage
    2. Such arms 25, 26 can be lifting bodies. According to the example illustrated in FIG. 1, the two arms represent two half-wings of a high wing, these half-wings having a substantially rectangular plan shape and having a negative dihedron. In one aspect, the arms do not form a duck wing.
    Usually, the first propeller 15 may comprise a first propeller shaft 17 rotating a first hub 16 carrying first blades 18. The first shaft 17 is rotationally integral around the first axis of rotation of the first hub and the first blades.
    Likewise, the second propeller 20 may comprise a second propeller shaft 22 rotating a second hub 21 carrying second blades 23. The second shaft 22 is integral in rotation around the second axis of rotation of the second hub and the second blades .
    The first propeller shaft 17 and the second propeller shaft 22 are mechanically connected to the power plant 30 by conventional mechanical chains. The first propeller shaft 17 and the second propeller shaft 22 are rotated by this power plant 30 at least in flight apart from failure or test.
    The rotorcraft can include the usual commands controlling a set of swashplates and / or a piston to give a human and / or automatic pilot the possibility of modifying at least collectively the pitch of the first blades 18 and of the second blades 23. For example, a lever can control two servos for this purpose. Collective control devices of the type of document FR 2 992 696 are in particular possible.
    Consequently, the pitch of the first blades 18 can vary collectively in the same way to modify the intensity and the direction of the first thrust exerted by the first propeller 15. Indeed, the pitch of the first blades 18 can vary collectively in a first range of steps generating a first push P1 directed towards the front of the rotorcraft 1 and in a second range of steps generating a first push directed towards the rear of the rotorcraft.
    The terms "front" and "rear" mean that if the pitch of the first blades 18 is in the first range, the first propeller exerts a first thrust tending to advance the rotorcraft. On the other hand, conversely, if the pitch of the first blades 18 is in the second range, the first propeller exerts a first thrust tending to roll back the rotorcraft.
    Furthermore, the second blades 23 have pitches which can vary collectively in the same way at least in a third pitch range generating only a second thrust P2 directed towards the front of the rotorcraft. Optionally but not necessarily, the second blades 23 have pitches which can vary collectively in a fourth pitch range generating a second thrust P2 directed towards the rear of the rotorcraft.
    Furthermore, the rotorcraft 1 is linked to an orthonormal reference frame 100. This orthonormal reference frame 100 has a first vector VR extending in a direction of advance towards the front of the rotorcraft, from the center of gravity CG of the rotorcraft 1 substantially towards the nose 7, for example by following the rotational axis of the rotorcraft. This orthonormal reference frame 100 also has a second vector VT which extends from the center of gravity CG in a direction going from the first flank 8 to the second flank 9, for example by following the axis of pitch of the rotorcraft. Finally, the orthonormal reference frame 100 has a third vector VL extending in a direction in elevation S1 from the center of gravity CG towards the main rotor 10, for example by following the yaw axis of the rotorcraft. The first vector VR and the second vector VT define a horizontal plane 200. The first vector VR and the third vector VL define a vertical plane 300.
    Furthermore, the rotorcraft 1 comprises an adjustment system 50 acting on the first propeller 15 and the second propeller 20 to adjust the first thrust and the second thrust.
    During a hover phase and / or during a forward flight phase occurring below the speed threshold, for example a speed threshold equal to 50 knots, this adjustment system 50 places the first propeller 15 in a first low speed configuration conflb and the second propeller 20 in a second low speed configuration conf2b illustrated in particular in Figures 1,5 and 11 according to the variants.
    This adjustment system comprises at least the first system for modifying the collective pitch of the first blades.
    Whatever the variant and with reference to FIG. 1, in the first low-speed conflb configuration, the first thrust P10 has an acute angle 101 less than 90 degrees with the horizontal plane 200, the second thrust P20 also having an acute angle 102 less than 90 degrees with this horizontal plane 200.
    The first thrust P10 and the second thrust P20 are also possibly parallel to the vertical plane 300.
    According to one aspect, by considering an angle positively in a direction going from the first vector VR to the third vector VL, a projection of the first thrust P10 in the vertical plane has an obtuse angle 120 positive with the first vector VR and a projection of the second thrust P20 in the vertical plane has a positive acute angle 102 with the first vector VR.
