• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a propulsion unit for an aircraft comprising: a turbojet engine (1) having at least one non-ducted propeller propeller (4a), and an attachment pylon (3) intended to ensure the attachment of the turbojet engine on a structural element (2) of the aircraft, said pylon being positioned on the turbojet engine upstream of the propeller and having an aerodynamic profile (30) defined by two opposite lateral faces (33) extending transversely between a leading edge (31). ) and a trailing edge (32). The tower comprises a plurality of blowing nozzles (36) located in the vicinity of its trailing edge and configured to blow air taken at a pressurized portion of the turbojet, said blowing nozzles being positioned on at least a portion the trailing edge of the pylon extending longitudinally opposite at least a portion of the helix. The invention also relates to a noise reduction method generated by a latching pylon of a turbojet engine on an aircraft.
    公开号:FR3037318A1
    申请号:FR1555424
    申请日:2015-06-15
    公开日:2016-12-16
    发明作者:Mathieu Simon Paul Gruber；Mc Williams Timothy Delteil
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the general field of turbomachines, and more particularly applies to turbojet engines with propellant propellers that are not careened.
    [0002] The current trend for civil aircraft engines is to reduce their specific fuel consumption and the release of air pollutants. One of the technical solutions adopted by engine manufacturers is to increase the dilution ratio between the primary flow (or "hot" flow) and the secondary flow (or "cold flow") of the aircraft engine. In this respect, several turbine engine architectures have been proposed, including jet engines with counter-rotating propellers (also known as "CROR" for "Contra Rotating Open Rotor") which are good candidates for replacing the current turbojet engines, notably on aircraft. providing medium-haul flights.
    [0003] On a conventional turbojet architecture, the nacelle channels the secondary flow to produce the majority of the thrust. In the case of a CROR architecture, the nacelle is removed and the propulsion system consists of an upstream propeller which drives the flow and a downstream propeller, counter-rotating with respect to the upstream propeller, which aims to straighten the flow (the downstream propeller can also be fixed on other types of architectures). The propulsive efficiency of the engine is improved by recovering the energy in rotation more efficiently than with a fixed wheel, and the diameter of the propellers is also greatly increased to allow the entrainment of a larger quantity of air.
    [0004] However, in the absence of a nacelle, the noise emissions represent a major drawback of this architecture, and more particularly the noise generated by the propellers, and by the various interactions between the propellers and the components related to the mounting of the engine on the aircraft. (also called effects related to the installation of the engine on the airplane). When the turbojet engine is mounted on the fuselage of an aircraft by means of an attachment pylon fixed upstream of the propellers, it is called a "pusher" type assembly. In such a configuration, several sources of noise are related to the presence of the latching pylon, and the most important is the interaction between the wake (corresponding to a speed deficit of 30%). flow) created downstream of the pylon and the upstream propeller. This wake / upstream helix interaction notably causes two types of noise: a tonal type noise, corresponding to the interaction between the average wake (constituted by a speed deficit downstream of the tower) and the upstream propeller, present at the eigenfrequencies of the helix, and a broadband-type noise corresponding mainly to the interaction between the turbulent wake structures and the upstream propeller, the source of which is located at the leading edge of the blades of the the upstream propeller and which covers a wide range of frequencies. Several solutions have been proposed to reduce the noise pollution produced by the interactions between the wake of the pylon and the upstream propeller. The document FR 2968634 proposes, for example, to compensate for the speed deficit downstream of the tower in order to reduce the impact of the wake thanks to a pylon provided with a trailing edge equipped with two reclining faces between which air can be blown. on the entire span of the pylon. However, such a solution has the disadvantage of requiring a large intake of air at the engine, which reduces the performance. OBJECT AND SUMMARY OF THE INVENTION The main purpose of the present invention is therefore to overcome the aforementioned drawbacks by proposing an aircraft propulsion unit comprising: a turbojet engine having at least one non-ducted propulsion propeller, and an attachment pylon designed to ensure the attachment of the turbojet engine to a structural element of the aircraft, said pylon being positioned on the turbojet engine upstream of the propeller and having an aerodynamic profile defined by two opposite lateral faces extending transversely between a leading edge; and a trailing edge, characterized in that the pylon comprises a plurality of blowing nozzles located in the vicinity of its trailing edge and configured to blow air taken at a pressurized portion of the turbojet, said blowing nozzles being positioned on at least a portion of the pylon leakage edge extending longitudinally opposite at least one part of the propeller.
