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    • 专利摘要:
    The invention relates to an aircraft comprising a fuselage (1) and a propulsion assembly, said propulsion assembly comprising at least one fan rotor (7, 8) placed at the rear of the fuselage (1), in the extension thereof. along a longitudinal axis (XX), and a nacelle (14) forming a fairing of said at least one blower rotor (7, 8) in which a flow of air (F) passes, characterized in that it comprises a plurality of radial stator arms (15) mounted upstream of said at least one fan rotor (7, 8) and extending between the fuselage (1) and the nacelle (14), said radial arms (15) having means blowing apparatus configured to blow, in the environment of a trailing edge (15b) of said radial arms (15), an additional air flow (Fs) adding to said air flow (F) in the extension of the trailing edge (15b).
    公开号:FR3039228A1
    申请号:FR1556954
    申请日:2015-07-22
    公开日:2017-01-27
    发明作者:Pascal Romano；Mathieu Simon Paul Gruber
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    Field of the invention and state of the art:
    The present invention relates to an aircraft, such as a plane, in particular a civil aircraft, propelled by one or more blowers placed downstream of the fuselage, and more particularly the case where the blowers are careened by a nacelle. The invention relates to means for distributing the flow of air entering said nacelle.
    The type of turbomachine concerned is found, for example, in an aircraft architecture proposed in the patent application FR-A1-2 997 681. In this case, the turbomachine is integrated in the extension of the fuselage downstream thereof , in order to reduce noise and fuel consumption of the aircraft by limiting the aerodynamic drag by absorption of the boundary layer.
    In such an architecture, an aircraft is propelled by a turbomachine with contra-rotating fans careened, the turbomachine being integrated into the rear of the fuselage of the aircraft. Generally, the turbomachine comprises at least two gas generators which feed a power turbine having two counter-rotating rotors for driving two blowers disposed downstream of the gas generators. The gas generators have separate side air intakes to supply each of them.
    Downstream of the gas generators, the blowers are arranged in the extension of the fuselage of the aircraft and generally fed by an annular ring connected thereto, so as to absorb at least a portion of the boundary layer formed around the fuselage. The diameter of the blowers is of the order of that of the fuselage in its largest section. The speed of rotation of the blowers is generally lower than for conventional turbomachines, especially so that the speed at the head of the blade is subsonic.
    The two blowers constitute a propulsion assembly with low compression ratio and high flow rate. In this case, the operation and operability of said propulsion assembly are particularly sensitive to the inlet conditions of the air flow in the nacelle, including its orientation and homogeneity.
    The object of the present invention is to provide a solution for adapting at least a portion of the parameters of the flow entering the nacelle to the operating conditions of the propulsion unit.
    DESCRIPTION OF THE INVENTION For this purpose, the invention relates to an aircraft comprising a fuselage and a propulsion assembly, said propulsion unit comprising at least one fan rotor placed at the rear of the fuselage, in the following extension thereof. a longitudinal axis, and a nacelle forming a fairing of said at least one fan rotor in which passes an air flow, characterized in that it comprises a plurality of radial stator arms mounted upstream of said at least one rotor of blower and extending between the fuselage and the nacelle, said radial arms comprising blowing means configured to blow, in the environment of a trailing edge of said radial arms, an additional air flow adding to said flow of air in the continuation of the trailing edge.
    Blowing air in the extension of the trailing edge limits the local slowdown of the flow related to the arm, called "wake", by re-energizing. In particular, this wake is a source of significant noise when the blades of the fan rotor meets downstream. By decreasing it, the noise generated by the propulsion unit of the aircraft is thus attenuated.
    Advantageously, the blowing means are arranged to distribute the flow rate of the additional air flow in a differentiated manner along the span of a radial arm, preferably by ensuring a higher flow rate in a part near the radial end. outside than in a part close to the inner radial end.
    This makes it possible to adapt the blowing to the local flow conditions in order to minimize the wake, especially taking into account the fact that the speed of the flow is higher away from the fuselage. For this, the aircraft comprises differential adjustment means of the flow of said additional flow on at least two radial portions of the radial arms.
    Advantageously, the blowing means are arranged to vary the flow rate of additional air flow over time, depending on the operating conditions of the propulsion unit. This makes it possible, for example, to minimize the losses in the engines at low speed when the additional air flow is captured from the compressor stage of gas generators.
    According to a preferred embodiment, each radial arm having two lateral faces extending radially on either side of a mean profile, the blowing means comprise orifices arranged on said side faces to blow the additional air flow. upstream of the trailing edge.
    Two grids placed at the outlet of said orifices, one sliding relative to the other, may form means for adjusting the additional air flow.
    Preferably, each of said orifices has an extension along the longitudinal axis of between 5% and 10% of the chord length of the radial arm at the radial distance at which said orifice is located.
    This makes it possible to inject an additional air flow with a suitable flow rate to make up for the speed deficit in the wake by minimizing the disturbances due to blowing.
