• 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 at least one stabilizer device (10) of the tail (15) and / or drift (20) type. At least one stabilizing device (10) is a variable wing surface stabilizing device (11) having an aerodynamic member (30) having a fixed aerodynamic surface (31) and a movable aerodynamic surface (35). A control system (50) is connected to a mobility system (40) for only translating said movable aerodynamic surface (35) between a retracted position (POS1) to be reached when the rotorcraft has a forward speed (IAS) less than a first speed threshold (110) and an extended position to be reached when the rotorcraft (1) has a forward speed (IAS) greater than a second speed threshold (120) greater than the first speed threshold (110).
    公开号:FR3026386A1
    申请号:FR1402194
    申请日:2014-09-30
    公开日:2016-04-01
    发明作者:Paul Eglin
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a rotorcraft equipped with a stabilizing device. This rotorcraft can be a helicopter.
    [0002] The invention is therefore in the restricted technical field of rotorcraft stabilizers that are subject to phenomena not appearing on aircraft. Conventionally, an aircraft comprises a cell extending longitudinally from a front end to a rear end 10 on either side of an anteroposterior plane of symmetry. In addition, an aircraft sometimes includes stabilizing devices at its rear end to stabilize certain movements of the aircraft. These stabilizing devices include a stabilizing surface to stabilize the yaw motions of the aircraft. Such a stabilizing surface of yaw movements is generally referred to as "drift". In addition, these stabilizing devices include a stabilizing means for stabilizing the pitching movements of the aircraft. A pitch stabilization means conventionally comprises at least one stabilizing surface having an angulation whose absolute value is between 00 and plus or minus 900 with the anteroposterior plane of symmetry of the aircraft. Such a means of stabilizing movements in pitch "horizontal empennage" or, more simply, "empennage", is sometimes called thereafter. The term "empennage" is all the more common as the means of stabilization is not necessarily horizontal. The expression "pitch stabilization means" is also used. A pitch stabilizing means may comprise at least one aerodynamic surface passing right through the rear end of the aircraft in a transverse direction, or at least one non-traversing aerodynamic surface extending transversely from this end. back. These stabilizing devices play an essential stabilizing role in flight of advancement on an aircraft but can be detrimental to a rotorcraft. Indeed, an aircraft usually comprises at least one wing carrying the cell, and a tail and a drift at the rear end of the cell. By cons, a rotorcraft has at least one lifting rotor or propulsion called "main rotor" for convenience. The rotorcraft cell then extends for example in a vertical direction from a lower portion equipped with a landing gear to an upper portion carrying such a main rotor.
    [0003] A helicopter-type rotorcraft is thus provided with at least one main rotor providing at least partially the lift and the propulsion of the aircraft. In addition, a helicopter with a single main rotor is sometimes equipped with a rear rotor carried by a tail at its rear end. The rear rotor has the particular function of counteracting the yaw torque exerted by the main rotor on the fuselage. In addition, this rear rotor can control the yaw movements of the helicopter.
    [0004] The rear rotor of a helicopter is then either arranged within a drift in the frame of a fenestron® type shrouded tail rotor, or carried by the drift in the frame of a non-ducted tail rotor.
    [0005] As a result, a rotorcraft may comprise at least one main rotor and one tail rotor that adversely interact with the stabilizer devices. Indeed, a rotary wing aircraft including a helicopter can also evolve hovering and at very low speed, namely below 70 knots (kt) for example. During these phases of hovering or at low speeds, these stabilizing devices can be detrimental. Therefore, when the drift carries a tail rotor, the air flow generated by the tail rotor can impact the drift during these flight phases in stationary situation or at low speed. The drift then partially blocks this air flow which reduces the moment of yaw exerted by the tail rotor on the aircraft cell. In this case, the power required for the operation of the tail rotor must be increased to compensate for the loss of efficiency induced by the drift. This phenomenon, sometimes referred to as a "drift blockage phenomenon", is in fact unknown on an aircraft that lacks a tail rotor. To limit this increase in power, the trailing edge of the drift can be truncated. Nevertheless, the drift then becomes less effective in advancing flight due to the reduction of its wing area.
    [0006] Similarly, a pitch stabilization means is effective during a cruise flight phase, its efficiency increasing in conjunction with the speed of the helicopter. In addition, the effectiveness of a pitch stabilizing means is maximized by maximizing its wing area. However, the flow of air passing through the main rotor of a conventional helicopter in flight is deflected downwards and in some cases comes to impact the pitch stabilizing means, in particular in translation at low speed or even hovering. This air flow then exerts effort on the pitch stabilizing means that the pilot must compensate by maneuvering his flight controls. However, when flight conditions vary, deflection of the airflow is also changed. As a result, the forces exerted on the pitch stabilizing means by the air flow are changed. This phenomenon called "hump trim" by the skilled person is unknown on an airplane. During a transition phase between a hovering flight and a cruising flight, for example between 40 and 70 knots (kt), the forces exerted by the air flow passing through the main rotor mainly tend to cause the tailplane to deport. and pitch up the helicopter by impacting the pitch stabilizing means. This flight phase is usually called a "transition phase" since it is generally at a low speed between a hover phase and a cruise flight phase. To balance the helicopter, the pilot must then use his cyclic pitch control stick of the main rotor blades to reduce the pitch of this helicopter.