    [0005] Another way to reduce the wake / upstream propeller interaction is to increase the mixing downstream of the pylon so that the wake is filled more quickly. To do this, the inventors have observed that an increase in the turbulence rate downstream of the tower makes it possible to increase this mixture, and thus to reduce the impact of the wake on the upstream propeller. The propulsion unit according to the invention makes it possible to reduce the impact of the wake downstream of the pylon on the upstream propeller by increasing the mixing downstream of the pylon and by modifying the structure of the wake. Indeed, the 10 blowing nozzles, which provide a discrete air blowing on part of the pylon, allow to destructure the wake by increasing the turbulence rate downstream of the pylon, which allows to promote the decrease of the speed deficit. in the plane of the leading edge of the upstream propeller. In other words, the increase in the mixture makes it possible to fill the speed deficit more quickly downstream of the pylon, and thus to reduce the interaction of the wake with the upstream propeller. Also, as the flow is disturbed downstream of the pylon as the jets blown by the nozzles mix with the wake, the wake deconstructs and becomes more diffuse. This destructuring of the wake notably has the effect of reducing tonal and broadband interaction noise more effectively. In addition, the use of a discrete blow through the blowing nozzles according to the invention reduces the amount of air taken from the engine compared to blowing over the entire span of the pylon.
    [0006] It is also possible to reduce the outlet diameter of the nozzles to decrease the amount of air withdrawn, while maintaining an identical ejection speed. According to one embodiment of the invention, the blowing nozzles open in the extension of the trailing edge of the latching pylon 30. According to another embodiment of the invention, the blowing nozzles open onto one and / or the other of the lateral faces of the latching pylon, each blast nozzle being able to be flush with the lateral face of the latching pylon on which it opens. In this configuration, the blowing nozzles compensate for the residual lift effects of the latching pylon which could induce asymmetry of the wake. Preferably, the blowing nozzles are retractable inside the latching pylon. Thus, it is possible to retract the blowing nozzles, for example using jacks, when the flight phase of the aircraft does not require their use. More preferably, the propulsion unit further comprises at least one valve configured to control the air supply of at least one blowing nozzle. Thus, it is possible to manage more finely the 10 areas on which the blowing is performed by deactivating all or part of the nozzles to concentrate the blowing for example on the head of the upstream propeller or any other area of interest, but also deactivate the blowing when it is not necessary to reduce the amount of air taken from the turbojet engine.
    [0007] The invention also relates to a method for reducing the noise generated by an attachment pylon for ensuring the attachment of a turbojet engine to a structural element of an aircraft, the turbojet engine having at least one non-faired propulsion propeller, the pylon being positioned on the turbojet engine upstream of the propeller and having an aerodynamic profile extending transversely between a leading edge and a trailing edge, characterized in that it comprises a step of blowing air, taken at a pressurized portion of the turbojet, at the trailing edge of the pylon through a plurality of blowing nozzles positioned on at least a portion of the trailing edge 25 of the pylon extending longitudinally opposite at least a portion of the helix. Preferably, the method further comprises a step of regulating the air blown by the blowing nozzles as a function of the flight phases of the aircraft.
