SUSTENTATION ROTOR AND HYBRID AERODYNE WITH VERTICAL OR SHORT TAKEOFF AND / OR LANDING COMPRISING TH

专利摘要:
The rotor of a hybrid aerodyne for producing lift by its rotation in the vertical flight phase and then being immobilized and stored longitudinally in the cruising flight phase comprises at least one monoblade (20) with counterweight (20d), such that the the length of the active blade (20a) which generates the lift of the rotor during its rotation is significantly less than the length of the radius R of the rotor; the part (20b) which carries the active blade (20a) and constitutes the connection of the active blade (20a) with the rotor mast (10) is a structurally rigid part, in particular with respect to the flexion and the twist; said rigid portion (20b) which carries the active blade (20a) has a cross section (200b) optimized to have zero or virtually zero lift and very low aerodynamic drag when the rotor is rotating; and the assembly consisting of the active blade (20a) and the rigid part (20b) carrying the active blade is articulated about a transverse axis (YY) perpendicular to the vertical axis of the rotor substantially at the axis vertical rotor mast (10).
公开号:FR3039506A1
申请号:FR1557364
申请日:2015-07-31
公开日:2017-02-03
发明作者:Jean-Michel Simon
申请人:Innostar；
IPC主号:

专利说明:

The invention relates to a rotor or lift rotor system, for a hybrid aerodyne take-off and / or landing vertical or short, allowing the aerodyne to take off. and / or to land vertically or for short distances, then to move horizontally at high speed, the hybrid aircraft being of the type equipped with a fixed wing and a rotary wing, able to be immobilized in a cruising flight . The invention applies in particular to small aerodynes of a relatively small size (for example: 4m) operating at a relatively high speed (for example: 350 km / h) and intended for coastal surveillance missions, or else long-distance rail or road surveillance, or long-distance assistance / medical evacuation in relatively uninhabited areas, aerodromes being able to take off from any place without the need for special have a runway or a particular infrastructure. Typically, it may be an aerodyne type ULM (or LSA) equipped for example with a rotor of 3m diameter with a 150KW engine capable of evolving at a cruising speed of about 350 km / h and to cross a distance of about 1000 km. To achieve this performance, it is necessary that the rotor or rotor system object of the present invention is effective in levitation, but also that it does not generate too much drag in high speed horizontal movement of the aircraft. For this, the invention proposes to use, on the one hand, a rotor or rotor system consisting mainly of one or two mono blades rotating contrarotatively (in opposite directions from each other) and, on the other hand, on the one hand, to provide means for stopping the rotation of said one or more blades during the cruising flight and for maintaining them in position safely with minimal aerodynamic drag. The idea of using one or more monoblades in hybrid "stop rotor" concepts VIOL (Anglo Saxon acronym for vertical take-off and landing) is a very old idea. She is in the public domain. Indeed, a mono-blade obviously has an interest vis-à-vis the drag of the rotor when the rotation thereof is stopped. It is also a good solution when you want to design a system where the rotor is hidden (sheltered from the relative wind) during high speed flight. For example, in this field, one can note at the level of patents: • Aldi (1970 / US3693910) • Burrel (1975 / US3884431) • Bolonkin (2001 / US6234422) • Capanna (2002 / US6340133) • Hong (2009 / US8376264)
All these inventors, as well as others not mentioned, have considered using rotors equipped with mono blades with or without counterweight during takeoffs and landings, then store them horizontally and / or conceal them in the structure of the aerodyne so that they do not create a large aerodynamic brake, when the aircraft is in a high-speed horizontal flight situation, that is to say at a sufficiently high speed that the lift and the maneuverability of the aerodyne are ensured by its fixed wing and the fins and rudders and depth associated with it in a well-known manner.
None of these systems have actually been developed and marketed.
In the opinion of the Applicant, the reasons which led to the failure of these systems, and which make the interest of the present invention better understood, are the following: in the case where the rotor must be hidden, leads, on the one hand, to mechanisms that are too complex, and, on the other hand, to situations of aerodynamic instability of the rotor at the moment when it is put under cover and at the moment when it is discovered for landing. • in the case where the rotor is not hidden and left free in the air flow (or relative wind) in cruising flight, if the rotor load (in N / m2) is correct so as to have a power take off, this assumes a large rotor diameter, and therefore a fairly large blade length which leads to instabilities at the time of stopping and / or re-rotating the rotor, when the rotor loses stabilizing effect of the centrifugal force. Indeed, the blades of a rotor, to be effective aerodynamically, must be relatively thin and therefore relatively flexible, and have good aeroelasticity performance, such as those of modern helicopter rotor blades. • In the case where the rotor load is high, the blades are shorter and stiffer, so more stable, but the power required to provide lift is very high, which undermines the interest of the concept. It is also possible to multiply the rotors with blades of low and rigid length, but the complexity of the power transmissions then makes this concept uncompetitive. • Finally, it is possible to use two monoblades rotating in opposite direction contrarotatively. For example, KAMOV helicopters use counter-rotating rotors. Despite the advantages offered by this type of counter-rotating concept, the complexity of the simultaneous control of the collective pitch and the cyclic pitch on two levels, along the axis of the rotor, for a counter-rotating rotor makes this design, mechanically very complex. and fragile, is not widespread. The invention proposed by the Applicant solves these contradictions, and makes it possible to propose an overall design of the rotor or rotor system that can be both effective in lift during a stabilized flight, but also allow it to be stopped and then re-rotated in any desired manner. safety during or after a high-speed cruise flight.