    [0007] The offset generated by the pitch stabilization means under these conditions is detrimental to the performance of the aircraft. In addition, the nose-up movement of the aircraft is detrimental to the visibility of a pilot, especially during an approach phase of a landing area. In addition, the optimization of the pitch stabilization means achieved by maximizing its wing area accentuates the attitude hump. Therefore, using a pitch stabilizing means having a large surface area on a helicopter seems impossible without inducing an increase in the phenomenon of hump. In this context, a rotorcraft is subject to a problem unknown to aircraft manufacturers. The design of the stabilizing devices of a rotorcraft and in particular of a helicopter is therefore based on a compromise between the phase of flight in fast translation and the phases of hovering or at low speeds. To remedy this, stabilizing devices comprise a fixed aerodynamic surface and an aerodynamic surface movable in rotation relative to the fixed aerodynamic surface. The position of the movable surface relative to the fixed stabilizing surface can then be controlled via at least one actuator. The mobile aerodynamic surface has the function of modifying the camber of the stabilizing device to modify its lift. This actuator can be controlled by flight controls and / or a computer.
    [0008] Although interesting, the main difficulty of this solution results from the criticality of the function and the control forces undergone by the actuator. The turning of a flap of a tailplane can reach an angle of 700 hovering relative to a position in forward flight. This angle may be incompatible with the operating range of an electric actuator because of the high forces to be provided. Therefore, the device may comprise an electric actuator 10 assisted by a hydraulic actuator which complicates the architecture. In addition, an active rotary flap tailstock requires a high bandwidth actuator servocontrolled by a closed computing loop. The problem posed by this type of architecture consists in finding an actuator operating at high frequency. The document FR 2689854 describes a helicopter drift. The drift is provided with an aerodynamic surface. The drift then comprises a rotatably movable flap hinged to the trailing edge of the aerodynamic surface. The steering angle of the flap relative to a neutral position is a function of the collective pitch angle of the blades of a rotor of the aircraft and the speed of advance of this aircraft. Furthermore, there is known documents relating to a technical field remote from the invention, namely the technical field of aircraft. This document is for illustrative purposes only. The document EP 2371707 B1 aims according to its paragraph 13 to reduce the surface of the drift of an aircraft without affecting the mobility in rotation of a flap of the drift in the presence of a moment in large yaw, namely in case of engine failure, imbalance resulting from the carriage of loads, wind gusts or flooding of a runway For this purpose, document EP 2371707 A2 describes a drift provided with an aerodynamic surface. . The drift then comprises a telescopic flap which is rotatable while being articulated to the trailing edge of the aerodynamic surface. The phenomena of drift blocking and attitude hump are in fact ignored by this document. Similarly, document FR2911113 describes an aircraft tailplane. This empennage is provided with a rotary shutter articulated to a slide which is translated with respect to a fixed surface. The shutter slides in particular with respect to the fixed surface to maximize the area of the tailplane at takeoff and landing, that is to say at low speed, and to minimize the area of the empennage. Cruise flight and therefore at high speed. This document FR2911113 shows a horizontal stabilizer in an extended position during the take-off and landing phases and a retracted position in cruising flight. These effects appear to be detrimental to the drift and bump blocking phenomena encountered on a rotorcraft. The present invention therefore aims to provide a rotorcraft tending to reduce drifting blocking phenomena and / or attitude hump. According to the invention, a rotorcraft is provided with a cell extending longitudinally from a nose to a rear area. This rotorcraft comprises at least one main lift rotor and at least one rear control rotor of the yaw movement arranged in the rear area, the rotorcraft comprising at least one stabilizing device arranged at the rear area, each stabilizing device being chosen in a list including an empennage to stabilize the rotorcraft in pitch and a drift to stabilize the rotorcraft in yaw. In addition, at least one of the stabilizing devices is a stabilizing device called "stabilizing device with variable surface area". Each stabilizer device with variable wing surface comprises: an aerodynamic member provided with an aerodynamic surface called a "fixed aerodynamic surface" which is stationary with respect to said cell, the aerodynamic member having an aerodynamic surface called a "moving aerodynamic surface" which is movable only in translation with respect to said fixed aerodynamic surface; - a mobility system displacing only in translation said aerodynamic surface movable with respect to said fixed aerodynamic surface from a retracted position in which a reference rope of said aerodynamic member is minimal towards a extended position in which the reference rope of said aerodynamic member is maximum, - a control system connected to the mobility system for positioning said movable aerodynamic surface in the retracted position when the rotorcraft has a forward speed lower than a first threshold of life and in the extended position when the rotorcraft has a forward speed greater than a second speed threshold higher than the first speed threshold.