    In an alternative embodiment, the blowing means comprise devices for blowing the additional air flow from the trailing edge.
    Preferably, the plurality of radial arms comprises at least a plurality of holding arms, configured to maintain the nacelle. The use of several upstream support arms makes it possible to increase the homogeneity and the symmetry of the recovery of the forces supported by the nacelle. The rigidity of the latter can then be reduced, which contributes to reducing the mass of the whole.
    Advantageously, the distance separating the trailing edge of said radial arms from the fan rotor located immediately downstream along said flow, taken at a radial distance substantially corresponding to 70% of the span of a blade of said fan rotor, is at least substantially equal to three twentieths of the outer diameter of said fan rotor.
    Particularly in the case of the holding arms of the nacelle, this allows the flow to be homogenized and the mixture between the additional air blown and the main flow to mix to minimize the effects of wake.
    Advantageously, the plurality of radial arms comprises at least several arms comprising a variable-pitch moving part configured to deflect said air flow axially.
    The deflection of the air flow entering the fan rotor makes it possible to correct circumferential inhomogeneities or distortions of this air flow, created in particular during its path along the fuselage of the aircraft.
    Advantageously, the blowing holes are located upstream of said moving parts.
    Advantageously, such an aircraft comprises a turbomachine comprising at least one gas generator configured to generate a primary stream that is delivered by a central stream to at least one power turbine, said power turbine being placed at the rear of the fuselage in extension. of the latter and driving at its periphery said at least one fan rotor.
    Brief description of the figures:
    The present invention will be better understood and other details, characteristics and advantages of the present invention will appear more clearly on reading the description of a nonlimiting example which follows, with reference to the appended drawings in which: FIG. a schematic view in longitudinal section of the rear part of an aircraft according to the invention with its propulsion unit; - Figure 2 shows a schematic side view of the rear part of an aircraft according to the invention with its propulsion assembly; - Figure 3 shows a schematic view of the rear part of an aircraft according to the invention with its propulsion assembly, in a longitudinal section through a plane passing through a holding arm equipped with a movable flap; - Figure 4 shows a schematic view of the rear part of an aircraft according to the invention with its propulsion assembly, in a longitudinal section through a plane passing through a movable radial blade; - Figure 5 shows a schematic view of the adjustment device of the setting of a movable arm flap or radial stator blade applicable in the invention; - Figure 6 shows a schematic view of the rear part of an aircraft according to the invention with its propulsion assembly, in a longitudinal section through a plane passing through a holding arm equipped with a blowing device; - Figure 7a shows schematically in perspective a portion of the trailing edge of a nacelle holding arm according to the invention equipped with a first variant of blowing means; - Figure 7b shows schematically in perspective with a section, a portion of the trailing edge of a nacelle holding arm according to the invention equipped with a second variant of blowing means; - Figure 8a shows schematically a section near the trailing edge of a nacelle holding arm according to the invention equipped with a third variant of blowing means, placed in a first position; - Figure 8b shows schematically a section near the trailing edge of a nacelle holding arm according to the invention equipped with a third variant of blowing means, placed in a second position; and FIGS. 9a and 9b schematically show a section near the trailing edge of a nacelle holding arm according to the invention equipped with a third variant of blowing means, corresponding to FIGS. 8a or 8b, associated with a flap mobile with and without incidence.
    Description of an embodiment:
    The invention applies in particular to an aircraft such as an aircraft comprising a turbomachine of the type shown in FIG. 1 or FIG. 2.
    As shown in FIG. 1, the turbomachine is centered on the longitudinal axis XX of the fuselage 1 of the aircraft. This turbomachine comprises, from upstream to downstream, in the gas flow direction, two separate gas generators 2a, 2b simultaneously supplying a single power turbine 3. The turbomachine is installed at the downstream end of the fuselage 1 of the engine. 'aircraft.
    In this document, the axial and radial designations refer to the axis XX of the fuselage and the turbomachine. Similarly, upstream and downstream terms refer to the direction of the main flow along this axis.
    In a manner known per se, each gas generator 2a, 2b comprises at least one compressor, a combustion chamber and at least one high pressure turbine (not shown in the figures).
    Each gas generator 2a, 2b is housed inside a primary flow vein 3a, 3b. Separate air inlets 4a, 4b are provided for these veins 3a, 3b to supply each gas generator 2a, 2b.
    In the configuration shown in Figure 1, these air inlets 4a, 4b are connected to the fuselage 1 of the aircraft, upstream of the gas generators 2a, 2b, so as to absorb at least a portion of the boundary layer formed around the fuselage 1 of the aircraft. More specifically, their inner wall is directly integrated with the fuselage 1 of the aircraft.
    In other configurations, not shown here, the air inlets 4a, 4b can be moved away from the fuselage to supply the gas generator compressors 2a, 2b with a flow less disturbed by the boundary layer on the fuselage 1. It is also possible to use more than two gas generators, for example three to power the power turbine 3.