The main characteristics of the rotor proposed according to the invention are: a rotor consisting of a mono-blade or, preferably, two mono-blades each equipped with a counterweight and rotating counter-rotating about the same axis or each around of one respectively of two axes offset on the roll axis of the aircraft. The blades, counterweight and counterweight support arms are aerodynamically profiled to provide a minimum of drag during cruising. • The active part of the blade (the one that has an aerodynamic profile and produces lift) has a reduced length relative to the radius of the rotor, it travels an annular surface at the periphery of the rotor disk, which allows, on the one hand, to use the most effective part of the blade for the lift, and, on the other hand, to limit the bending of the blade (which varies like the cube of its length), and thus to limit the instabilities at the moment of the stopping or re-rotating the rotor. • A collective pitch variation: the pitch of the blades can be changed only collectively, so as to greatly simplify the pitch adjustment mechanism. The absence of cyclic pitch variations is compensated by the presence, for example at the ends of the fuselage and / or the wings of the fixed wing of the aerodyne, of attitude blowers which make it possible to correct the roll and the pitch of the aircraft. aerodyne. • in order to have what is called an acceptable "figure of merit" (FOM), one must have: o a good rotor load (<450N / m2), ie a surface of the disk rather large rotor compared to the total mass of the aircraft. • To rigidly fix the monoblades during high speed cruising, it is necessary to have a rigid part (arm of the counterweight + lower part of the blade) fixed rigidly on the mast rotor. • The two monoblades evolve contrarotatively from a "zero" initial position, substantially in the roll axis of the aircraft (forward counterweight and active blade rearward relative to the direction of travel). of the aerodyne in cruise flight). The centrifugal forces of each blade are balanced by the counterweights so as not to create vibrations in the rotor mast. • The two mono blades must be articulated with a rocker articulation of very low stiffness, at the rotor mast, so as not to generate alternating torque on the rotor mast during the rotation of the single blades. But when the rotor is stopped, for example during the cruising flight, this very low stiffness joint must be locked to firmly secure the two monoblades in "horizontal" position (substantially aligned with the roll axis of the rotor). aerodyne). • The two mono blades have in their central part, at the so-called rigid parts, asymmetrical aerodynamic profiles, which greatly facilitate the restart (or reversion) of the rotor in flight, and "relieve" the applied motive power on the rotor by a "natural" drive related to the forces of "relative wind" on the rotor, during the displacement (horizontal) of the aerodyne in cruising flight. For this purpose, the subject of the invention is a rotor for a hybrid aerodyne, with fixed wing and rotary wing capable of being immobilized in cruising flight of the aerodyne, intended to produce lift by its rotation in the vertical flight phase. and being immobilized and stored longitudinally in the high-speed cruising flight phase, of the type comprising at least one mono-blade with counterweight, said monoblade comprising: an active blade which generates the lift of the rotor during its rotation; a first part which carries said active blade and constitutes the connection of the active blade to a rotor mast; and a second portion which carries said counterweight and constitutes the connection of the counterweight to said rotor mast, characterized in that: the length of the active blade according to its span is significantly less than the radius R of the rotor; said carrying part of the active blade is a structurally rigid part, in particular with respect to flexion and torsion; said portion carrying the active blade has a cross section with zero or almost zero lift and low aerodynamic drag when the rotor is rotating; and the assembly constituted by the active blade and the rigid portion carrying the active blade is articulated about a transverse axis perpendicular to the axis of rotation of the rotor, substantially at the said axis of rotation of the rotor mast, and longitudinal axis of said active blade and said rigid portion carrying the active blade, and secant with said axis of rotation.
Advantageously, the rotor (or rotor system) according to the invention also comprises at least one of the following characteristics: the length of the active blade, along its longitudinal axis, is less than 75% of the radius R of the rotor and, preferably between 50% and 70% of the radius R; - Said counterweight carrying portion is substantially similar to the carrying portion of the active blade in that it is structurally rigid and of cross section having low aerodynamic drag and zero or virtually zero lift when the rotor is rotating; - The length according to the rigid portion carrying the counterweight, along the longitudinal axis of the active blade, is substantially equal to that of the rigid portion carrying the active blade; - The carrying part of the counterweight and the carrying portion of the active blade form a single continuous and rigid structure pivotally articulated about said transverse axis, at said axis of rotation of the rotor; - The carrying part of the counterweight is rotated as the carrying part of the active blade but remains fixed perpendicular to the axis of rotation of the rotor during all phases of flight of the aircraft; the counterweight retains a degree of longitudinal mobility which is controlled by a balancing device in proportion to the angle of conicity that the active blade makes with the so-called "horizontal" plane defined by the roll and pitch axes of the aerodyne, in order to bring the counterweight of the rotor mast closer when the taper angle of the blade increases, so as to balance the centrifugal forces on either side of the rotor mast; the rotor consists of the assembly of two substantially identical rotational monoblade rotors arranged in a single rotor with two single-blade counter-rotating blades around the same axis of rotation of the rotor mast; the rotor comprises at least two substantially identical rotatable rotors in opposite directions, each around one respectively of axes of rotation spaced longitudinally on the axis of roll of the aerodyne; during the cruise flight, said at least one mono-blade is stopped and locked longitudinally so that the counterweight is oriented towards the front of the aerodyne and the active blade towards the rear of the aircraft, substantially in the direction of the rolling axis of the aerodyne; during a vertical flight, the two monoblades rotate in the opposite direction at the same angular velocity, starting from an initial zero position, which is the position stopped longitudinally; the two rigid support parts for one of the active blade and for the other of the counterweight are integral with each other and formed in a single structure that is both rigid and aerodynamically profiled to provide low rotational resistance without generating aerodynamic lift, while being articulated around a transverse axis located exactly at the axis of rotation of the rotor; a mechanical balancing device is, at least in part, arranged inside the rigid part carrying the counterweight, so as to bring said counterweight closer to the axis of rotation of the rotor, when the angle of conicity that the active blade with the so-called "horizontal" plane increases, so as to balance the centrifugal forces regardless of the position of the active blade; the rotor is rotated by a hidden drive device inside the rigid portion carrying the counterweight, said drive device allowing low amplitude rotational drag movements around the axis of rotation of the rotor for damping variations in the drag forces of the active blade, said driving device having a damped drive stop system; - The angular pitch or "angle of attack" of the active blade is driven in incidence by a longitudinal shaft system, retained and rotatably mounted on itself around its axis by bearings and stops, said shaft traversing the part rigid carrier of the active blade and being secured in rotation, by its outer radial end relative to the axis of rotation of the rotor, the foot of said active blade, and controlled by a pitch control rod connected by a step lever at the inner radial end of said shaft; - The angular pitch or "angle of attack" of the active blade is fixed and optimized to provide maximum lift at the rotational speed of the rotor; - The pitch of the active blades of the two mono blades is set only collectively, for the equipment of an aircraft whose rolling and pitching movements are controlled by stabilization systems preferably placed at the end of wings and / or at the ends of the fuselage; a motorized drive chain and rotation of the rotor at the end of a cruising flight comprises, on the one hand, a main thermal engine, of the type 4 or 2-stroke internal combustion engine or gas turbine driving a driving power shaft, via a clutch and a freewheel, and a gearbox connected to the rotor mast for vertical flight, and, on the other hand, a brake on the power transmission shaft, a secondary motor, preferably electric, coupled by a clutch and a freewheel to a power transmission engaged with the transmission shaft, downstream of the brake, for stopping and positioning longitudinally the or the monoblades of the rotor and serve for rotating the rotor; a secondary motor drive chain, of low power, for example 10% of the main power, comprises an auxiliary motor