    [0009] For example, the movable aerodynamic surface is disposed between the leading edge and the trailing edge of the fixed aerodynamic surface in the retracted position. On the other hand, this movable aerodynamic surface projects transversely from the trailing edge of the fixed aerodynamic surface out of the retracted position. The term "reference string" of an element, a reference string of this element located at a given distance from the root of this element. For example, the reference cord 10 of an element represents the cord of one end of this element, and in particular its free end. Therefore, the aerodynamic member has a first wing surface and a reference rope reaching a first value when the movable aerodynamic surface is in the retracted position. In addition, the aerodynamic member has a second wing surface and a reference rope reaching a second value when the moving aerodynamic surface is in the extended position. Therefore, the first wing surface and the first value are respectively smaller than the second wing surface and the second value. The invention thus proposes an empennage and / or a variable rope drift. A reference string can vary in very large proportions. For example, the movable aerodynamic surface may comprise a reference chord ranging from one quarter to one half of the reference chord of the fixed aerodynamic surface. Therefore, the aerodynamic member is retracted at low speed so that this aerodynamic member provides a minimum surface aerodynamic blast of a rotor. For example, the first speed threshold is set at 40 Kt. As a result, a stabilizer device with variable wing area as a stabilizer can minimize the hump phenomenon. In addition, a variable wing surface stabilizer device for drifting can minimize the drift blocking phenomenon in the context of a non-ducted tail rotor. Above the first speed threshold, the movable aerodynamic surface moves in translation so as to increase the reference rope of the aerodynamic member to maximize the aerodynamic effect of this aerodynamic member. When the forward speed reaches the second speed threshold, for example of the order of 70 knots, the moving aerodynamic surface is in the retracted position. During a transient phase, when the forward speed is between the first threshold and the second threshold, the moving aerodynamic surface is thus in an intermediate position between the retracted position and the extended position. For example, an affine function provides the intermediate position as a function of the forward speed. The traditional flaps of the state of the art function primarily in rotation to change the camber of an aerodynamic surface. The invention goes against these prejudices by translating the moving aerodynamic surface. In addition, the invention goes against the remote teaching of aircraft. On aircraft, a builder seeks to increase aerodynamic surfaces at low speeds. Conversely, the invention induces a reduction of the wing area of a low velocity aerodynamic member. Because of the specificities of a rotorcraft, the transition from the retracted position to the extended position and vice versa is not necessarily rapid. As a result, the mobility system may comprise a relatively slow actuator, possibly controlled according to an open regulation loop. For example, to obtain an aerodynamic member having a reference cord from 600 millimeters to 800 millimeters (+ 33% rope) between 40 and 70 knots, an actuator having an extension speed of the order of 3 to 12 millimeters per second may be enough. In addition, an actuator generating translational movement has the advantage of being insensitive to control forces. Moreover, the invention is not critical in terms of safety. Indeed, if the moving aerodynamic surface is stuck in the retracted position, the aerodynamic member remains effective, possibly being associated with a speed refuge area. Conversely, if the moving aerodynamic surface is stuck in the extended position, the low speed maneuvers will be penalized but not impossible to achieve. This rotorcraft may further include one or more of the following features.
    [0010] For example, when two or more stabilizing devices are "variable wing surface stabilizers", the variable wing surface stabilizers may have a common control system.
    [0011] This provision aims to minimize the weight of the rotorcraft. Similarly, when at least two stabilizing devices are "variable wing surface stabilizing devices", the variable wing surface stabilizing devices have for example a common mobility system.
    [0012] Furthermore, the mobility system can be a worm gear with a motor, a worm and at least one nut engaged on the worm. A worm actuator is relatively simple to implement and very insensitive to the problem of control effort. The engine can be an electric motor. As a result, the worm is for example rotated by the motor, the nut being attached to a movable aerodynamic surface being immobilized in rotation with respect to said movable aerodynamic surface. According to another variant, the mobility system comprises a jack. Regardless of the variant, when the cell comprises a tail boom carrying the variable wing surface stabilizer device, the mobility system is for example at least partially arranged in said tail beam.
    [0013] Thus, an auger system or a jack can be housed inside the tail boom to not degrade the aerodynamic configuration of the rotorcraft. Furthermore, the control system may comprise a computer, the computer being connected to a system for measuring the speed of advance of the rotorcraft and the mobility system. The calculator may include at least one law for determining the proper position of the moving aerodynamic surface. Such a calculator may comprise a logic circuit or a processor executing instructions stored in a memory for example. The computer can then drive a mobility system by applying an open regulation loop based on the measurement of a forward speed. This calculator can then apply a main regulation law using the measurement of the speed of advance of the aircraft. For this purpose, the speed measuring system 20 may include a device for measuring an air speed for measuring an indicated air speed known by the acronym IAS meaning "Indicated Air Speed" in English. Such a device for measuring an air speed can be an anemobarometric measurement system. As a variant or in addition, the forward speed measuring system comprises a measurement sensor for measuring a position of at least one flight control of said rotorcraft. In particular, the measurement sensor determines the position of a cyclic pitch control of the main rotor blades. For example, the measuring system solicits the measuring sensor in case of malfunction of the air velocity measuring system. Furthermore, the computer may include a degraded driving law of the mobility system for positioning the mobile aerodynamic surface in the extended position in the event of a malfunction of the system for measuring the speed of travel. For safety, in case of malfunction of the speed measuring system, the moving aerodynamic surface is placed in its extended position. The rotorcraft may then include a customary monitoring system that determines whether the forward speed measurement system is operating properly. This monitoring system can be connected to the computer or be integrated into the computer. In addition, the control system may include maneuverable manual control means by a pilot, the manual control means being connected to the mobility system. Thus, the invention can provide one or more degraded modes of the driving law in the event of invalidity of the measurement of the speed of advance: the mobile aerodynamic surface can indeed be manually driven, be fully deployed or be driven based on an estimated speed from the position of at least one flight control.