    In any case, the air inlets 4a, 4b are designed to limit the disturbances they can create downstream on the flow F along the fuselage 1 and entering a propulsion assembly which is described below. In addition, they are located here at the beginning of the part of the fuselage 1 which narrows towards said propulsion assembly, so as to move away from the latter.
    Preferably, the two primary flow veins 3a, 3b of the gas generators 2a, 2b converge on the longitudinal axis XX and form between them an open V upstream, the opening angle is preferably included between 80 ° and 120 °.
    The two primary flow streams 3a, 3b of the gas generators 2a, 2b converge in a central primary stream 4 which feeds the power turbine 3. A mixer (not shown in the figures) is preferably positioned at the level of the zone convergence of the two veins 3a, 3b, housing the gas generators 2a, 2b. This mixer has the function of mixing the gas flows from the two gas generators 2a, 2b to create a single homogeneous gas stream at the outlet of the primary central vein 4.
    The power turbine 3, which is fed by this primary flow leaving the central vein 4, is placed in the extension of the fuselage 1. It is provided with two rotors 5, 6 counter-rotating turbine to drive contrarotatively two rotors of blowers 7, 8. These turbine rotors 5, 6 are coaxial and centered on the longitudinal axis XX. They revolve around an inner casing 9 fixed to the structure of the aircraft.
    Here, a first turbine rotor 5 corresponds to vanes connected to a tubular body 5a separating the primary flow vein, in the power turbine 3, from the secondary flow duct, in which the fan rotors 7 are located. 8. The blades and the tubular body 5a of the first rotor 5 are connected to the support bearings of the rotor 5 on the inner casing 9 by support arms 10 which pass through the primary vein upstream of the power turbine 3.
    In the same example, the second rotor 6 corresponds to blades connected to a radially inner wall of the primary stream in the turbine 3 and inserted longitudinally between the vanes of the first rotor 5.
    Downstream of the power turbine 3, the radially inner portion of the second rotor 6 is extended by a central body 11. On the other hand, it is connected by support arms 12 to a ring 13 for supporting the blades of the rotor. In addition, this ring 13 extends the tubular body 5a of the first rotor 5 and has a rearward extension, so as to form, with the central body 11, a primary discharge nozzle, at the outlet of the the power turbine 3.
    In the example presented, the propulsion unit is formed of two fan rotors 7, 8 careened by a nacelle 14 attached to the aircraft structure. The fan rotors have an outer diameter D which is close to the outermost diameter of the fuselage 1 of the aircraft.
    Here, a first upstream fan rotor 7 is positioned at the inlet of the power turbine 3. It is connected to the first turbine rotor 3 at the arms 10 which support the cylindrical outer body 5a upstream. . This upstream fan rotor 7 therefore rotates at the same speed as the first rotor 5 of the power turbine 3.
    In this same example, the second fan rotor 8, downstream, is positioned at the outlet of the power turbine 3. It is connected to the second turbine rotor 6 at the level of the support ring 13 and the arms 12 who support him. This downstream fan rotor 8 thus rotates at the same speed as the second rotor 6 of the power turbine 3. The air entering the blowers 7, 8 being partly composed of the fuselage boundary layer of the aircraft, the Inlet speed is low compared to conventional turbomachine blowers and the output speed is also lower at identical compression ratio, which improves the propulsive and acoustic performance of these blowers. Moreover, the large outer diameter D of the blowers 7, 8 causes their rotational speed, like that of the rotors 5, 6 of the power turbine 3, will also remain low compared to a conventional turbomachine.
    Furthermore, in an alternative embodiment, not described, the power turbine 3 may be composed in known manner of a single rotor and a stator, the thruster having only one fan associated with this rotor.
    MAINTAINING THE NACELLE
    With reference to FIG. 2, the nacelle 14 can be held by several holding arms 15 distributed circumferentially, typically between three and six arms, connecting it upstream of the first fan rotor 7 to a fixed structure of the aircraft 1. multiplication of the number of support arms 15 makes it possible to increase the homogeneity and the symmetry of the recovery of the forces supported by the nacelle 14. The rigidity of the latter can then be reduced, which contributes to reducing the mass of the assembly .
    On the other hand, it is sought to reduce the disturbances of the holding arms 15 on the flow F entering the nacelle 14, as well as their drag. These holding arms 15 thus comprise a profiled cowling forming a radial blade which extends from the fuselage 1 of the aircraft to the nacelle 14. In the example shown in FIG. 2, this blade has a substantially trapezoidal shape between an elongated lower base. , at its intersection with the fuselage 1, and a short outer base, at its intersection with the nacelle 14. It has upstream, in the direction of the flow F entering the nacelle 14, a leading edge 15a which connects the fuselage 1 and the nacelle 14 in a direction substantially parallel to the axis XX. Downstream, its trailing edge 15b, substantially transverse to the flow F entering the nacelle 14, follows a direction which forms an angle close to the right angle with the fuselage 1.