connectable, by at least one clutch and a freewheel, to said power transmission shaft, and is disengageable and adapted to be used in all the transient phases of flight as well as in the main engine damage situation, a propeller or tractive propeller being adapted to be driven in cruising flight by the main engine and, as a backup, by the auxiliary engine ; said rigid carrying parts respectively of the active blade and the counterweight are, at least for one of them, and preferably for both, profiled so as to offer different aerodynamic resistance according to the orientation of the relative wind, with an elliptical-like profile on the leading edge and, preferably, a "recessed" profile on the trailing edge, each profile having an opposite orientation to the other, and inverse of a rigid portion to the other, so that, when the aircraft is in cruising flight, the relative wind produces on both rigid parts a driving torque of the rotor which tends to rotate the active blade in the direction that allows it to generate lift; at least one mechanical locking element, retractile, and able to be masked in the structure of the aerodyne, is arranged so as to lock mechanically during a cruising flight, the rotor coming to rest on at least one protuberance arranged on the rigid portion carrying an active blade and / or on the corresponding counterweight or the rigid portion carrying said counterweight; at least one mechanical locking device for the rigid part carrying the active blade is provided, said locking device being integral, on the one hand, with the rotor mast and, on the other hand, comprising a locking element that can be engaged in a female portion secured to the rigid portion carrying the active blade, and supporting a flyweight being biased by at least one spring, the device being arranged in such a way that the centrifugal force, which is exerted on the flyweight, when the rotor is in rotation, releases the locking device, which locks the blade in a horizontal position when the rotor is stopped; said counterweight is placed at the end of an extension element of the rigid portion carrying the counterweight, said extension element having a profile that is cylindrical and substantially circular, or having an oval profile oriented to provide low aerodynamic resistance when the rotor is in rotation and that a large vertical air flow is generated by the active blade, or being surrounded by a streamlined fairing aerodynamically and free to rotate so as to orient to provide a low aerodynamic resistance whatever the direction of the air flow ; the rotation of the rotor during vertical flight is obtained by ejecting compressed air, preferably at the counterweight, advantageously carried by an extension element of the rigid part carrying the counterweight, the distance r which separates the point air ejection means to the rotor axis being such that the ratio r / R is between 55% and 85%, R being the radius of the rotor, and / or at the tip of the active blade; a mechanical gearbox for synchronizing and restarting the rotor is associated with a brake and at least one electric motor with its transmission system; the end of the active blade is equipped with a pivoting luffing device pivotable about the longitudinal axis of the active blade, such that, when the rotor is no longer rotated, said drift is raised and subjected to the effect of the relative wind, so that the corresponding monoblade is oriented substantially in the direction of the rolling axis of the aerodyne; at least one mono-blade comprises two active blades carried by the same rigid part and spaced apart from one another at an angle of at least 30 °, substantially in the plane of the corresponding rotor disk. The subject of the invention is also an aerodyne of the hybrid type, as defined above, characterized in that it is equipped with a rotor according to one or more of the aforementioned characteristics, for vertical flight, and of a fixed wing, preferably a "duck" type wing or "tandem" type wings, supported by a fuselage, and equipped with stabilization systems at the end of the wings and / or at the end (s) of the fuselage, for control the roll and pitch movements of the aircraft, and at least one propeller, preferably propellant, to propel the aircraft during its cruising flight.
Advantageously, the stabilization systems at the end of the wings and / or at the end of the fuselage to control the roll and pitch movements of the aircraft, are made in the same way as the main lift rotor in vertical flight, but a smaller scale, corresponding to the function of said stabilization systems with at least one mono-blade with counterweight. The invention will be better understood, and other features and advantages of the invention will emerge from the description given, by way of nonlimiting example, of embodiments described below with reference to the accompanying drawings in which: FIGS. and lb are schematic plan views of a first example of an aerodyne according to the invention in phase, respectively, of vertical flight and cruising flight; Figures 2a and 2b are schematic views of a first example of monoblade rotor according to the invention respectively in side elevation and in plan; Figures 3a and 3b are views respectively similar to Figures 2a and 2b for a second example of a rotor according to the invention, with two mono-blades counter-rotating around the same axis of rotation; Figure 4 is a schematic top view of the rotor according to Figures 2a and 2b and the corresponding rotor disc; FIGS. 5a and 5b are schematic side elevational views of a comparison of a conventional helicopter rotor and a rotor according to the invention, respectively; FIGS. 6a, 6b and 6c are diagrammatic top views for the first two and a front view for the third of a rotor according to the invention such as that of FIGS. 3a and 3b, respectively at a standstill during a cruising flight (Fig. 6a) and rotating during a vertical flight, for Figs. 6b and 6c; Figure 7a is a view similar to Figure 6c for a second example of a rotor according to the invention with two mono-blades counter-rotating and coaxial; FIG. 7b is a partial schematic view, in side elevation, of a device for balancing centrifugal forces for each of the single blades of a rotor according to FIG. 7a; FIGS. 8a, 8b and 8c are diagrammatic plan views, with partial section for FIG. 8c, of a single-blade rotor according to the invention, with its drive device for the mono-blade, a drag damper , and a device for controlling the pitch of the corresponding active blade in FIG. 8c; FIG. 9 is a very diagrammatic view, partly in side elevation and partly in section through a plane passing through the axis of the rotor mast, of the driving kinematic chain of a rotor with two mono-counter-rotating and coaxial blades. , and representing the system of traction, stopping and reversion of the two counter-rotating single blades, the collective pitch control system of their blades active, and the drive system of a propeller propeller or tractive 1 aerodyne; FIG. 10 is a schematic plan view similar to FIG. 2b of another example of a mono-blade rotor according to the invention, with an aerodynamic profile adapted to facilitate the rotation of the rotor during a transition phase between a cruising flight. and a vertical flight; FIGS. 11a, 11b and 11c are diagrammatic views, respectively of profile, front and top, of a rotor with two single blades according to the invention with its mechanical locking system during a cruising flight; FIGS. 12a and 12b are respectively a partial schematic view from above and a schematic detail view of an example of a mechanical device for locking a mono-blade in "horizontal" or rest position, when the rotor is at a standstill , and which is released when the rotor is rotating; FIG. 13 is a diagrammatic side elevational view of a rotor according to the invention with two counter-rotating and coaxial mono-blades, representing a mechanical interlocking device complementary to or complementary to that of FIGS. 11a, 11b and 11c for locking the rotor during a cruise flight; FIG. 14 is a diagrammatic view from above of another example of a single-blade rotor according to the invention, with a carrier extension of the counterweight and a shape and an orientation of the counterweight which are adapted to reduce drag and not disturb the flow of air during a vertical flight; FIGS. 15a and 15b are diagrammatic views respectively in plan and in lateral elevation of yet another example of a single-blade rotor according to the invention, equipped with a drive system of the rotor by compressed air generation and expulsion of the compressed air at the counterweight carried by an extension as described in Figure 14, with possible expulsion of the compressed air also at the end of active blade; FIGS. 16a and 16b are views similar to FIGS. 1a and 1b respectively for another example of an aerodyne according to the invention equipped with a rotor system with two mono-counter-rotating blades, each driven around one respectively of two axes of rotation spaced on the roll axis of the aerodyne; FIGS. 17a, 17b, 17c and 17d are diagrammatic views respectively in plan, and in cross-section, in rotation and at the end of the driving of a single blade of the rotor, of an end device of the corresponding active blade of the rotor according to the invention, and such that, when no longer driven in rotation, the mono-blade automatically aligns in the direction substantially of the roll axis of the aircraft, in the direction contrary to the direction of displacement of the latter; and Figure 18 is a schematic plan view of yet another example of a rotor according to the invention with a monoblade with two blades active V.