    [0014] Optionally, a driver can choose with a selector the degraded mode to apply. Furthermore, the fixed aerodynamic surface optionally comprises a housing opening on a trailing edge of this fixed aerodynamic surface, said movable aerodynamic surface being housed at least partially in said housing in the retracted position. The term "housing" is defined as a space at least partially delimited by the fixed aerodynamic surface. This housing can be registered between the intrados and the extrados of the fixed aerodynamic surface, or delimited only by this intrados or this extrados. The presence of the housing may tend to reduce the reference rope of the aerodynamic member when the moving aerodynamic surface is in the retracted position.
    [0015] The movable aerodynamic surface being housed at least partially in said housing in the retracted position, the reference rope of the aerodynamic member is favorably equal to the reference rope of the fixed aerodynamic surface when said movable aerodynamic surface is in the retracted position. The wing surface of the aerodynamic member is then minimized. To maximize this wing surface, the leading edge of the movable aerodynamic surface can instead be arranged against the trailing edge of the fixed aerodynamic surface when said movable aerodynamic surface is in the extended position. A small slot may eventually separate this leading edge from this trailing edge.
    [0016] In addition, the mobile aerodynamic surface is in continuity with the aerodynamic surface fixed in the direction of advance of the rotorcraft in the extended position. For example, a flow of air coming from a rotor impacting a face of said fixed aerodynamic surface when said rotorcraft has a forward speed lower than the first speed threshold, said housing is masked by said face with respect to said flow of air. air when said rotorcraft has a forward speed lower than the first speed threshold.
    [0017] The invention and its advantages will appear in more detail in the context of the following description with examples given by way of illustration with reference to the appended figures which represent: FIG. 1, a schematic view from above of a rotorcraft equipped with a tail comprising a movable aerodynamic surface in retracted position, - Figure 2, a schematic view of an aerodynamic member comprising a movable aerodynamic surface in retracted position, - Figure 3, a schematic view of an aerodynamic member comprising a surface aerodynamic mobile in extended position, - Figure 4, a diagram explaining the threshold from which a moving aerodynamic surface extends, - Figure 5, a schematic top view of a rotorcraft equipped with a tail comprising an aerodynamic surface FIG. 6 is a schematic view from above of a rotorcraft equipped with a rudder comprising a mobile aerodynamic surface. Fig. 7 is a schematic side view of a rotorcraft with a fin comprising a movable aerodynamic surface in a retracted position; Fig. 8 is a schematic top view of a rotorcraft provided with a retractable position; a drift comprising a moving aerodynamic surface in an extended position; FIG. 9 is a schematic side view of a rotorcraft equipped with a fin comprising a moving aerodynamic surface in extended position; FIG. 10 is a diagrammatic view from above; a rotorcraft equipped with a fin and a stabilizer each comprising a movable aerodynamic surface in the retracted position, and FIG. 11, a schematic view from above of a rotorcraft equipped with a fin and a stabilizer comprising each a mobile aerodynamic surface in extended position. The elements present in several separate figures are assigned a single reference. Note that three directions X, Y and Z orthogonal to each other are shown in some figures. The first direction X is called longitudinal. The term "longitudinal" refers to any direction parallel to the first direction X.
    [0018] The second direction Y is called transverse. The term "transverse" is relative to any direction parallel to the second direction Y. Finally, the third direction Z is said to be in elevation.
    [0019] The expression "in elevation" relates to any direction parallel to the third direction Z. FIG. 1 shows a rotorcraft 1 according to the invention. Whatever the embodiment, the rotorcraft comprises a cell 2. This cell 2 extends longitudinally from a nose 4 to a rear zone 5. The rear zone 5 is carried by a tail beam 3 of the cell. Such a rear zone 5 is commonly called "tail" by the skilled person. This rotorcraft 1 comprising at least one main rotor 6 levitation. This main rotor 6 is according to Figure 1 arranged above the cell 2. In addition, the main rotor 6 is provided with a plurality of blades 7. A pilot can classically control the movement of the rotorcraft by driving the collective pitch and the The flight controls may comprise cyclic pitch control of the main rotor blades and control of the collective pitch of the main rotor blades. In addition, the rotorcraft is provided with a rear rotor 8 allowing a pilot to control the winding movement of the rotorcraft. For example, a rudder makes it possible to control the pitch of the blades 9 of the rear rotor 8. Therefore, this rear rotor is arranged at the tail 5 of the rotorcraft.