    ARM WITH MOBILE SHUTTER
    Referring to Figures 2 and 3, according to a first aspect of the invention, the support arms 15 of the nacelle 14 may be provided with flaps 16 at their trailing edge 15b. Each of said flaps is rotatable about a substantially radial axis Y and parallel to the trailing edge 15b and extends substantially on the span of the holding arm 15. The flow F feeding the fan rotors 7, 8 is deflected upstream, along the fuselage 1, by the variations of shape of the fuselage and by unrepresented elements, for example the wings, connecting to said fuselage. Moving a trailing edge flap 16 makes it possible to orient this flow F before the fan rotor 7 and to minimize the incidence perceived by the fan rotor and the associated distortion. In view of the fact that the two fan rotors 7, 8 constitute a propulsion unit with a low compression ratio and a high flow rate, the minimization of the distortions of the airflow entering the nacelle 14 can significantly improve the operation and the operability of said propulsion unit.
    As shown in Figure 3, these movable flaps 16 extend over most of the span of the holding arm 15, so as to orient the entire flow entering the nacelle 14. In Figure 3, the mobile flap 16 has a substantially constant rope depending on the span but this is not limiting. The rope of the movable flap can for example grow from the fuselage 1 to the nacelle 14, if it is advantageous to modify more strongly the flow F towards the radial end of the vanes of the upstream fan rotor 7.
    The adjustment of the wedging angle of the movable flaps 16 can be done collectively, with the same value for all the holding arms 15, or individualized, by adjusting the value according to the azimuthal position of each holding arm 15 This second option makes it possible to treat power supply conditions of the propulsion unit by a non-symmetrical flow F, for example in the case of a crosswind.
    Adjustment of the wedging angle of the movable flaps 16 can also vary temporally and be slaved to variations in the power supply conditions of the propulsion assembly. In the case of the crosswind, for example, this allows to take into account its variation of intensity or direction.
    MOBILE RADIALE AUB
    In an alternative embodiment, illustrated in FIG. 4, variable-pitch radial stator vanes 17, connecting the fuselage 1 to the nacelle 14, can be arranged in azimuth between the holding arms 15, preferably at the same axially level as the movable flaps 16 of these arms. These blades are movable in rotation, each around an axis Y 'having an inclination relative to the axis XX substantially equal to that of the axes of rotation Y of the movable flaps 16 of the holding arms 15.
    Here, the radial stator vanes 17 have no structural function to maintain the nacelle 14. In this example, each radial stator vane 17 has an elongated, preferably three-dimensional, radially extending form. Each radial stator vane 17 preferably has a chord substantially constant along its length and substantially equal to that of the movable flaps 16 on the holding arms 15. Preferably, each radial stator vane 17 forms an aerodynamic body having an edge 17a and a trailing edge 17b so as to deflect any incident air flow F received by the radial stator vane 17.
    Here, the wedging of radial vanes 17 is adjustable and possibly enslaved, individually or collectively, in the same manner as those described for the movable flaps 16 of the holding arms 15. The set of radial vanes 17 and movable flaps 16 thus forms a crown of stator radial arms with variable pitch at the inlet of the nacelle 14.
    In the example presented, with the counter-rotating fan rotors 7, 8, the increase in the number of variable-pitch profiles makes it possible to correct more finely the inhomogeneities of the flow F entering the nacelle 14, the number of the holding arms 15 being limited. The values of the wedging angles of the movable flaps 16 and the radial vanes 17 preferably evolve in a range of low values, typically less than 15 ° in absolute value.
    CASE OF A SINGLE BLOWER
    In the case, not shown, where the thruster assembly comprises a single fan rotor in the nacelle 14, the set of variable-pitch radial arms formed by the movable flaps 16 and the variable-pitch radial vanes 17 can be used. steering wheel. Indeed, the plurality of movable flaps 16 and variable-pitch stator vanes 17 mounted upstream of the fan rotor enable the incident air flow F to be deflected so that the deflected airflow F comprises a component axial and tangential. Then, the deflected air flow F is straightened axially by the blades of the fan rotor and compressed so that the air flow leaving the nacelle 14 advantageously comprises only a major axial component.
    Preferably, such a rectifier assembly comprises a number of variable-pitch profiles, radial vanes 17 and movable flaps 16, at least equal to twenty. In addition to obtaining a rectifying effect, the wedging of the radial vanes 17 and the movable flaps 16 depends on the fan rotor but must be at least 15 °, while normally remaining below 65 °.
    Similarly, if we consider an aerodynamic criterion, called "spacing" and which is defined by the ratio of the rope length of the movable flaps 16 or radial vanes 17 on the distance between two movable flaps 16 or adjacent radial vanes 17 head, the value of "spacing" is greater than 0.8, to obtain a rectifying effect. In comparison, for the holding arms 15, a "spacing" value of less than 0.5 will be sought to minimize their disturbances of the incident flow F.