Throughout the following description, the same numerical or alphanumeric references are used to designate identical or similar elements in the different exemplary embodiments shown in the figures, and, except in the part of the description with reference to FIGS. , 9, 16a and 16b, the device described is only the rotor system of the aerodyne which provides vertical lift. Except with reference to Figure 9, there is no detailed description, in particular the engine, or the power transmission of the engine to the propeller or propellers, or the passenger fuselage and / or cargo.
In all the figures representing the one or more locked paddles when stopped, in "cruising" horizontal flight, the longitudinal axis X of a mono-blade is an axis parallel to the roll axis, or the latter, oriented towards the front of the aerodyne, ie in the direction of movement of the aircraft in horizontal flight, and, more generally, outside the vertical take-off and landing phases, the X axis extends in the direction longitudinal axis of the aerodyne, while the transverse axis Y of articulation of the monoblade or blades is an axis parallel to the axis of pitch or the latter, which is transverse to the longitudinal axis and perpendicular to it last, being itself generally horizontal in the stabilized flight configuration of the aerodyne, and the Z axis is the axis or an axis of rotation of the rotor system, and parallel to the yaw axis, or is the yaw axis, perpendicular to the plane defined by the X and Y axes, and therefore normally vertical, in stabilized flight ion of the aerodyne.
Figures la and lb show two plan views, respectively in vertical flight and in "horizontal" flight or cruising, a first example of an aerodyne, which is equipped with a lift rotor according to the invention. It is, in this configuration (but not necessarily only), an aerodyne 1 type "duck" with a fixed wing comprising the rear main wings and a duck wing lb at the front of the fuselage, and equipped of attitude blowers 4a, 4b at the end of the wings 1a at the rear of the aerodyne, as well as a blower 4c at the front end of the fuselage 1a, in front of the duck wing 1b to control the roll and the pitch of the aerodyne 1. The rotor 2 according to the invention allows this aerodyne 1 to take off vertically (Fig. la) then, after stopping and locking said rotor 2 in a horizontal position, in alignment with the roll axis, evolve at a high cruising speed V (FIG lb) propelled by a propeller (3). At the end of the cruise, when the aerodyne 1 slows down, the rotor 2 is revived in rotation and the aircraft 1 lands vertically.
The constituent elements of FIG. 1 are, on the one hand, the rotor 2 which allows the aircraft to go up or down vertically, and, on the other hand, the fuselage 1 of the airplane (1) with the the rear wing, the front duck wing lb, and a propeller propeller (3). Finally, the aircraft 1 comprises stabilizing elements 4a, 4b and 4c, at each end of the rear wing 1b and at the front end of the fuselage 1a. In this embodiment, the stabilizing elements are preferably electric rotors which then, during the flight, are either stopped in a minimum drag position, or concealed in the structure (wing or fuselage le).
Alternatively, the stabilization systems 4a, 4b, 4b can also be organized from compressed primary air jets, taken at the outlet of the compression stages of a compressor or a gas turbine, such as the one which can cause the propeller 3.
Figures 2a and 2b show a preferred embodiment of monoblade rotor according to the invention. Figures 2a and 2b are respectively a profile view of the rotor stopped during the cruise flight, and a top view of the rotor stopped. It is a rotor consisting of a monoblade 20, which has a counterweight 20d which balances the centrifugal forces created by the monoblade itself. The monoblade assembly 20 consists mainly of three parts 20a, 20b and 20c, and the counterweight 20d. • The active blade 20a itself, which has a classic wing profile 200a provides most of the lift. Its effective length, according to its span and longitudinal axis, is considerably reduced compared to what it would be in the case of a conventional rotor. Here, its length is less than 75% of the length of the rotor radius and preferably between 50% and 70% of the radius of the rotor. This reduction in the length of the active blade 20a is particularly important for the stability in flight and during the stop and restart (rotation) of the rotor, because it allows, firstly, to achieve a rigid blade structure in flexion and torsion while having a wing profile 200a for the active blade 20a relatively thin and efficient from an aerodynamic point of view, with a good efficiency in rotor lift, and, secondly, as one as will be seen later, it avoids operating the active blade 20a in a zone of "stagnation" for the "descending blade" (recoiling) during a cruising flight with a horizontal speed of the aerodyne which, in a conventional architecture of helicopter rotor, concerns about a quarter of the blade closest to the rotor mast 10. • The rigid portion 20b constitutes the attachment or attachment arm of the active blade 20a on the rotor mast 10, its length is order of 25% to 50% of the radius of the rotor. It is at the same time very rigid in flexion and in torsion and is well profiled aerodynamically vis-à-vis the rotation of the rotor thanks to an oblong or oval profile 200b to minimize its drag when the rotor is in rotation. Its third very important feature vis-à-vis the invention is that the lift of the portion 20b is zero or almost zero. Indeed, to obtain a rigid flexural profile of the portion 20b, it is necessary to create a very thick beam that would have a poor lift performance and therefore a significant drag that would contribute to degrade the rotor efficiency by generating a significant resistance torque. To clarify what is meant by a high flexural stiffness of the portion 20b, it is desirable for example that the arrow at the end of the portion 20b, under the effect of its own weight and the weight of the active blade 20a less than a few% of its length, for example less than 2% of its length. The bearing part 20c or arm of the counterweight 20d is also characterized as the part 20b by: o a very high stiffness in bending and torsion, o an oblong or oval cross section 200c, the main characteristic of which is to offer a minimum aerodynamic resistance during the rotation of the mono-blade, o and a virtually zero lift during the rotation of the mono-blade. • Part 20c has a length substantially equal to that of part 20b. • Parts 20b and 20c do not contribute to lift. This is essentially provided by the active blade 20a. Marginally, a slight lift (less than 5% of the total lift) can be arranged at the attachment portion 20b, but the efficiency of this lift in terms of efficiency is poor. • It should be emphasized here that, when a helicopter is traveling at a horizontal speed V, this speed is added to the speed of rotation on the "up" (or advancing) part of the flight path of the blade and is subtracted from the speed rotation on the "receding" (or descending) part. Thus, in the region of the blades close to the rotor mast of a helicopter in translation, the relative speed becomes negative and this zone is an area called "stagnation", which has little positive impact on the lift of the rotor. • The part 20b is articulated at 110, pivotally about a transverse axis YY, parallel to the pitch axis when the monoblade is stopped, at the rotor mast 10. We will see later that, unlike the rotor of conventional helicopter, where the beat joints are slightly offset relative to the rotor mast, here it is essential that this articulation 110 is at the rotor mast 10, whose axis of rotation ZZ is secant with and perpendicular to the rotor YY axis, which is also secant with and substantially perpendicular to the longitudinal axis of the monoblade 20 at rest, so as not to introduce alternative bending moments back and forth with the rotational movement of the monoblade 20. • The counterweight 20d is placed at the end of the rigid portion 20c which is remote from the rotor mast 10. It has an optimum aerodynamic shape, both in transverse rotation, when the rotor rotates, and in translation, when the rotor is stopped in position for the cruising (frontal) flight so as to minimize its aerodynamic resistance in vertical flight and in horizontal flight. • The pitch of the active blade 20a can be fixed and stalled on a positive impact giving it good lift, or is controllable by a conventional rod system, as on all helicopters. In the case of FIGS. 2a and 2b (a single monoblade 20), the control of the pitch is preferably collective and cyclic.