    [0008] Also preferably, the air blown by the blowing nozzles is pulsed at a predefined frequency lower than the frequency of passage of a blade of the propeller in front of the pylon in order to finely control the flow of air blown by the fans. nozzles, and further reduce the intake of air on the engine. Also, by choosing a predefined frequency lower than the frequency of passage of a blade of the helix in front of the pylon, it is avoided to create a tonal monopole-type acoustic source (due to a periodic signal) in the audible frequencies (20Hz-20kHz). As a variant, the air blown by the blowing nozzles can be pulsed at a random frequency, lower than the frequency of passage of a blade of the propeller in front of the pylon to avoid the phenomena of temporal correlation between the nozzles of Pylon blowing and propeller, which can increase the noise generated by all sources. In certain exemplary embodiments, the frequency (random or otherwise) at which the blown air is pulsed by the blowing nozzles is less than or equal to 20 Hz. Brief Description of the Drawings Other features and advantages of the present invention will be apparent from the invention. of the description given below, with reference to the accompanying drawings which illustrate embodiments having no limiting character. In the figures: FIG. 1 is a schematic view of a propulsion assembly according to the invention, and FIGS. 2 to 4 are schematic views of a propulsion assembly at its attachment pylon according to various modes. In the present description, the terms "longitudinal" and "transverse" and their derivatives are defined with respect to the main axis of the pylon extending between the turbojet engine and the engine. aircraft; the terms "upstream" and "downstream" are themselves defined with respect to the direction of flow of the fluid passing through the turbojet engine. FIG. 1 shows a schematic view of a propulsion unit comprising a turbojet 1 hooked to the fuselage 2 of an aircraft by means of an attachment pylon 3. The turbojet engine 1 is centered on an axis XX and comprises a doublet of unfurnished propellers 4 consisting of a rotating upstream propeller 4a (comprising a set of blades 40) and a downstream propeller 4b, counter-rotating with respect to the upstream propeller 4a. The downstream propeller 4b can also be fixed and take the form of a variable-pitch stator, as is the case, for example, of the so-called USF ("Unducted Single Fan") motors. or without variable setting. It will be noted that the turbojet engine 1 is in the so-called "pusher" configuration, that is to say that the attachment pylon 3 is hooked on the turbojet engine 1 upstream of the twinned propeller 4.
    [0009] The attachment pylon 3 comprises an aerodynamic profile 30 defined by two opposite lateral faces 33, 34 (FIGS. 2, 3 and 4) extending transversely between a leading edge 31 and a trailing edge 32. In accordance with FIG. the invention, the attachment pylon 3 comprises a plurality of blowing nozzles 36 distributed at least on a portion 10 of the trailing edge 32 of the pylon extending longitudinally opposite the propeller 4a. These nozzles 36 open at the trailing edge 32 of the pylon and extend. They are configured to blow air coming from a pressurized part of the turbojet engine 1 (for example of the high-pressure compressor, or of the low-pressure compressor, according to the architecture of the turbojet engine), and the air flow that they ejecting may be controlled through one (or more) valve 38, controlling all or part of the airflow to a nozzle 36 (or a group of nozzles). The presence of one or more control valves 38 makes it possible in particular to finely control the part of the pylon on which it is desired to blow air (it is possible, for example, to concentrate the blowing on the head of the upstream propeller 4a), and thus reduce the amount of air taken from the turbojet engine. Part of the air circuit is shown schematically in dotted lines in the figures, the direction of air flow when the blowing is active being schematized by arrows.
    [0010] In general, the blowing of the nozzles can be regulated, in particular by virtue of the valve 38 controlled and able to regulate the flow of air arriving at a nozzle (or a group of nozzles), according to the flight phases of the aircraft. For example, blowing can be activated only during the take-off and landing phases of the aircraft.
    [0011] Figure 2 shows an enlarged view of the pylon 3 of Figure 1 at its trailing edge 32, which may otherwise be truncated. It can be seen that the nozzles open at the trailing edge 32 and extend it by a certain length a. It is also conceivable to have blowing nozzles 36 whose length varies from one nozzle 36 to the other 35, for example to have more complex geometries in order to optimize the mixing at the level of the wake downstream of the pylon. 3. Preferably, the length of the nozzles 36 which protrude outside the pylon 3 is of the order of magnitude of the limit-edge boundary layer thickness 32 of the pylon when the aircraft is in take-off condition (which corresponds to a Mach number of the order of 0.2). Generally, the limit boundary layer 32 of the pylon under these conditions is between 10 cm and 20 cm. The attachment pylon 3 according to the invention may also comprise means (not shown) for retracting the nozzles 36 into the pylon 3. These means may for example consist of jacks mounted inside the pylon which can retract. the nozzles inside tubes located inside the pylon (not shown), these tubes having a diameter slightly greater than that of the nozzles. The nozzles 36 have an outlet diameter which may also vary, and it is preferable to size so as to obtain sufficiently powerful jets to destabilize the flow as much as possible while minimizing the sampling in the engine. It is also conceivable to vary this diameter d from one nozzle 36 to the other as needed. Preferably, the diameter d of the nozzles is of the order of magnitude of the boundary layer boundary layer displacement thickness 32 of the pylon when the aircraft is in take-off condition (Mach number about 0, 2), or about 1.25 mm to 2.5 mm. Finally, the nozzles 36 can be separated on the trailing edge 32 by a variable distance b, preferably at the most of the order of magnitude of the limit-edge boundary layer thickness 32 of the pylon 25 when the aircraft is in take-off condition. For greater ease of integration and to reduce the complexity of the system, it may however be necessary to increase the distance b between the nozzles 36, in particular according to the span of the pylon. Figure 3 shows an enlarged view of a pylon 3 'at its trailing edge 32, according to another embodiment of the invention. It can be seen here that the nozzles 36 'open on both sides of the trailing edge 32 on the lateral faces 33, 34 of the pylon 3' and are flush with these faces (in other words, in this example, the length of the nozzles 36 ' is zero).