    The first thrust P10 can therefore be broken down into a first horizontal component P101 and a first vertical component P102. The first horizontal component P101 is directed parallel to the first vector VR and in a direction opposite to the first vector VR, and therefore towards the rear AR of the rotorcraft. The first vertical component P102 is directed parallel to the third vector VL and in the elevation direction S1, namely from bottom to top in the rotorcraft frame of reference.
    In the second low speed configuration conf2b, the second thrust P20 also includes a second horizontal component P201 and a second vertical component P202. The second horizontal component P201 is parallel to the first vector VR and extends in the direction of the first vector VR. The second vertical component P202 is parallel to the third vector VL in the direction of the third vector VL.
    Consequently, the first horizontal component and the second horizontal component tend to generate a torque making it possible to control the yaw movement of the rotorcraft, and in particular to counter the torque exerted by the main rotor on the fuselage.
    The first vertical component and the second vertical component jointly tend to support the rotorcraft.
    If the speed of the aircraft is greater than or equal to the speed threshold, the adjustment system 50 places the first propeller 15 in a first high-speed configuration conflh and the second propeller 20 in a second high-speed configuration conf2h, illustrated in particular on Figures 2, 4 and 10 according to the variants, to ensure the advancement of the rotorcraft.
    According to the first embodiment of Figures 1 to 3 and with reference to Figure 2, in the first high speed conflh configuration the first thrust P1 has a first horizontal component P11 directed parallel to the first vector VR and in the direction of this first vector VR and a first vertical component P12 directed parallel to the third vector in a direction opposite to the direction of this third vector VL
    The second high speed configuration conf2h is also identical to the second low speed configuration conf2b.
    The first thrust P1 and the second thrust P2 are also possibly parallel to the vertical plane 300.
    According to one aspect, by considering an angle positively in a direction going from the first vector VR to the third vector VL, a projection of the first thrust P1 in the vertical plane has an acute negative angle 103 with the first vector VR and a projection of the second thrust P2 in the vertical plane has a positive acute angle 102 with the first vector VR.
    Consequently, the first horizontal component and the second horizontal component can tend to generate a torque making it possible to control the yaw movement of the rotorcraft, and tend to ensure the advancement of the rotorcraft forward.
    The first vertical component and the second vertical component tend to cancel each other out, the rotorcraft being supported by the main rotor and the various lifting surfaces.
    To this end, the adjustment system 50 may comprise a first device 19 attaching the first propeller shaft 17 to an arm 25 by conferring only a degree of freedom in rotation around the first axis of rotation AXROT1 to this first propeller shaft 17 relative to the fuselage 2. Likewise, the adjustment system 50 comprises a second device 24 attaching the second propeller shaft 22 to an arm 26 by only conferring a degree of freedom in rotation around the second axis of rotation AXROT2 on the second shaft 2 of propeller compared to fuselage 2.
    For example, the first device comprises a first nacelle 19 of the propeller fixed to a first arm 25 by usual means of welding, riveting, bonding, screwing, etc. The first propeller shaft 17 is then carried by the first nacelle while being mobile in rotation relative to the first nacelle. For example, rolling means are interposed between the first nacelle and the first shaft 17. Similarly, the second device may include a second nacelle 24 of the propeller fixed to a second arm 25. The second propeller shaft 22 is then carried by the second nacelle and movable in rotation relative to the second nacelle. For example, rolling means are interposed between the second nacelle and the second shaft 22.
    In other words, the first propeller and the second propeller each have a fixed setting relative to the fuselage.
    To position the rotorcraft in a low speed configuration illustrated in FIG. 1, the pitch of the first blades is then adjusted by the first system for modifying the collective pitch of the first blades to be in the second range of steps. To position the rotorcraft in the high speed configuration illustrated in FIG. 2, the pitch of the first blades is adjusted by the first system for modifying the collective pitch of the first blades to be in the first range of steps.