FIGS. 3a and 3b, which are respectively a profile view and a top view of another rotor, respectively correspond to FIGS. 2a and 2b, but in a rotor configuration with two monoblades 20 and 21 counter-rotating and coaxial around the same axis ZZ rotation of the rotor mast 10. This configuration is the preferred configuration of the invention, because it increases the efficiency (FOM) of the rotor relative to a rotor with a single monoblade, without too much mechanical complexity , thanks to the elimination of the cyclic pitch control, and finally it eliminates the need for a tail rotor to balance the engine torque. The two monoblades 20 and 21 counter-rotating are substantially identical to each other and to the monoblade 20 of FIGS. 2a and 2b, with the difference of the orientation of the aerodynamic profiles 200a and 210a of the active blades 20a and 21a. , which are oriented in opposite directions since their direction of rotation are opposite and their rotational speeds are equal but opposite. • In the case of Figures 3a and 3b, a significant difference with Figures 2a and 2b is that the pitch control of the active blades 20a and 21a is, according to the invention, a collective only control. The cyclic part of the rolling and pitch steering of the aerodyne is preferably provided by the attitude blowers 4a, 4b and 4c located at the end of the wings 1a and at the front end of the fuselage 1a. Indeed, the Applicant considers that the introduction of a cyclic pitch control in such a counter-rotating rotor would be extremely complex. On the other hand, a collective pitch control is easily conceivable for such a rotor (see in particular FIG. 9 which illustrates one of the collective pitch control solutions).
FIG. 4 represents a view from above of the rotor of FIGS. 2a and 2b according to the invention, in which the respective zones swept by the mono-blade 20 during its rotation are seen. The surface 2a (in gray in the figure) represents the zone swept by the "active" part 20a of the mono-blade. It is a circular ring at the periphery of the rotor disc 2, therefore in a part where the speed of advance of the active blade 20a is the largest, and therefore where the lift efficiencies are the best. The central surface 2b of the rotor disk is inactive for the lift and it is noted that there is no longer any stagnation zone with this rotor architecture.
FIG. 5a schematically shows a conventional two-blade helicopter rotor with its central portion 20'b and the blades 20'a, each of which is hinged at 110 'on the radial outer end of the central portion 20'b integral in rotation with the rotor mast 10.
FIG. 5b schematically shows a rotor according to FIGS. 2a and 2b of the invention with its active blade 20a and its articulated attachment part 20b at 110 on the rotor mast 10, on the other side of which the part 20c extends. carrier of the counterweight 20d. The diameters of the rotors are substantially equivalent and the blades 20'a and the active blade 20a have a structure which is also substantially equivalent. It is well known that the helicopter rotor blades 20'a have an arrow due to the bending of the blade 20'a at rest which can be significant (a few tens of centimeters at the end of the blade). In the rotor according to the invention, the fact of reducing the length of the active blade 20a, to keep only the part of its length that is very effective with respect to the lift, has a considerable impact on the static or dynamic bending. of the active blade 20a. For example, a reduction of one third of its length reduces the arrow by more than 70%, all other things being equal. This arrangement allows to have an active blade 20a much stiffer, all things being equal. The rigidity of this active blade 20a is very useful for stabilizing the rotor in the stopping and re-rotating phases of the rotor, as well as in very high speed cruising flights. This is a fundamental provision of the invention. Another very important aspect of the invention, which appears in Figures 5a and 5b, is the difference between the position of the blade hinge 110 'of a conventional helicopter rotor (Figure 5a) and that of the helicopter. 110 articulation in the mast 10 of the rotor according to the invention (Fig.5b). In the typical case of a helicopter, the length of the lever arm 20 'b between the blade joint 110' and the vertical axis of the rotor 10 plays a decisive role in the flight dynamics of the helicopter, in particular vis-à-vis pitching and rolling. Whereas in the case of the rotor according to FIGS. 2a and 2b of the invention, the articulation 110 of the mono-blade 20 must be placed at the level of the vertical axis of the rotor mast 10. The dynamics of the aerodyne in roll and pitch is controlled by the stabilizers 4a-4c of the type shown in FIG. 1.
FIGS. 6a, 6b and 6c respectively show the rotor which is the subject of the invention with two monoblades 20 and 21 which are counter-rotating and coaxial in top view at a standstill, for example in cruising flight, then in top view at the start of the rotation of the monoblades 20 and 21, then seen from the front during the rotation of the monoblades 20 and 21. The main remarkable points of the invention which must be emphasized in these figures are: • the structures of the single blades 20 and 21 are "monoblocks", that is to say that the rigid portions 20b and 20c on the one hand, and 21b and 21c on the other hand are continuous and articulated at 110 and 111 about transverse axes YY parallel and offset one above the other exactly at the vertical axis ZZ of the rotor mast 10. • These joints 110 and 111 located at the axis of rotation of the rotor, allow the monoblades 20 and 21 of s orient according to the balance of lift forces and centrifugal forces. The position of the joints 110 and 111 makes it possible to prevent a parasitic moment of flexion exerted from front to back on the rotor mast 10. • The counterweights 20d, 21d being integral with the rigid parts 20c and 21c, their positions vary. angularly, in the same way as the rigid portions 20c and 21c and the active blades 20a and 21b, and therefore the centrifugal forces are constantly balanced. • We choose to have stiffness levels of these joints 110 and 111 very low for angles (a) of mono blades 20 and 21 positive (upwards) and very high for zero or negative blade angles ( down). In addition, the rotor system of FIGS. 6a, 6b and 6c comprises means for locking in position the monoblades 20 and 21 when they are stationary and facing the rear of the aircraft (see FIGS. at 13 in cruising flight configuration). • The pitch of the active blades 20a, 21a is preferably adjustable collectively (see Figure 9), there is no cyclic adjustment of the pitch of the blades as active in most helicopters. However, for certain applications, it is sufficient to have a fixed pitch of the active blades 20a and 21a, the rotor lift force being regulated in this case by the modulation of the speed of rotation of the single blades 20 and 21. In this case, the pitch of each active blade 20a and 21a is fixed and optimized for the situation of maximum lift of the rotor, when it rotates at its nominal rotational speed.