    COMPLEMENT ON SETTING SYSTEMS
    Several devices can be installed to achieve an adaptive and individual setting of the movable flaps 16 and / or radial vanes 17 around their respective axes of rotation Y, Y '. An exemplary embodiment of means for individually adjusting the wedging of the movable flaps 16 and / or the radial vanes 17 is given here by way of illustration and not limitation.
    In this example, with reference to FIGS. 3 and 4, the individual variable-pitch adjustment means are preferably located on a fixed structure, not shown, inside the fuselage 1.
    In this example, with reference to FIG. 5, each movable flap 16 and / or radial blade 17 is rotatably mounted about its axis of rotation, also called a wedge axis Y, Y ', said wedge axis Y, Y' being fixed on a pivot means secured to a fixed structure 18 of the aircraft. Furthermore, a control ring 19 is rotatably mounted about the longitudinal axis X-X relative to the fixed structure 18 of the aircraft.
    A first connecting rod 20 is mounted, at one of its ends, in rotation around a first pivot axis 21 substantially radial and integral with the control ring 19, and, at its other end, in rotation around a second pivot axis 22 substantially radial and mounted on the fixed structure18 of the aircraft.
    The first pivot axis 21 may be, for example, a pin inserted in a longitudinal slot at the end of the rod 20. In this way, when the control ring 19 rotates, the movement of the pin may cause the connecting rod 20 rotating about the second pivot axis 22.
    The second pivot axis 22 of the first connecting rod 20 is offset in azimuth with respect to the y-axis Y, Y 'of the movable flap 16 or of the radial blade 17 and, here, upstream of this wedging Y, Y .
    Here, the first link 20 is substantially aligned with the longitudinal axis X-X, thus substantially perpendicular to the control ring 19 for a position Ga of the latter corresponding to a mean setting of the movable flap 16 or the radial blade 17.
    A second connecting rod 23 is pivotally mounted on the first connecting rod 20 about an articulation axis 24 between the two connecting rods, close to one of its ends. Means supporting said hinge pin 24 can be configured so that the hinge axis 24 can be displaced on the first link 20.
    The second connecting rod 23 is articulated, near its other end, pivotally about a third pivot axis 25 mounted on the movable flap 16 or the radial blade 17. The third pivot axis 25 is placed at a distance non-zero dO of the y-axis Y, Y 'of the movable flap 16 or the radial blade 17, so as to provide a lever arm for transforming the displacement of the second connecting rod 23 into a rotation movement of the flap mobile 16 or the radial blade 17, so in a modification of its wedging angle. This offset can be provided by a rod 26 fixed relative to the mobile flap 16 or the radial blade 17, or by any other means. Here, the third pivot axis 25 is substantially on the rope of the movable flap 16 or the radial blade 17, without this example being limiting. In the example shown, the third pivot axis 25 is located downstream of the staggering axis Y, Y 'of the movable flap 16 or the radial blade 17.
    Furthermore, the second connecting rod 23 is here mounted so that it is substantially perpendicular to the first connecting rod 25 for a position of the control ring 24 corresponding to a mean setting of the movable flap 16 and / or dawn radial 17.
    With such an assembly, it is possible to vary the wedging angle of each movable flap 16 or radial blade 17, a control variable Ga, corresponding to the position of the control ring 19 when it rotates around. the axis XX, and two adjustable parameters for modifying the influence of the control variable Ga as a function of the azimuth position of the movable flap 16 and / or the radial blade 17.
    A first parameter corresponds to the distance d1, on the second connecting rod 23, between the third pivot axis 25 and the hinge axis 24 with the first connecting rod 20. This distance d1 has an immediate influence on the wedging angle of the movable flap 16 and / or radial vane 17 for a given position Ga of the control ring 19. This distance d1 can be modified, for example, by changing second connecting rod 23.
    The second parameter relates to the distance d2, on the first connecting rod 20, between the second pivot axis 22 and the hinge axis 24 with the second connecting rod 23. This second parameter d2 is more particularly related to a multiplying factor of the amplitude of the variations of the wedge angle of the mobile flap 16 or the radial blade 17 with respect to the position variations Ga of the control ring 19. The decrease in the distance d2 induces a decrease in the amplitudes of the angle staggering for the same movement Ga of the control ring 19, and vice versa.
    Such a device can be used to correct the inhomogeneities of the boundary layer ingested by the fan rotors 7, 8. There is a lower level of distortion due to the ingestion of boundary layer at low speed (landing or takeoff) and, by against, a strong distortion in cruising flight. We can then adjust the wedging flaps 16 and / or radial vanes 17: - by associating a first value of the control position Ga at low speed, for which no azimuthal variation of the blade wedging is necessary, and - by associating a second value of the command position Ga to the cruising flight, for which an azimuth variation of the blade setting is performed to correct the distortion.