    Furthermore and with reference to FIG. 3, when the rotorcraft 1 is moving forward at a speed greater than or equal to a speed threshold, seen in a transverse direction drt going from the first propeller 15 towards the second propeller 20, the first push P1 can have a first acute angle 103 with the horizontal plane 200. The second push P2 can also have a second acute angle 102 opposite the first acute angle 103 with this horizontal plane 200.
    By considering an angle positively in a direction going from the first vector VR to the third vector VL, a projection of the first thrust P1 in the vertical plane has a first negative angle 103 with the first vector VR and a projection of the second thrust P2 in the vertical plane has a second acute acute angle 102 with the first vector VR.
    Similarly, seen in the transverse direction drt, the first axis of rotation AXROT1 can have the first acute angle 103 with the horizontal plane 200, the second axis of rotation AXROT2 having the second acute angle 102 opposite the first acute angle 103 with this plane horizontal 200.
    According to the first embodiment, the first push can always be exerted along the first axis of rotation, the second push being always exerted along the second axis of rotation.
    According to the second embodiment, the first push and the second push can be tilted at least around a tilting axis.
    According to the second embodiment illustrated in FIGS. 4 to 11 and with reference to FIG. 4, in the first high-speed conflh configuration the first thrust P1 can only comprise a first horizontal component directed parallel to the first vector VR and in the direction of first VR vector.
    Likewise, in the second high speed configuration conf2h the second thrust P2 can comprise only a second horizontal component directed parallel to the first vector VR and in the direction of the first vector VR.
    Optionally, when rotorcraft 1 is moving forward at a speed greater than or equal to the speed threshold, the first thrust P1 and the second thrust P2 are coplanar and parallel to the horizontal plane 200.
    Alternatively, at high speed, the first thrust and the second thrust may have other inclinations, and for example may be oriented according to the speed vector of the aircraft.
    Regardless of these aspects, according to a first variant of the second embodiment illustrated in FIG. 4, the adjustment system 50 can comprise a first mobility system 51. This first mobility system 51 can rotate the first shaft 17 of propeller around a tilt axis AXBASC by giving the first propeller shaft 17 relative to the fuselage 2 only a degree of freedom in rotation around the first axis of rotation AXROT1 and a degree of freedom in rotation around the axis of AXBASC tilting.
    Similarly, the adjustment system 50 includes a second mobility system 53. This second mobility system 53 can rotate the second propeller shaft around the tilt axis AXBASC by conferring on the second propeller shaft 22 by relative to the fuselage 2 only one degree of freedom in rotation around the second axis of rotation AXROT2 and one degree of freedom in rotation around the axis of tilting AXBASC.
    For example, the first mobility system 51 may be of a known type and may include a motor 52 rotating a first nacelle of the first propeller. Likewise, the second mobility system 53 may be of a known type and may include a motor 54 rotating a second nacelle of the second propeller. The motors 52, 54 can be carried by the arms 25, 26. The teaching in particular of the document FR 3055311 can be used.
    The AXBASC tilting axis can cut the AXROTP main rotation axis of the main rotor to favor the tilting of the first propeller and the tilting of the second propeller.
    According to another aspect, the first propeller 15 may have a first center of thrust FP1 positioned on the tilt axis AXBASC. Similarly, the second propeller 20 may have a second center of thrust FP2 positioned on the tilt axis AXBASC.
    In the first low high conflu configuration, the first propeller can be in a position called "second position POS2" by presenting a first axis of rotation parallel to the first vector VR according to the example in FIG. 4.
    Similarly, in the second high-speed configuration conf2h, the second propeller can be in a position called "fourth position POS4" by presenting a second axis of rotation parallel to the first vector VR according to the example in FIG. 4. The pitch of the first blades is then adjusted by the first system of modification of the collective pitch of the first blades to be in the second range of steps. Likewise, the pitch of the second blades is adjusted by the second system for modifying the collective pitch of the second blades to be in the third pitch range.
    The first axis of rotation AXROT1, the first thrust P1, the second axis of rotation AXROT2 and the second thrust P2 are then parallel to the horizontal plane 200.
    Alternatively, above the speed threshold, the first thrust and the second thrust may for example be oriented parallel to the speed vector of the aircraft to reduce the dynamic forces exerted on the propellers.