Figure 7a shows a configuration which is a variant of Figures 6a to 6c in which the rigid portions 20b and 20c, as well as 21b and 21c, are not integral with each other. The rigid parts 20c and 21c, carrying the counterweights 20d and 21d, remain horizontal during the rotation of the single blades 20 and 21. This configuration has the advantage of reducing the spacing between the two monoblades 20 and 21 counter-rotating, since the arms 20c and 21c counterweight carriers 20d and 21d remain horizontal. This is, in particular, useful in the configuration illustrated in FIG. 14 described below, where the counterweight 21d is placed at the end of a system 21e extending from the rigid part 21c, with thus, corollary, a vertical deflection. important since the counterweight 21d is very far, in this case, the axis of rotation of the rotor mast 10. Of course, in Figure 7a, the rigid portions 20b and 21b are still hinged at 110 and 111 at the the rotor mast 10 to avoid creating parasitic moments. However, the fact that the rigid parts 20c and 21c carrying the counterweight 20d and 21d do not angularly orient themselves as the active blades 20a and 21a and the rigid parts 20b and 21b, creates a slight imbalance in the balancing of the centrifugal forces of the single blades 20 and 21 and counterweights 20d and 21d. To obtain a perfect balance of centrifugal forces in this situation, the Applicant proposes, by way of example, a balancing system that allows the counterweight 20d or 21d to be displaced slightly (by a few centimeters) so that when the angle (a) of the corresponding active blade 20a or 21a increases, the counterweight 20d or 21d is slightly closer to the rotor mast 10 to compensate for the reduction of centrifugal forces of the active blade 20a or 21a and its rigid carrier part 20b or 21b. The counterweight 20d or 21d is initially placed in a position of average equilibrium centrifugal forces, the proposed balancing system then moves slightly towards the axis of rotation of the rotor mast 10, when the angular amplitude (a) of the active blade 20a or 21a increases, and in opposite direction when it is reduced. An example of such a balancing system is shown in Figure 7b, for the monoblade 20: • the rigid portion 20b of the monoblade 20 is articulated around the hinge 110 which, for example via a planetary gear 100a drives a disk or pulley 101a on which is securely attached a cable 102a which is guided by guides 103a, 106a within the rigid portion 20c to a shaft 104a, at the radially inner end of which the cable 102a is attached, and whose outer radial end (relative to the rotor mast 10) is integral with the counterweight 20d. A spring 105a makes it possible to constantly maintain the system under tension, while bearing on one side against an abutment integral with the shaft 104a and on the other side against a guide 106a retained in the rigid part 20c. • The gear ratio of the planetary gear 100a and the diameter of the pulley 101a are chosen so that the balance of the centrifugal forces is respected in any cone angle situation a of the active blade 20a.
An alternative to FIG. 7b which has not been shown is to slightly vary the position of the center of gravity of the active blade 20a slightly away from the rotor mast 10 when the conical angle has increased thanks to a similar device to that of Figure 7b, but inverted.
FIGS. 8a, 8b and 8c are an illustration of a possible architecture for both driving in rotation of a mono-blade such that 20 and the variation of the pitch of its active blade 20a: FIG. 8a shows the mono blade 20 at rest: the profile 200a of the active blade 20a is horizontal to minimize its drag. This situation is found, for example, during the cruising flight or at the time of spinning of the rotor to minimize the torque of rotation. • Figure 8b shows the monoblade 20 during rotation of the rotor. The profile 200a of the active blade 20a has an incidence relative to the horizontal plane, which makes it possible to generate a vertical lift force. FIG. 8c shows both the means for driving the rotating blade and the means for varying its incidence: each mono-blade such that it is articulated around a transverse, horizontal and perpendicular YY axis; vertical axis ZZ of the rotor mast 10, by two joints 110a or 111a for the monoblade 21 upper if applicable) themselves fixed on a workpiece 112 concentric with the rotor mast 10 and which allows rotations of small amplitudes around the axis 1 rotation Z to absorb the drag fluctuations of the monoblade 20 o the monoblade 20 can advantageously be rotated by means of an arm 60 secured to the rotor mast 10, and its extension 61 embedded in a damped 62,63 elastomer articulation / abutment system, which makes it possible both to drive the monoblade 20 in rotation and to dampen the fluctuations of drag forces, which result in particular from the fluctuations of stresses of p strength of its active blade 20a according to its situation during the flight. o The modification of the pitch of the active blade 20a can advantageously be made via a shaft 51 which passes through the entire rigid portion 20b in its length and which is integral in rotation about itself around its longitudinal axis, by its outer end (remote from the rotor mast 10), the foot of the active blade 20a, the assembly is retained and rotatably mounted by stops and bearings 501, 502, 503 integral with the shaft 51, to withstand the centrifugal forces of the active blade 20a and allow it to rotate. The link abutment 50 is connected to the pitch control lever 52, integral with the inner end of the shaft 51, inside the end of the rigid portion 20c which is adjacent to the rigid portion 20b, and wherein the shaft 51 passes through the rolling stopper 503, and controls the pitch of the active blade 20a with means which are, for example, illustrated in Figure 9, described below.