    STRUCTURAL ARMS WITH BLOWING
    According to another aspect of the invention, with reference to FIG. 6, the holding arms 15 may be provided with devices making it possible to blow additional air Fs at their trailing edge 15b. Advantageously, this air is here taken from the compressors of the gas generator or generators 2a and conveyed to the blowing devices by conduits 27 passing inside the holding arm 15.
    The additional air supply Fs makes it possible to fill, ideally completely, the speed deficit due to the boundary layer that forms along the arm casing, in the flow F entering the nacelle 14. It suppresses or attenuates strongly the wake that forms behind the support arm 15.
    Now the interaction of this wake with the vanes of the fan rotors 7, 8 which run behind in rotation is an important source of noise. Typically, the noise created by these interactions can be broken down into a tonal component and a broadband component.
    The tonal component corresponds to the interaction between the average wake and, mainly, the first fan rotor 7. This component is manifested at the eigenfrequencies of the upstream fan rotor 7. There is a significant increase in the noise levels at the fundamental frequency scrolling vanes of the rotor 7 and its harmonics.
    The broadband component corresponds mainly to the interaction between the turbulent structures contained in the wake of the holding arm 15 and the leading edge of the blades of the fan rotor 7.
    Aeronautical standards seek in particular to reduce the value of this noise in the far field to limit noise pollution and impose constraints on its value by measuring an impact on the environment. The evaluation of the perceived noise corresponds to a weighting of the intensity as a function of the frequencies and is measured according to a unit named EPNdB (for the Anglo-Saxon Effective perceived Noise decibels). As an indication, it has been experimented that a fixed arm placed in front of a doublet of contra-rotating propellers that have not been careened can cause a penalty of about 6 EPNdb on the noise emitted by an aircraft. In return, it has been estimated that this sound impact can be partially reduced to 3 EPNdb with an air blow at the trailing edge of the arm.
    In a first embodiment of the blowing devices, with reference to FIG. 7a, the trailing edge 15b of the holding arm 15 is truncated and allows the passage to nozzles 28 for additional air blowing Fs, distributed over the span of the holding arm 15. These nozzles are fed by the conduits 27 previously described. The spacing of the nozzles 28, their diameter and their shape are arranged in relation to the air flow brought by the ducts 27 to create jets which cause the flow to compensate for the speed deficit behind the trailing edge 15b and, thus, to minimize the wake of the arm. Advantageously, said nozzles 28 are retractable when there is no blowing.
    In a second embodiment, with reference to FIG. 7b, ejection orifices 29 for the additional air blowing Fs are distributed, here on each face of the profile of the holding arm 15, upstream of the trailing edge 15b. . These ejection orifices 29 may be in the form of ovoid holes or slots elongated substantially parallel to the trailing edge 15b. The air supply ducts 27 open into an internal cavity 30 which communicates with the ejection orifices 29. In this device, the additional air supply Fs exiting through the ejection orifices 29 is rapidly folded down along the wall of the holding arm 15 and the injected air flow makes it possible to compensate for the speed deficit behind the trailing edge 15b. The shapes of the inner cavity 30 and the ejection orifices 29 are arranged to optimize this phenomenon.
    In this design, the extension of the blow holes 29 along the chord of the profile of the holding arm 15 is preferably of the order of magnitude of the thickness of the boundary layer which develops in the flow F around of this profile. Typically, for a rope length of 1m on the holding arm 15 of the nacelle 14 and a turbulent boundary layer, the extension of the blow holes 29 along the rope is about 5 to 10 cm. The extension along the longitudinal axis XX of the blowing ports 29 situated at a given radial distance from said axis XX is therefore preferably between 5% and 10% of the length of the rope of the holding arm 15 level of said radial distance.
    Furthermore, the trailing edge 15b of the holding arms 15 is preferably at a sufficient distance from the upstream fan rotor 7 so that the blast jet mixes with the main flow F bypassing the holding arm 15 and attenuates the wake effect. Here, this distance is measured by a setting distance between the trailing edge 15b and the upstream fan rotor 7 along a current line L passing at a certain percentage of the span of the vanes of the upstream fan rotor 7. Typically this distance d is of the order of 15% of the diameter D of the upstream fan rotor 7 to 70% of the span E of the blades of the latter.
    Advantageously, the assembly also comprises means which make it possible to vary the blown flow rate according to the E-span position and / or to regulate it in time.
    According to a first variant, one or more valves, not shown, can be placed on the conduits 27 supplying the nozzles 28 or the ejection orifices 29. The opening of each valve can be controlled to control the flow of air passing through the duct or ducts 27 to which it is connected. The air flow Fs blown by the nozzles 28 or the corresponding ejection orifices 29 is thus individually or grouped according to their positions on the span of the holding arm 15.