    With reference to FIG. 5, when the speed of the rotorcraft becomes equal to or less than the speed threshold, the first mobility system 51 switches in a first tilting direction 111 the first propeller from the second position POS2 to a first position POS1 to be held in the first low-speed conflb configuration. The first axis of rotation AXROT1 and the first thrust P10 are merged and have a first acute negative angle 106 less than 90 degrees with the horizontal plane 200.
    The second mobility system 53 switches in a second tilting direction 112 the second propeller from the fourth position POS4 to a third position POS3 to be held in the second low speed configuration conf2b. The second axis of rotation AXROT2 and the second thrust P20 are combined and have a second acute acute angle 107 of less than 90 degrees with the horizontal plane 200.
    The second tilting direction 112 is opposite to the first tilting direction 111 seen in a transverse direction drt going from the first propeller 15 towards the second propeller 20.
    The pitch of the first blades is then adjusted by the collective control device to be in the second range of steps. Likewise, the pitch of the second blades is adjusted by the collective control device to be in the third pitch range.
    The first thrust P10 and the second thrust P20 are also possibly parallel to the vertical plane 300.
    According to one aspect, by considering an angle positively in a direction going from the first vector VR to the third vector VL, a projection of the first thrust P10 in the vertical plane has a positive obtuse angle with the first vector VR and a projection of the second thrust P20 in the vertical plane has a positive acute angle with the first vector VR.
    Figures 6 and 7 illustrate the thrusts exerted at high speed and their horizontal and vertical components.
    Figure 8 illustrates the thrusts exerted at low speed.
    According to a second variant of the second embodiment illustrated in FIG. 9, the adjustment system 50 comprises a first device 55 for cyclically modifying the pitch of the blades of the first propeller 15 and a second device 56 for cyclically modifying the pitch of the blades of the second propeller 20.
    Each cyclic pitch modification device comprises for example a non-rotating swashplate 58 which is not movable in rotation about an axis of rotation of the corresponding propeller and a swivel swashplate 57 which is movable in rotation around this rotation axis. The rotating swash plate 57 is connected to each blade of the corresponding propeller by a pitch link 60. Optionally, the non-rotating swash plate 58 is connected directly to commands that can be operated by a human or automatic pilot or indirectly via servo-controls 59. The non-rotating swashplate 58 and the rotating swashplate 57 are movable jointly in translation along the axis of rotation and in rotation about a center of rotation movable in translation along the axis of rotation.
    Such a device for cyclically modifying the pitch can be of the type of sets of rotor rotor plates for example and can also make it possible to collectively adjust the pitch of the blades.
    According to FIG. 10, beyond the speed threshold, the first device 55 for cyclically modifying the pitch and the second device 56 for cyclically modifying the pitch are for example operated to obtain harmful cyclic steps so that the first thrust and the second thrust are parallel to the first vector.
    According to FIG. 11 below the speed threshold, the first device 55 for cyclic modification of the pitch and the second device 56 for cyclic modification of the pitch are for example maneuvered to tilt the first thrust and the second thrust relative to the horizontal plane 200.
    In addition to these flight configurations described in FIGS. 10 and 11, the first device 55 for cyclic modification of the pitch and the second device 56 for cyclic modification of the pitch can orient the first thrust and the second thrust of the first at any time and individually propeller 15 and the second propeller 20 along the horizontal plane 200 and along the vertical plane 300 in order to contribute to piloting the device.
    Above the speed threshold, the first device 55 for cyclic modification of the pitch and the second device 56 for cyclic modification of the pitch can orient the first thrust and the second thrust in order to orient them parallel to the speed vector of the aircraft to reduce the dynamic forces exerted on the propellers. The first thrust and the second thrust are then not necessarily oriented along the first and second axes of rotation of the first propeller and the second propeller.
    Naturally, the present invention is subject to numerous variations as to its implementation. Although several embodiments have been described, it will be understood that it is not conceivable to identify exhaustively all the possible modes. It is of course conceivable to replace a means described by an equivalent means without departing from the scope of the present invention.