FIG. 9 illustrates both the driving kinematic chain of the rotating monoblades 20 and 21, the driving of the propulsive propeller 3 of the aerodyne, and the manner of controlling the collective pitch of the active blades 20a and 21a. : The drive of the rotating monoblades 20 and 21: the Applicant has illustrated in this FIG. 9 a possible architecture for motorizing the rotor during the vertical flight phases, as well as the appropriate devices for braking the rotor and positioning it in all safety during the cruise flight and to be able to revive it in rotation during the reverse transition from cruising flight to vertical flight. The rotor mast consists of two coaxial shafts 10a and 10b counter-rotating each to drive one respectively of the two monoblades 20 and 21 which rotate in opposite directions. The shafts 10a, 10b are driven by a mechanical gearbox 72, itself driven by a motor shaft 71. Advantageously, the motor axis 71 has on its path two joints of the "cardan" type 711, 712 which allow the case If necessary, tilt the entire rotor back and forth a few degrees (2 ° -3 °). During the hover or semi-stationary flight phase (horizontal flight with lift by the rotor), the rotor mast is driven by a main engine 70 (4 or 2-stroke heat engine, gas turbine ...) equipped with a clutch 70a, a free wheel 70b and a gearbox 70c. During the stopping phase of the rotor (transition vertical flight / horizontal flight), the motor 70 is stopped and disengaged, the rotor continues to rotate freely, the pitch of the active blades 20a and 21a is set to zero, the rotation is slowed down by a brake 710, then the single blades 20 and 21 are brought into the cruising flight position by an electric motor 73 which also includes its clutch 73a, its freewheel 73b, and its transmission belt 73c. In the opposite situation, during the transition from the cruising flight to the vertical flight, the pitch of the active blades 20a and 21a is kept at zero, the brake 710 is released and the electric motor 73 rotates the rotor to a maximum of sufficient speed so that the main motor (70) can be engaged and drives the rotor with a step progressive step of the active blades 20a and 21a. Finally, to speed up the rotation of the rotor at the end of the horizontal flight phase, the rotor can be tilted very slightly (2 ° to 3 °) in the manner of a girodyne thanks to the universal joints 711, 712 described above. above, or preferably, take advantage of an asymmetrical profile rigid parts such as 20b and 20c as described below with reference to Figure 10 to obtain a natural rotation of the monoblades 20 and 21 by the relative wind (wind turbine effect). • Drive of the propeller 3: the propeller 3 propeller or tractive is driven during the cruise flight by a transmission system 31c, the clutches 31a, 30a, freewheels 31b, 30b and a transmission shaft 31 substantially parallel to that 71 which drives the rotor during the vertical flight phase. Advantageously, the Applicant proposes that the propellant propeller 3 is also driven by a motor 30 which can be disengaged (using the clutch 30a and the free wheel 30b) of low power, for example with a power equal to 10% of the power of the main engine 70, which offers the following advantages: During the pure vertical flight phase, the propeller 3 is not driven by the main engine 70, it is disengaged at the clutch 31a. The auxiliary engine 30 idles and drives the propeller 3, whose pitch is set to zero so as not to generate a propulsive force, o In the transient phase of the vertical flight to the horizontal cruising flight, the pitch of the propeller 3 is gradually increased, the auxiliary motor 30 rotates at full speed, o Then the main motor 70 is engaged at 31a, the rotor is disconnected by the clutch 70a, the auxiliary motor 30 can remain connected or be disconnected, o The power of the engine main 70 is transmitted integrally to the propeller 3 to propel the aircraft in cruising flight. o The reverse transition from a horizontal cruising flight to vertical flight is performed in reverse. o The great advantages of this architecture are: The propeller 3 is started and stopped independently of the main engine, so in easily controllable conditions.
In the event of damage to the main engine 70, the aircraft can land in "airplane" flight using the auxiliary engine 30.
This avoids having to double the main engine, as required by most vertical flight regulations.
In the event of damage to the auxiliary engine 30, the aircraft can land in vertical flight on its main engine 70. • Adjustment of the collective pitch of the active blades 20a and 21a: the Applicant has illustrated in FIG. 9 a possibility (it exists other possibilities) of pitch control architecture active blades 20a and 21a. The pitch of the active blades is controlled collectively by links 50a, 50b (see also Figure 8c). The position of the rods 50a, 50b is controlled by collective plates 500a, 510a, 510b and 510c, which move vertically, parallel to the axis of rotation, and whose movements are synchronized so that the pitch of the active blades 20a and 21a be exactly the same.
FIG. 10 illustrates a particularly interesting architecture of the rigid portions 20b and 20c carrying the active blade 20a on one side and the counterweight 20d on the other side. The monoblade 20 is shown, for example, in the situation of a rotation of the rotor at the end of a horizontal cruising phase (speed V, rotation of the monoblade 20 in the clockwise direction) and in transition to vertical flight. The interesting feature claimed by the Applicant is that the profiles 200b and 200c of the rigid portions 20b and 20c respectively, which are generally oval or elliptical to provide a minimum spin in rotation, have on their trailing edge a shape "hollow" 201b or 201c, thus creating a fairly strong dissymmetry between the drag of a profile in one direction and that of the other profile in the opposite direction. For example, as the monoblade 20 is drawn in FIG. 10, with the speed V oriented in the direction indicated in FIG. 10 and the rotation of the rotor in the clockwise direction as indicated in FIG. 10, the drag of the part rigid 20b will be very weak while the drag of the part 20c will be more important account of the form "hollow" 201c. Thus, when the rotor is restarted and after disengagement of the brake 710, and set in rotation by the electric motor 73 (see FIG. 9), the relative wind exerts on the whole system a torque related to the asymmetry of the profiles 200b. and 200c which accelerates the rotation of the rotor.
During high speed cruise flight, it is important to lock the rotor in a rigid position. For this, the Applicant advantageously proposes to add, to the braking and locking systems on the rotor axis already mentioned, mechanical locking systems. One of these systems is illustrated in profile view, front view, and top view respectively in Figures 11a, 11b and 11c; another system, complementary or alternative, is described below with reference to Figure 13. • Once the rotor is positioned in its cruising flight configuration by the systems described above, and before the speed of the aircraft If it is too important, it is preferable to lock the rotor position mechanically. This can be done by having a locking device 80, which remains masked in position A in Figure 11a, in housing 81a and 81b for locking devices 80a and 80b in Figure 11b in the body or fuselage of the aircraft 1 during rotation of the rotor, then, at the beginning of the cruising flight, locks (position B in FIG. 11a) the rotor on each side of the rigid portions 20b and 21b of the single blades 20 and 21, coming to rest, by recessed notches 811a and 811b provided for this purpose on projecting portions 800a, 800b and 810a and 810b, on each side of the rigid portions 20b, 21b. • The rotor is locked mechanically and securely during the cruising flight. Even at high speed, the vibratory instabilities are controlled since the active blades 20a, 21a have a reduced length which gives them good rigidity.
FIG. 12a shows an overall view and FIG. 12b a detail view (XII of FIG. 12a) of a mono-blade locking device such as 21 at the rotor mast 10 during the cruising flight. For the sake of simplification of the drawing, this device is shown outside the monoblade 21, but in reality, it is preferably integrated inside the rigid portions 21b, 21c of this monoblade 21 for better aerodynamics. The principle of this system is that a locking device of the monoblade 21 in horizontal position locks the monoblade horizontally when it is no longer in rotation, and releases it when the rotor starts to rotate. The locking device, which is fixed on the vertical shaft of the rotor mast via a guide 85c comprises a sliding pin 85b provided with an end weight 85a which, under the effect of the centrifugal force, and against the action of the return spring 85d on the axis 85b, releases the axis 85b from its locking recess 86 which is fixed on the rigid portion 21b of the single blade 21. The monoblade 21 can then debate normally in according to the fluctuations of the lift. Conversely, when the rotor stops and the single blade 21 returns to the horizontal position, the locking device returns to lock the monoblade 21 in the horizontal position, by the spring 85d which pushes the axis 85b in the housing 86 .