    With reference to FIGS. 8a, 8b, a second variant is applicable, preferably, in the case where the ejection orifices 29 form slots parallel to the trailing edge 15b, whether in a continuous or discontinuous manner. In this variant, an ejection slot 29 is covered by a first grid 31, fixed, and by a second grid 32, movable in translation along the surface of the profile of the holding arm 15. The two grids 31, 32, advantageously have a substantially identical geometry, especially as regards the geometry of their orifices and bars separating them. Here, the first gate 31 is external and the second gate 32 slides under the first gate. The position of the second gate 32 is controlled by an actuator which is not shown in the figures.
    In a first position of the second gate 32, with reference to FIG. 8a, the orifices of the two gates 31, 32 are superimposed. The ejection slot 29 therefore allows a maximum flow rate Fs to be passed, compatible with the supply conditions via the duct 27.
    In a second position of the second gate 32, with reference to FIG. 8b, the orifices of each gate 31, 32 are opposite the bars of the other gate. Advantageously, this superposition completely closes the passage through the ejection slot 29 of the flow of air coming from the supply duct 27.
    By controlling the translation of the gate 32 between the first and the second position, it is thus possible to vary, in a substantially continuous manner, the flow of blown air Fs through the ejection slot 29 between a minimum value and a value Max.
    In a particular embodiment, it is possible to separate the grids 32, 31, as well as the slots 29 possibly, in several parts along the span of the trailing edge 15b and to control in a differentiated manner the translation of the movable gates 32. it is thus possible to modulate in time and space the flow blown at the trailing edge 15b.
    The modulation of the airflow Fs according to the span allows to blow mainly air on the radially outer side of the trailing edge 15b, where the flow is the fastest.
    The modulation of the blown air flow rate Fs in time makes it possible to adapt to the flight conditions and, if necessary, to minimize the engine losses by reducing the blown air flow rate Fs.
    COUPLING BLOW / RECTIFIER
    Advantageously, the blowing means described above can be installed in combination with the movable flaps 16 on the holding arms 15.
    With reference to FIGS. 9a and 9b, the ejection openings 29 are placed in front of the mobile flap 16. Here, the movable flap 16 closes downstream the cavity 30 supplying the ejection orifices 29, which are in the form of slits . The trailing edge of the movable flap 16 is also the trailing edge 15b of the holding arm 15.
    In the example presented, the slot systems 31, 32 which are shifted to modulate the flow of blown air Fs through the slot 29 are installed in accordance with the description made in connection with FIGS. 8a, 8b.
    With reference to FIG. 9a, when the movable flap 16 is aligned in the general axis of the profile of the holding arm 15, the additional air blowing device Fs functions in a manner similar to that described with reference to FIG. 8a, to limit the wake of the holding arm 15 in its extension.
    Referring to Figure 9b, when the movable flap 16 is rotated at a given wedging angle, it deflects the general flow F and thus its wake an angle substantially equal to its wedging angle. The air blown Fs through the slots 29 on either side of the holding arm 15, upstream of the movable flap 16, always comes out with the same incidence of these slots 29. However, the pressure effects on the underside of the movable flap 16 and sucking on the extrados cause the flow of blown air Fs in the main flow F, according to the orientation of the wedging of the movable flap 16. The blowing carried out by the slots 29 thus always ensures its function of limiting the speed deficit in the wake of the support arm 15.
    Moreover, when variable-pitch radial vanes 17 are arranged circumferentially between the holding arms 15, as indicated in connection with FIG. 4, they may also be equipped with blowing means. In this case, it may be advantageous to install devices such as those described for the holding arms 15 without moving flap 16, relationship with the configurations of Figures 7b or 8a and 8b. Blown air supply ducts 27 may pass at the level of the Y 'axis of wedging. It should be noted in this case that the weak chord of the radial vanes 17 of variable pitch decreases their wake effect relative to the holding arms 15 and thus makes the sizing of the blower devices less restrictive.
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    claims
    An aircraft comprising a fuselage (1) and a propulsion assembly, said propulsion assembly comprising at least one blower rotor (7, 8) placed at the rear of the fuselage (1), in the extension thereof along an axis. (XX) longitudinal, and a nacelle (14) forming a fairing of said at least one blower rotor (7, 8) in which passes a flow of air (F), characterized in that it comprises a plurality of arms stator radials (15, 17) mounted upstream of said at least one blower rotor (7, 8) and extending between the fuselage (1) and the nacelle (14), said radial arms (15, 17) having blowing means configured to blow, in the environment of a trailing edge (15b, 17b) of said radial arms (15, 17), an additional air flow (Fs) adding to said air flow (F ) in the extension of the trailing edge (15b, 17b).
    [2" id="c-fr-0002]
    2. Aircraft according to claim 1, wherein the blowing means are arranged to distribute the flow rate of the additional air flow (Fs) in a differentiated manner along the span of a radial arm (15), preferably in providing a higher flow rate in a portion near the outer radial end than in a portion near the inner radial end.