    权利要求:
    Claims (16)
    [1" id="c-fr-0001]
    1. rotorcraft (1) comprising a fuselage (2), said fuselage (2) extending longitudinally from the rear (AR) towards the front (AV) of a tail (3) towards a nose (7) and transversely from a first flank (8) to a second flank (9), said fuselage (2) extending vertically from bottom to top and being surmounted by a single main rotor (10) participating at least partially in the lift of the rotorcraft (1), said rotorcraft (1) being attached to an orthonormal reference frame (100) having a first vector (VR) extending in a direction of advance of the center of gravity (CG) of the rotorcraft (1) towards before, said orthonormal reference frame (100) having a second vector (VT) extending from the center of gravity (CG) in a direction going from the first flank (8) to the second flank (9), said orthonormal reference frame (100) having a third vector (VL) extending in an elevation direction (S1) from the center of gravity (CG) ve rs the main rotor (10), said rotorcraft (1) comprising a first propeller (15) and a second propeller (20) carried by respectively two arms (25, 26) and exerting respectively a first thrust (P1, P10) and a second thrust (P2, P20), said two arms (25, 26) not forming a duck wing, the first propeller (15) and the second propeller (20) being arranged transversely on either side of said fuselage (2) , said first propeller (15) and said second propeller (20) respectively having first blades (18) and second blades (23) rotating respectively around a first axis of rotation (AXROT1) and a second axis of rotation (AXROT2), said first blades (18) having respectively steps which can vary collectively in an identical manner in a first range of steps generating a said first thrust (P1) directed towards the front of the rotorcraft (1) and in a second step range generating a e said first thrust (P10) directed towards the rear of the rotorcraft, said second blades (23) having pitches which can vary collectively in an identical manner at least in a third range of pitches generating only a said second thrust (P2, P20) directed forward of the rotorcraft.
    characterized in that said rotorcraft (1) comprises an adjustment system (50) acting on the first propeller (15) and the second propeller (20), said adjustment system (50) being configured to position at least during a phase of hovering said first propeller (15) in a first low speed configuration (conflb), the first thrust (P10) comprising in the first low speed configuration (conflb) a first horizontal component (P101) directed parallel to the first vector (VR) and in a direction opposite to the first vector (VR) and a first vertical component (P102) directed parallel to the third vector (VL) in the elevation direction (S1), said adjustment system (50) being configured to position at least during the hover phase said second propeller (20) in a second low speed configuration (conf2b), the second thrust (P20) comprising in the second low speed configuration e (conf2b) a second horizontal component (P201) directed parallel to the first vector (VR) and in a direction of the first vector (VR) and a second vertical component (P202) directed parallel to the third vector (VL) in a direction of the third vector (VL).
    [2" id="c-fr-0002]
    2. rotorcraft according to claim 1, characterized in that said adjustment system (50) is configured to position the first propeller (15) in the first low speed configuration (conflb) and the second propeller (20) in the second low configuration speed (conf2b) when the rotorcraft (1) is moving forward at a speed below a speed threshold.
    [3" id="c-fr-0003]
    3. rotorcraft according to any one of claims 1 to 2, characterized in that in said first low speed configuration (conflb) said first thrust (P10) has an acute angle (101) less than 90 degrees with a horizontal plane (200 ) containing the first vector (VR) and the second vector (VT), the second thrust having an acute angle (102) less than 90 degrees with this horizontal plane (200).
    [4" id="c-fr-0004]
    4. rotorcraft according to any one of claims 1 to 3, characterized in that said adjustment system (50) is configured to position the first propeller (15) in a first high speed configuration (conflh) and the second propeller (20 ) in a second high speed configuration (conf2h) when the rotorcraft is moving forward at a speed greater than or equal to a speed threshold, said first thrust (P1) having in the first high speed configuration (conflh) a first horizontal component (P11) directed parallel to the first vector (VR) and in the direction of the first vector (VR) and a first vertical component (P12) directed parallel to the third vector in a direction opposite to the direction of the third vector (VL), the second configuration high speed (conf2h) being identical to the second low speed configuration (conf2b).