    [0012] In addition, the nozzles 36 'are configured such that they make an angle α with a plane of the pylon substantially passing through the trailing edge 32 and the leading edge 31. In FIG. this configuration, the blowing nozzles 36 'make it possible to compensate for the residual lift effects of the latching pylon which could induce asymmetry of the wake. FIG. 4 is a variant of the embodiment of FIG. 3 in which the angle 13 defined between the nozzles 36 "and the plane of the pylon passing through the trailing edge 32 and the leading edge 31 is greater than In the examples of Figures 3 and 4, the outlet diameter of the nozzles 36 ', 36 ", their length, and the distance separating each of them may vary from nozzle to nozzle. or take a fixed value (for example of the order of the boundary layer thickness at the trailing edge 32 under take-off condition or the order of magnitude of the boundary layer displacement thickness for the nozzle diameter) as previously described for the example of FIG.
    [0013] Finally, according to an advantageous arrangement, the blowing can also be pulsed at a predetermined frequency, in particular to control the flow of air blown by the nozzles. However, it will be ensured that the frequency of pulsation of the air is less than the frequency of passage of a blade of the propeller in front of the pylon to avoid the creation of 20 turbulent periodic structures in the wake. Indeed, if the pulsation frequency is too high, a tonal monopoly sound source (due to a periodic signal) in the audible frequencies (20Hz - 20kHz) could appear. This phenomenon would create additional noise related to blowing, which is undesirable.
    [0014] Alternatively, the air pulsation may be random, always ensuring that the pulse frequency is lower than the frequency of passage of a blade of the propeller in front of the pylon. Indeed, if the frequency is random and too high, a phenomenon of temporal correlation between the sources of noise may appear, which would then increase the noise of the assembly and is not desirable either. For example, the pulsation frequency (random or not) of the blown air can be chosen less than or equal to 20 Hz, to overcome the aforementioned drawbacks. 35
    权利要求:
    Claims (10)
    [0001]
    REVENDICATIONS1. A propulsion unit for an aircraft, comprising: a turbojet engine (1) having at least one non-ducted propeller propeller (4a), and an attachment pylon (3; 3 '; 3 ") intended to ensure the attachment of the turbojet engine on a structure element (2) of the aircraft, said pylon being positioned on the turbojet engine upstream of the propeller and having an aerodynamic profile (30) defined by two opposite side faces (33, 34) extending transversely between a leading edge (31) and a trailing edge (32), characterized in that the pylon has a plurality of blast nozzles (36; 36 '; 36 ") located in the vicinity of its trailing edge and configured to blow air taken at a pressurized portion of the turbojet, said blowing nozzles being positioned on at least a portion of the trailing edge of the pylon extending longitudinally opposite at least a portion of the propeller.
    [0002]
    2. Propulsion unit according to claim 1, characterized in that the blowing nozzles (36) open in the extension of the trailing edge (32) of the latching pylon (3).
    [0003]
    3. Propulsion unit according to claim 1, characterized in that the blowing nozzles (36 '; 36 ") open on one and / or the other 25 of the lateral faces (33, 34) of the latching pylon ( 3 ', 3 ").