    [0020] Moreover, the rotorcraft 1 comprises at least one stabilizing device 10 arranged at the level of the tail 5, each stabilizing device 10 being chosen from a list including a stabilizer 15 for stabilizing the rotorcraft 1 in pitch and a drift 20 for stabilizing the rotorcraft 1 in lace, according to the example of Figure 1, the rotorcraft 1 then comprises a tail boom carrying a tail and a drift 20, the rear rotor 8 being carried by the fin 20. The empennage presented comprises an aerodynamic member crossing the tail transversely. Nevertheless, other configurations are possible. Thus, this empennage may comprise a single aerodynamic member extending from a single side of the rotorcraft, or a plurality of aerodynamic members extending transversely each at least on one side of the rotorcraft. Furthermore, at least one stabilizing device 10 is a variable wing surface stabilizer device 11. FIGS. 1 and 5 show a rotorcraft comprising a variable wing surface stabilizer device 11 of the tailplane type. Figures 6 to 9 show a rotorcraft comprising a variable wing surface stabilizer device 11 of the drift type. FIGS. 10 and 11 show a rotorcraft comprising a variable wing surface stabilizer device 11 of the drift type and a variable wing surface stabilizer device 11 of the tailplane type. Independently of the variant and with reference to FIG. 2, a variable wing surface stabilizer device 11 comprises an aerodynamic member 30.
    [0021] This aerodynamic member 30 is provided with an aerodynamic surface 31 integral with the rotorcraft cell. Consequently, this aerodynamic surface is qualified as a fixed aerodynamic surface 31.
    [0022] In addition, the aerodynamic member 30 is provided with an aerodynamic surface 35 movable relative to the rotorcraft cell and the fixed aerodynamic surface 31 associated only in translation. Therefore, this aerodynamic surface is qualified as a mobile aerodynamic surface 35.
    [0023] Thus, the mobile aerodynamic surface can be translated between a retracted position POS1 visible in FIG. 2 and an extended position POS2 visible in FIG. 3. The moving aerodynamic surface thus represents a flap movable in translation of the aerodynamic member.
    [0024] With reference to FIG. 2, the fixed aerodynamic surface 31 of an aerodynamic member then defines a housing 70 at least partially accommodating the mobile aerodynamic surface 35 of this aerodynamic member 30 in the retracted position.
    [0025] This housing 70 opens on the trailing edge 33 of the fixed aerodynamic surface 31. For example, the housing is inscribed between the upper and lower surfaces of the fixed aerodynamic surface. According to the variant of Figure 2, this housing 70 is 25 partially defined by a single face of the fixed aerodynamic surface. In particular, the housing 70 is delimited by the face of the fixed aerodynamic surface which is opposite the face 34 impacted by an air flow 100 from a rotor 6,8 of the rotorcraft. The housing 70 is then masked with respect to such an air flow 100 when said rotorcraft 1 has a forward speed lower than a first speed threshold 110. In the retracted position POS1, the movable aerodynamic surface 35 is favorably accommodated. completely in the housing 70. The reference rope 90 of the aerodynamic member 30 is then equal to the reference rope 91 of the fixed aerodynamic surface 31. With reference to FIG. 3, the movable aerodynamic surface 35 is in contrast to the continuity of the fixed aerodynamic surface 31 according to the direction of travel X of the rotorcraft 1 in the extended position POS2. Optionally, a slot 38 separates the leading edge 36 from the moving aerodynamic surface and the trailing edge 33 of the fixed aerodynamic surface. To give the mobile aerodynamic surface 35 a degree of freedom in translation in a longitudinal direction X, the variable wing surface stabilizer device comprises a mobility system 40 displacing in translation only the mobile aerodynamic surface 35 with respect to the fixed aerodynamic surface 31 According to the variant of Figure 3, the mobility system 40 may comprise a cylinder-type actuator 45. The cylinder 45 may be an electric cylinder, hydraulic or pneumatic. According to the variant of Figure 1, the mobility system 40 may comprise an actuator type worm gear. This worm gear system is provided with a motor 41, such as an electric motor, hydraulic or pneumatic, for example. In addition, the worm gear system is provided with a worm 42 and a nut 43 through which the worm 42 passes. Therefore, the nut can be secured to a movable aerodynamic surface 35 to be provided with a single degree of freedom in translation. Therefore, the motor rotates the worm 42. The nut 43 then slides along the worm which induces a translation of the associated moving aerodynamic surface. Regardless of the nature of the mobility system actuator, this actuator is favorably at least partially arranged in the tail beam 3. In addition, the mobility system may comprise at least one slideway 44 guiding the translational movement of the surface. mobile aerodynamics. Furthermore, the variable wing surface stabilizer device comprises a control system 50 connected to the mobility system 40. This control system 50 controls the mobility system to position the movable aerodynamic surface 35 in the retracted position POS1 when the rotorcraft at an advancing speed IAS lower than a first speed threshold 110 and in the extended position when the rotorcraft 1 has a forward speed greater than a second speed threshold 120 greater than the first speed threshold 110. 