    [3" id="c-fr-0003]
    3. Aircraft according to one of the preceding claims, wherein the blowing means are arranged to vary the additional air flow rate (Fs) over time, depending on the operating conditions of the propulsion system.
    [4" id="c-fr-0004]
    4. Aircraft according to one of the preceding claims, wherein, each radial arm (15, 17) having two lateral faces extending radially on either side of a mean profile, the blowing means comprise orifices ( 29) arranged on said side faces to blow the additional air flow (Fs) upstream of the trailing edge (15b, 17b).
    [5" id="c-fr-0005]
    5. Aircraft according to the preceding claim, wherein two grids (31, 32) placed at the outlet of said orifices (29), one sliding relative to the other, form means for adjusting the additional air flow (Fs ).
    [6" id="c-fr-0006]
    6. Aircraft according to one of claims 4 or 5, wherein each of said orifices (29) has an extension along the axis (XX) longitudinal between 5% and 10% of the length of rope of the radial arm ( 15) at the radial distance at which said orifice (29) is located.
    [7" id="c-fr-0007]
    7. Aircraft according to one of the preceding claims, wherein the plurality of radial arms comprises at least a plurality of holding arms (15), configured to maintain the nacelle (14).
    [8" id="c-fr-0008]
    8. Aircraft according to one of the preceding claims, wherein the distance separating the trailing edge (15b) of said radial arms (15) and the fan rotor (7) immediately downstream along said flow (F), taken at a radial distance substantially corresponding to 70% of the span (E) of a blade of said fan rotor (7), is at least substantially equal to three twentieths of the outer diameter (D) of said fan rotor (7).
    [9" id="c-fr-0009]
    9. Aircraft according to the preceding claim, wherein the plurality of radial arms comprises at least several arms (15) comprising a movable portion (16) variable pitch configured to deflect axially said air flow (F).
    [10" id="c-fr-0010]
    10. Aircraft according to the preceding claim in combination with claim 4, wherein the blowing holes (29) are located upstream of said moving parts (16).
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    同族专利:
    公开号 | 公开日
    EP3325778A1|2018-05-30|
    US10975803B2|2021-04-13|
    BR112018001038A2|2018-09-11|
    WO2017013361A1|2017-01-26|
    US20180230945A1|2018-08-16|
    RU2018104809A3|2019-10-30|
    JP2018526559A|2018-09-13|
    CA2992931A1|2017-01-26|
    RU2018104809A|2019-08-22|
    CN107923255B|2020-07-31|
    CN107923255A|2018-04-17|
    FR3039228B1|2020-01-03|
    RU2748405C2|2021-05-25|
    EP3325778B1|2019-08-28|
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    法律状态:
    2016-08-04| PLFP| Fee payment|Year of fee payment: 2 |
    2017-01-27| PLSC| Publication of the preliminary search report|Effective date: 20170127 |
    2017-05-02| PLFP| Fee payment|Year of fee payment: 3 |
    2018-06-21| 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 |
    2019-06-21| PLFP| Fee payment|Year of fee payment: 5 |
    2020-06-23| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1556954A|FR3039228B1|2015-07-22|2015-07-22|AIRCRAFT COMPRISING A CARENE REAR PROPELLER WITH INLET STATOR INCLUDING A BLOWING FUNCTION|
    FR1556954|2015-07-22|FR1556954A| FR3039228B1|2015-07-22|2015-07-22|AIRCRAFT COMPRISING A CARENE REAR PROPELLER WITH INLET STATOR INCLUDING A BLOWING FUNCTION|
    CA2992931A| CA2992931A1|2015-07-22|2016-07-21|Aircraft comprising a rear fairing propulsion system with inlet stator comprising a blowing function|
    BR112018001038-3A| BR112018001038A2|2015-07-22|2016-07-21|aircraft comprising an inlet stator carined rear propulsion system comprising a blowing function|
    JP2018502255A| JP2018526559A|2015-07-22|2016-07-21|Aircraft with rear fairing propulsion system having inflow stator with blowout function|
    CN201680046822.0A| CN107923255B|2015-07-22|2016-07-21|Aircraft comprising an aft fairing propulsion system with an inlet stator comprising a blowing function|
    RU2018104809A| RU2748405C2|2015-07-22|2016-07-21|Aircraft containing faired rear propulsion system with input stator having a pressure function|
    PCT/FR2016/051883| WO2017013361A1|2015-07-22|2016-07-21|Aircraft comprising a rear fairing propulsion system with inlet stator comprising a blowing function|
    EP16757694.1A| EP3325778B1|2015-07-22|2016-07-21|Aircraft comprising a rear fairing propulsion system with inlet stator comprising a blowing function|
    US15/745,932| US10975803B2|2015-07-22|2016-07-21|Aircraft comprising a rear fairing propulsion system with inlet stator comprising a blowing function|
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