    [5" id="c-fr-0005]
    5. rotorcraft any one of claims 1 to 4, characterized in that when the rotorcraft (1) is moving forward at a speed greater than or equal to a speed threshold, seen in a transverse direction (drt) from the first propeller (15) towards the second propeller (20), said first thrust (P1) has a first acute angle (103) with a horizontal plane (200) containing the first vector (VR) and the second vector (VT), the second thrust (P2) having a second acute angle (102) opposite the first acute angle (103) with this horizontal plane (200).
    [6" id="c-fr-0006]
    6. rotorcraft any one of claims 1 to 5, characterized in that seen in a transverse direction (drt) going from the first propeller (15) towards the second propeller (20), said first axis of rotation (AXROT1) has a first acute angle (103) with a horizontal plane (200) containing the first vector (VR) and the second vector (VT), the second axis of rotation (AXROT2) having a second acute angle (102) opposite the first angle ( 103) acute with this horizontal plane (200).
    [7" id="c-fr-0007]
    7. rotorcraft according to any one of claims 1 to 6, characterized in that said first propeller (15) comprising a first propeller shaft (17) rotating a first hub (16) carrying first blades (18) , said second propeller (20) comprising a second propeller shaft (22) rotating a second hub (21) carrying second blades (23), said adjustment system (50) comprises a first device (19) fixing the first propeller shaft (17) to an arm (25) by conferring only a degree of freedom in rotation around the first axis of rotation (AXROT1) to the first propeller shaft (17) relative to the fuselage (2), said adjustment system (50) comprising a second device (24) fixing the second propeller shaft (22) to an arm 26 by only conferring a degree of freedom in rotation around the second axis of rotation (AXROT2) on the second shaft (22 ) propeller with respect to the fuselage (2).
    [8" id="c-fr-0008]
    8. rotorcraft according to any one of claims 1 to 3, characterized in that said adjustment system (50) is configured to position the first propeller (15) in a first high speed configuration (conflh) and the second propeller (20 ) in a second high speed configuration (conf2h) when the rotorcraft (1) is moving forward at a speed greater than or equal to a speed threshold, in the first high speed configuration (conflh) the first thrust (P1) comprising only a first horizontal component directed parallel to the first vector (VR) and in the direction of the first vector (VR), in the second high speed configuration (conf2h), said second thrust (P2) comprising only a second horizontal component directed parallel to the first vector (VR) and according to the direction of the first vector (VR).
    [9" id="c-fr-0009]
    9. rotorcraft according to any one of claims 1 to 3 and 8, characterized in that when the rotorcraft (1) is moving forward at a speed greater than or equal to a speed threshold, said first thrust (P1) and the second thrust (P2) are coplanar, said first thrust (P1) and the second thrust (P2) being parallel to a horizontal plane (200) containing the first vector (VR) and the second vector (VT).
    [10" id="c-fr-0010]
    10. rotorcraft according to any one of claims 1 to 3 and 8 to 9, characterized in that said first propeller (15) comprising a first propeller shaft (17) rotating a first hub (16) carrying blades , said second propeller (20) comprising a second propeller shaft (22) rotating a second hub (21) carrying blades, said adjustment system (50) comprises a first mobility system (51) configured to move in rotation of the first propeller shaft (17) about a tilting axis (AXBASC) by giving the first propeller shaft (17) relative to the fuselage (2) only a degree of freedom in rotation around the first axis of rotation (AXROT1) and a degree of freedom in rotation about the tilting axis (AXBASC), said adjustment system (50) comprising a second mobility system (53) configured to rotate the second shaft (22) d propeller around the tilt axis nt (AXBASC) by giving the second propeller shaft (22) relative to the fuselage (2) only a degree of freedom in rotation about the second axis of rotation (AXROT2) and a degree of freedom in rotation around the axis failover (AXBASC).