'advancement may be the indicated air speed IAS of the rotorcraft. FIG. 4 contains a diagram showing on the abscissa the forward speed of the rotorcraft and on the ordinate the displacement in millimeters of the mobile aerodynamic surface 35 of an aerodynamic member. Below the first speed threshold 110, the moving aerodynamic surface 35 is in the retracted position POS1. Above the second speed threshold 120, the moving aerodynamic surface 35 is in the extended position POS2. Between the retracted position POS1 and the extended position POS2, the translation of the mobile aerodynamic surface 35 is for example determined by a law depending on the speed of advance of the rotorcraft. Such a law can be an affine function. With reference to FIG. 1, the control system 50 may comprise a computer 51 connected to the mobility system 40. Moreover, the computer 51 is connected to a speed measuring system 15 of the rotorcraft 1 to determine the position in which the mobile aerodynamic surface must be. Therefore, the speed measuring system 55 may include a device for measuring a conventional air speed 56 for measuring an indicated air speed IAS. Optionally, the speed measuring system 55 comprises a measurement sensor 57 for measuring a position of at least one flight control 58 of the rotorcraft 1. In the event of a malfunction of the device for measuring an air speed 56, the computer can use the measurement sensor 57 to evaluate the forward speed of the rotorcraft. For example, the computer estimates the forward speed as a function of the position of the device for controlling the cyclic pitch of the main rotor blades. Optionally, the computer 51 may also include a degraded control law to indicate to the mobility system 40 to position the movable aerodynamic surface 35 in the extended position POS2 in the event of a malfunction of the system 55 for measuring the speed of travel. control 50 may also include a manual control means 60 operable by a pilot. This manual control means 60 is connected to the mobility system 40 directly or indirectly by the computer. Therefore, the actuator of a mobility system can be controlled automatically or manually. For example, the mobility system is automatically controlled as long as the manual control means is not maneuvered. Figures 1 and 5 explain the operation of a rotorcraft comprising a variable wing surface stabilizer device 11 of the tail type. With reference to FIG. 1, the empennage 15 is provided with a fixed aerodynamic surface 31 and a movable aerodynamic surface 35. At a low speed of advancement of the rotorcraft, namely when the rotorcraft is moving at a forward speed lower than the first speed threshold 110, the moving aerodynamic surface 35 is in the retracted position. The reference rope of the empennage is then minimized which tends to minimize the phenomenon of hump trim.
    [0026] With reference to FIG. 5, when the rotorcraft moves at a forward speed greater than the first speed threshold 110, the moving aerodynamic surface 35 is moved away from the fixed aerodynamic surface longitudinally, automatically or manually, to increase the reference rope of empennage. When the rotorcraft is traveling at a forward speed greater than the second speed threshold 120, the movable aerodynamic surface 35 is in the extended position POS2, the tail reference line being maximized. Figures 6 to 9 show a rotorcraft comprising a variable wing surface stabilizer device 11 of the drift type. Referring to Figures 6 and 7, the fin 20 is provided with a fixed aerodynamic surface 31 and a movable aerodynamic surface 15. At low speed of advancement of the rotorcraft namely when the rotorcraft is moving at a forward speed below the first speed threshold 110, the moving aerodynamic surface 35 is in the retracted position. The drift reference rope is then minimized which tends to minimize the drift blocking phenomenon. With reference to FIGS. 8 and 9, when the rotorcraft is traveling at a forward speed greater than the first speed threshold 110, the movable aerodynamic surface 35 is moved away from the fixed aerodynamic surface longitudinally, automatically or manually, to increase the speed of travel. reference of the drift. When the rotorcraft moves at a forward speed greater than the second speed threshold 120, the movable aerodynamic surface 35 is in the extended position POS2, the drift reference rope being maximized. Figures 10 and 11 show a rotorcraft comprising a variable wing surface stabilizer device 11 of the drift type and a variable wing surface stabilizer device 11 of the tail type. Optionally, the variable wing surface stabilizers 11 have a common control system 50 and a common mobility system 40.
    [0027] Naturally, the present invention is subject to many variations as to its implementation. Although several embodiments have been described, it is well understood that it is not conceivable to exhaustively identify all the possible modes. It is of course conceivable to replace a means described by equivalent means without departing from the scope of the present invention.