    [0004]
    4. propulsion unit according to claim 3, characterized in that the end of each blower nozzle (36 ', 36 ") is flush with the lateral face (33, 34) of the latching pylon (3', 3") on which it opens.
    [0005]
    5. Propulsion unit according to any one of claims 1 to 3, characterized in that the blowing nozzles (36; 36 '; 36 ") are retractable inside the latching pylon (3; 3'; 3 "). 35 3 0 3 7 3 1 8 10
    [0006]
    6. Propulsion unit according to any one of claims 1 to 5, characterized in that it further comprises at least one valve (38) configured to control the air supply of at least one blowing nozzle (36). 36 ', 36 ").
    [0007]
    7. A method for reducing the noise generated by an attachment pylon (3; 3 '; 3 ") intended to ensure the attachment of a turbojet engine (1) to a structural element (2) of an aircraft, the turbojet engine having at least one non-faired propellant propeller (4a), the pylon being positioned on the turbojet engine upstream of the propeller and having an aerodynamic profile (30) extending transversely between a leading edge (31) and an edge leakage device (32), characterized in that it comprises a step of blowing air, taken at a pressurized portion of the turbojet, at the trailing edge of the pylon through a plurality of nozzles blower (36; 36 '; 36 ") positioned on at least a portion of the trailing edge of the pylon extending longitudinally opposite at least a portion of the helix.
    [0008]
    8. A method according to claim 7, characterized in that it further comprises a step of regulating the air blown by the blowing nozzles (36; 36 '; 36 ") as a function of the flight phase of the engine. 'aircraft.
    [0009]
    9. Method according to any one of claims 7 and 8, characterized in that the air blown by the blowing nozzles (36; 36 '; 36 ") is pulsed at a predetermined frequency lower than the frequency of passage of a dawn of the propeller in front of the pylon.
    [0010]
    10. Process according to any one of claims 7 and 8, characterized in that the air blown by the blowing nozzles (36; 36 '; 36 ") is pulsed at a random frequency, inferior to the passage frequency. a dawn of the propeller in front of the pylon.
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    同族专利:
    公开号 | 公开日
    US20170088276A1|2017-03-30|
    US10737796B2|2020-08-11|
    GB2540865A|2017-02-01|
    GB2540865B|2020-10-28|
    GB201610276D0|2016-07-27|
    FR3037318B1|2017-06-30|
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    WO2015134081A2|2013-12-13|2015-09-11|United Technologies Corporation|Transverse-mounted power turbine drive system|FR3050781A1|2016-04-27|2017-11-03|Airbus Operations Sas|DEVICE FOR REDUCING AERODYNAMIC DISTURBANCES IN THE WAKE OF AN AERODYNAMIC BLOW PROFILE WITH VARIABLE DISTRIBUTION TO EXTRADOS AND INTRADOS|
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    法律状态:
    2016-06-16| PLFP| Fee payment|Year of fee payment: 2 |
    2016-12-16| PLSC| Publication of the preliminary search report|Effective date: 20161216 |
    2017-04-28| PLFP| Fee payment|Year of fee payment: 3 |
    2018-06-05| PLFP| Fee payment|Year of fee payment: 4 |
    2018-09-14| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20180809 |
    2020-05-20| PLFP| Fee payment|Year of fee payment: 6 |
    2021-05-19| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1555424A|FR3037318B1|2015-06-15|2015-06-15|AIRCRAFT PROPULSIVE ASSEMBLY COMPRISING A NON-CARBONATED BLOWER TURBOREACTOR AND A PENSION PYLON|FR1555424A| FR3037318B1|2015-06-15|2015-06-15|AIRCRAFT PROPULSIVE ASSEMBLY COMPRISING A NON-CARBONATED BLOWER TURBOREACTOR AND A PENSION PYLON|
    GB1610276.6A| GB2540865B|2015-06-15|2016-06-13|A propulsion assembly for an aircraft having a turbojet with a non-ducted fan and an attachment pylon|
    US15/182,860| US10737796B2|2015-06-15|2016-06-15|Propulsion assembly for an aircraft having a turbojet with a non-ducted fan and an attachment pylon|
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