    [11" id="c-fr-0011]
    11. rotorcraft according to claim 10, characterized in that the first propeller (15) is configured to tilt in a first tilting direction (111) from a first position (POS1) to be held in the first low speed configuration (conflb) in a second position (POS2) to be held in the first high speed configuration (conflh), the first axis of rotation (AXROT1) and the first thrust (P10) being combined and having a first acute angle (106) less than 90 degrees with a horizontal plane (200) containing the first vector (VR) and the second vector (VT) in the first position (POS1), the first axis of rotation (AXROT1) and the first thrust (P1) being parallel to the horizontal plane (200 ) in the second position (POS2), and in that the second propeller (20) is configured to tilt in a second tilting direction (112) from a third position (POS3) to be held in the second low speed configuration (conf2b ) at a fourth position (POS4) to be held in the second high speed configuration (conf2h), the second axis of rotation (AXROT2) and the second thrust (P20) being combined and having a second acute angle (107) less than 90 degrees with the horizontal plane (200), the second tilting direction (112) being opposite to the first tilting direction (111) seen in a transverse direction (drt) going from the first propeller (15) towards the second propeller (20), the second axis of rotation (AXROT2) and the second thrust (P2) being parallel to the horizontal plane (200) in the fourth position (POS4).
    [12" id="c-fr-0012]
    12. Rotorcraft according to any one of claims 10 to 11, characterized in that the main rotor (10) comprises main blades (11) rotating around a main axis of rotation (AXROTP) of this main rotor ( 10), said tilt axis (AXBASC) intersecting said main axis of rotation (AXROTP).
    [13" id="c-fr-0013]
    13. rotorcraft according to any one of claims 11 to 12, characterized in that the first propeller (15) has a first center of thrust (FP1) positioned on the tilt axis (AXBASC) and the second propeller (20) has a second center of thrust (FP2) positioned on the tilting axis (AXBASC).
    [14" id="c-fr-0014]
    14. rotorcraft according to any one of claims 1 to 3 and 8 to 9, characterized in that said first propeller (15) comprising a first propeller shaft (17) rotating a first hub (16) carrying first blades (18), said second propeller (20) comprising a second propeller shaft (22) rotating a second hub (21) carrying second blades (23), said adjustment system (50) comprises a first device ( 55) of cyclic modification of the pitch of the blades of the first propeller (15) and a second device (56) of cyclic modification of the pitch of the blades of the second propeller (20).
    [15" id="c-fr-0015]
    15. Method for optimizing the lift of a rotorcraft (1) according to any one of claims 1 to 14, during which the method comprises the following step:
    - positioning of the first propeller (15) in the
    5 first low speed configuration (conflb) and the second propeller (20) in the second low speed configuration (conf2b) during a hover phase.
    [16" id="c-fr-0016]
    16. Method according to claim 15 and any one of claims 4 or 8, characterized in that the method comprises the following step:
    - positioning of the first propeller (15) in the first high speed configuration (conflh) and of the second propeller in the second high configuration
    15 speed (conf2h) when the rotorcraft (1) is moving forward at a speed greater than or equal to a speed threshold.
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    同族专利:
    公开号 | 公开日
    US20190329881A1|2019-10-31|
    EP3560830B1|2020-08-12|
    EP3560830A1|2019-10-30|
    US10836482B2|2020-11-17|
    FR3080605B1|2020-05-29|
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    法律状态:
    2019-04-18| PLFP| Fee payment|Year of fee payment: 2 |
    2019-11-01| PLSC| Search report ready|Effective date: 20191101 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 3 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1800372A|FR3080605B1|2018-04-26|2018-04-26|GIRAVION PROVIDED WITH A TURNING WING AND AT LEAST TWO PROPELLERS AND METHOD APPLIED BY THIS GIRAVION|
    FR1800372|2018-04-26|FR1800372A| FR3080605B1|2018-04-26|2018-04-26|GIRAVION PROVIDED WITH A TURNING WING AND AT LEAST TWO PROPELLERS AND METHOD APPLIED BY THIS GIRAVION|
    EP19168743.3A| EP3560830B1|2018-04-26|2019-04-11|Rotorcraft provided with a rotary wing and at least two propellers, and method applied by said rotorcraft|
    US16/394,195| US10836482B2|2018-04-26|2019-04-25|Rotorcraft having a rotary wing and at least two propellers, and a method applied by the rotorcraft|
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