    权利要求:
    Claims (16)
    [0001]
    REVENDICATIONS1. A rotorcraft (1) having a cell (2) extending longitudinally from a nose (4) to a rear area (5), said rotorcraft (1) comprising at least one main lift rotor (6) and at least one yaw rear control rotor (8) arranged in said rear area (5), said rotorcraft (1) having at least one stabilizing device (10) arranged at said rear area (5), each stabilizing device (10) to be selected from a list including a tail (15) for stabilizing the rotorcraft (1) in pitch and a drift (20) for stabilizing the rotorcraft (1) in yaw, characterized in that at least one of said stabilizing devices (10) is a stabilizing device called "variable wing surface stabilizing device (11)", each variable wing surface stabilizing device (11) comprising: - an aerodynamic member (30) provided with a so-called aerodynamic surface fixed aerodynamic surface (31) "which is immobile with respect to said cell (2), the aerodynamic member (30) having a so-called aerodynamic aerodynamic surface (35) movable only in translation relative to said fixed aerodynamic surface (31); mobility device (40) displacing only in translation said movable aerodynamic surface (35) with respect to said fixed aerodynamic surface (31) of a retracted position (P031) in which a reference rope (90) of said aerodynamic member (30) is to an extended position (POS2) in which the reference rope (90) of said aerodynamic member (30) is maximum, - a control system (50) connected to the mobility system (40) for positioning said movable aerodynamic surface (35) in the retracted position (POS1) when the rotorcraft has a forward speed (IAS) lower than a first speed threshold (110) and in the extended position when the rotorcraft (1) has a forward speed nt (IAS) greater than a second speed threshold (120) greater than the first speed threshold (110).
    [0002]
    The rotorcraft according to claim 1, characterized in that at least two stabilizing devices are "variable wing surface stabilizing devices (11)", the variable wing surface stabilizing devices (11) have a control system (50). ) common.
    [0003]
    A rotorcraft according to any one of claims 1 to 2, characterized in that at least two stabilizing devices being "variable wing surface stabilizing devices (11)", the variable wing surface stabilizing devices (11) have a 20 common mobility system (40).
    [0004]
    4. Giravion according to any one of claims 1 to 3, characterized in that said mobility system (40) is a worm gear with a motor (41), a worm (42) and at least one nut (43) engaged with the worm (42). 25
    [0005]
    5. Giravion according to claim 4, characterized in that said worm (42) is rotated by said motor (41), said nut (43) being fixed to a mobile aerodynamic surface (35) being immobilized in rotation by relative to said movable aerodynamic surface (35).
    [0006]
    6. Giravion according to any one of claims 1 to 3, characterized in that said mobility system (40) comprises a jack (45).
    [0007]
    7. Giravion according to any one of claims 1 to 6, characterized in that said cell (2) comprising a tail boom (3) carrying the stabilizer device with variable wing surface (11), said mobility system (40) is at least partially arranged in said tail beam (3).
    [0008]
    8. Giravion according to any one of claims 1 to 7, characterized in that said control system (50) comprises a computer (51), the computer (51) being connected to a system for measuring the speed of advance (55) of the rotorcraft (1) and the mobility system (40).
    [0009]
    9. Giravion according to claim 8, characterized in that said computer (51) comprises a degraded driving law of the mobility system (40) for positioning the movable aerodynamic surface (35) in the extended position (POS2) in case of malfunction of the traveling speed measuring system (55).
    [0010]
    10. A rotorcraft as claimed in any one of claims 8 to 9, characterized in that said forward speed measuring system (55) comprises an air speed measuring device (56) for measuring a speed indicated air (IAS).
    [0011]
    11. A rotorcraft according to any of claims 8 to 10, characterized in that said forward speed measuring system (55) comprises a measuring sensor (57) for measuring a position of at least one control flight (58) of said rotorcraft (1).
    [0012]
    A rotorcraft as claimed in any one of claims 1 to 2 characterized in that said control system (50) comprises a pilot operable manual control means (60), said manual control means (60) being connected to the system mobility (40).
    [0013]
    13. Giravion according to any one of claims 1 to 12, characterized in that said fixed aerodynamic surface (31) comprises a housing (70) opening on a trailing edge (33) of this fixed aerodynamic surface (31), said movable aerodynamic surface (35) being housed at least partially in said housing (70) in the retracted position (POS1). 20
    [0014]
    14. Giravion according to claim 13, characterized in that said movable aerodynamic surface (35) is housed at least partially in said housing (70) in the retracted position (POS1), the reference rope (90) of the aerodynamic member (30) being equal to the reference rope (91) of the fixed aerodynamic surface (31) when said movable aerodynamic surface (35) is in the retracted position (POS1).
    [0015]
    15. Giravion according to any one of claims 1 to 14, characterized in that said movable aerodynamic surface (35) is in continuity with the fixed aerodynamic surface (31) in the direction of advance (X) of the rotorcraft (1). ) in the extended position (POS2).
    [0016]
    16. Giravion according to any one of claims 13 to 14, characterized in that, an air flow (100) from a rotor (6, 8) impacting a face (34) of said fixed aerodynamic surface (31). ) when said rotorcraft (1) has a forward speed lower than the first speed threshold (110), said housing (70) is masked by said face (34) with respect to said airflow (100) when said rotorcraft ( 1) has a forward speed lower than the first speed threshold (110).
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    同族专利:
    公开号 | 公开日
    EP3002209A1|2016-04-06|
    EP3002209B1|2016-12-21|
    KR20160038768A|2016-04-07|
    CN105460205A|2016-04-06|
    US20160090176A1|2016-03-31|
    CA2901233C|2017-03-21|
    CA2901233A1|2016-03-30|
    CN105460205B|2017-06-13|
    US9623965B2|2017-04-18|
    KR101840407B1|2018-03-20|
    FR3026386B1|2016-10-21|
    PL3002209T3|2017-06-30|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP2105378A1|2008-03-25|2009-09-30|Eurocopter|Fast hybrid helicopter with large range|
    US20090256025A1|2008-04-12|2009-10-15|Airbus Espana S.L.|Stabilizing and directional-control surface of aircraft|
    EP2409917A1|2010-07-20|2012-01-25|Eurocopter|Method and rotary-wing aircraft provided with a stabilisation means minimising the attitude hump phenomenon|
    US20130313355A1|2012-05-22|2013-11-28|Eurocopter|Pitching stabilization means and a rotary wing aircraft including such means|
    EP2708466A1|2012-09-17|2014-03-19|Airbus Helicopters|Pitch stabilisation means and rotorcraft comprising such means|
    GB895590A|1959-12-23|1962-05-02|Agusta Aeronaut Costr|Improvements relating to aircraft for vertical take-off and landing|
    US3698666A|1969-01-24|1972-10-17|Siai Marchetti Spa|High-speed helicopter characterized by a lifting wing and by two engines fitted thereon|
    US4614320A|1984-03-27|1986-09-30|Rutan Elbert L|Aircraft wing flap|
    FR2689854B1|1992-04-14|1994-07-01|Eurocopter France|MONOROTOR HELICOPTER WITH MIXED ANTI-TORQUE SYSTEM AND METHOD FOR COUNTING THE TORQUE INDUCED BY THIS MONOROTOR.|
    US6416015B1|2001-05-01|2002-07-09|Franklin D. Carson|Anti-torque and yaw-control system for a rotary-wing aircraft|
    US6974105B2|2003-01-09|2005-12-13|Roger N Pham|High performance VTOL convertiplanes|
    FR2864025B1|2003-12-23|2007-01-12|Eurocopter France|METHOD AND DEVICE FOR REDUCING VIBRATIONS GENERATED ON THE FUSELAGE OF A HELICOPTER BY ORIENTABLE TENSION|
    FR2911113B1|2007-01-04|2009-09-11|Airbus France Sa|HORIZONTAL TENSION FOR AIRCRAFT.|
    FR2990684B1|2012-05-21|2014-11-21|Eurocopter France|METHOD FOR CONTROLLING WING SHUTTERS AND HORIZONTAL TRUCK OF A HYBRID HELICOPTER|FR2977948B1|2011-07-12|2014-11-07|Eurocopter France|AUTOMATICALLY CONTROLLED AIRCRAFT AIRCRAFT COMPRISING AT LEAST ONE PROPELLANT PROPELLER, AUTOMATICALLY CONTROLLED AIRCRAFT DEVICE|
    CN106379519A|2016-10-26|2017-02-08|李鹏|Pneumatic layout scheme applying advancing blade concept for tandem-rotor helicopter|
    US11204612B2|2017-01-23|2021-12-21|Hood Technology Corporation|Rotorcraft-assisted system and method for launching and retrieving a fixed-wing aircraft|
    US10647414B2|2017-02-27|2020-05-12|Textron Innovations Inc.|Rotorcraft fly-by-wire standard rate turn|
    US10611460B2|2017-05-11|2020-04-07|Bell Helicopter Textron Inc.|Aircraft vertical stabilizer design|
    US10518865B2|2017-05-11|2019-12-31|Bell Helicopter Textron Inc.|Aircraft horizontal stabilizer design|
    法律状态:
    2015-08-27| PLFP| Fee payment|Year of fee payment: 2 |
    2016-04-01| PLSC| Search report ready|Effective date: 20160401 |
    2016-09-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-09-28| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1402194A|FR3026386B1|2014-09-30|2014-09-30|GIRAVION WITH STABILIZER DEVICE|FR1402194A| FR3026386B1|2014-09-30|2014-09-30|GIRAVION WITH STABILIZER DEVICE|
    EP15181456.3A| EP3002209B1|2014-09-30|2015-08-18|A rotorcraft having a stabilizer device|
    PL15181456T| PL3002209T3|2014-09-30|2015-08-18|A rotorcraft having a stabilizer device|
    CA2901233A| CA2901233C|2014-09-30|2015-08-19|Rotorcraft equiped with a stabilizing device|
    CN201510783484.6A| CN105460205B|2014-09-30|2015-09-18|Gyroplane with stabilizer arrangement|
    KR1020150133992A| KR101840407B1|2014-09-30|2015-09-22|A rotorcraft having a stabilizer device|
    US14/870,317| US9623965B2|2014-09-30|2015-09-30|Rotorcraft having a stabilizer device|
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