Figure 13 shows an alternative to the locking system according to Figures 11a to 11c. In this option, the locking panel (s) 90 are masked during the rotation of the rotor in position A in the body of the aerodyne 1. After stopping the rotor, the panel or panels 90 are raised and come to rest, by notches or housings 911a,, 911b provided for this purpose, on the front end or ends of the monoblades 20 and 21, that is to say on the counterweights 20d, 21d. In this way, in addition to the attachments at the rotor mast 10 according to Figs. 12a and 12b, the rotor is securely locked on a rigid portion which can hold the rotor in a horizontal position throughout the high-speed cruising flight. Of course, the locking panels 90 are profiled so as to provide minimal aerodynamic resistance during the cruise flight.
Figure 14 shows, for example on the monoblade 21, the possibility of having a counterweight 21d in the remote position, therefore further from the axis of rotation of the rotor. The counterweight 21d is attached to the end of a rigid rod 21e of small diameter, which extends the rigid portion 21c, to minimize the forces of drag during the rotation of the rotor. Advantageously, the counterweight 21d has an oblong aerodynamic shape, oriented according to the average speed of the air flow seen by the rotor. The stem 21e may have a circular or oblong section, oriented as the counterweight 21d. Under these conditions, the drag generated by the counterweight 21d is low. To further reduce the drag of the counterweight 21d, it can advantageously be enclosed in a form of minimal and oblong drag 21f carried by the rod 21e and able, thanks to an elastic articulation, to orient itself exactly in the direction of the flow of air during rotation of the rotor. The advantage of the configuration of Figure 14 is the minimization of the mass of the counterweight 21d due to a greater distance relative to the axis of rotation of the rotor. The disadvantages are, on the one hand, a slight disturbance of the air flow generated by the rotor, and especially a greater geometrical interference, in particular in the case of a rotor with two coaxial and counter-rotating single blades, such as 20 and 21, which requires increasing the vertical spacing between the two monoblades. In contrast, the configuration of Figure 14 is particularly well suited to the situation according to Figure 7 where the counterweight 20d or 21d remains horizontal.
FIGS. 15a and 15b show respectively in plan and in lateral elevation the possibility of driving a mono-blade such as 21 according to FIG. 14 of a rotor according to the invention, by using a stream of compressed air, taken either at the level of compressor of the stages of a gas turbine, either from a compressor driven by a heat engine, and which is then "ejected" at the periphery of the rotor, after the flow of compressed air has traveled through pipes, hoses and rotating seals in the rotor mast 10 and in the single blade 21. This is a known technique for driving a rotor, and some helicopters (DJINN for example) have used this technique . The advantage is that this drive system does not create torque on the structure of the aircraft, and therefore does not require to have a tail rotor or anti-torque. The particularity of the invention is that the propulsive force (motor) by ejection of the air flow B is preferably created at the counterweight 21d carried by a tubular extension arm 21e, which extends the rigid portion 21c. In this way, there is very little interference with the aerodynamic performance of the active blade 21a, and the exact position of the jet B can be optimized to minimize the power absorbed by the compressed air (minimizing the air flow) .
The Applicant has thus determined that an optimum ratio r / R (see FIGS. 15a and 15b) of the mean radius r of the air jet at the radius R of the rotor is between 55% and 85%. The flow of air taken at the compressor arrives at the rotor mast 10 and leaves B at the counterweight 21d (where appropriate, a portion of the air may also be ejected from the end of the active blade 21a at B ', but this possibility seems less efficient), and thus generating a force that drives the rotor. Of course, FIGS. 15a and 15b show the application of this system to a rotor with a mono-blade, but it can also be applied to a rotor with two mono-blades coaxial and counter-rotating as that of FIGS. 3a and 3b.
Figures 16a and 16b show schematically, respectively hovering or vertical and in horizontal or cruising flight, a variant of the aerodyne of Figures la and lb, variant in which the aerodyne 1, as that of Figures la and lb, comprises a fixed wing consisting of a double rear wing la, and, at the front, a duck wing lb, this fixed wing being supported by the fuselage 1c, which also supports the lift rotor 2 in vertical flight, and whose rotation is stopped at the end of the transition phase from vertical flight to horizontal flight at high speed. In the example of FIGS. 1a and 1b, the rotor 2 is diagrammatically represented as consisting of a rotor with two coaxial and counter-rotating two monoblades 20 and 21 around a same axis of rotation of the rotor, which is the axis of the rotor. 10. Of course, in FIGS. 1a and 1b, the rotor 2 may comprise only one mono-blade such as 20 or 21. In horizontal cruising flight, the mono-blade (s) 20 and / or 21 is or are aligned in the direction of the roll axis of the aircraft 1, so that their active blades are directed towards the rear and the counterweight forward, relative to the direction of movement of the aircraft at the speed V. In the advantageous variant of application of the monoblades according to the invention, to the constitution of a lift rotor in vertical flight, able to be stopped in horizontal flight or cruising, Figures 16a and 16b represent an aerodyne equipped with a rotor system comprising two rotors each of which is constit ue of a monoblade according to the invention. For example, as shown in FIGS. 16a and 16b, a single blade 20 driven in rotation by a rotor mast 10a at substantially the leading edge of the rear wings constitutes a rear rotor, while another monoblade 21, driven in rotation by another rotor mast 10b above the front part of the fuselage 1a, behind the duck wing 1b, constitutes a second rotor, the monoblades 20 and 21 being counter-rotating but, in this example, each driven by rotation about one respectively of two axes of rotation which are offset from each other along the roll axis of the aerodyne 1. In cruising flight (Fig. 16b), each of the single blades 20 and 21 is oriented longitudinally towards the rear of the aerodyne 1, that is to say toward the propeller propeller 3, only the counterweight and the rigid parts that support them being directed towards the front of the rotor mast 10a or 10b respectively.
In the example of FIGS. 16a and 16b, the monoblades 20 and 21 rotate in opposite directions with the same angular pitch, which eliminates the need for a tail rotor to balance the driving torque, since the pairs are reversed and same amplitude. Insofar as there is no longer, compared with the embodiment of FIGS. 1a and 1b, the superposition of the counter-rotating single blades 20 and 21, the adjustment of the pitch of the active blades of these mono-blades can be of three types: not fixed: no step adjustment with stabilizers 4a, 4b and 4c at the end of the wings and at one end of the fuselage; - not only collectively adjustable: with stabilizers 4a, 4b and 4c as above; and - not adjustable collectively and cyclically: with or without stabilizers 4a, 4b and 4c as above.
It is important to note that FIGS. 16a and 16b show an aerodyne with a rotor system with two monoblade rotors, offset on the roll axis of the aircraft and aligned in cruising flight, but it is possible to install a configuration with 2n rotors, where n is greater than or equal to 1.
On aerodynes 1 of FIGS. 1a and 1b, such as 16a and 16b, the stabilization systems 4a and 4b at the end of the wings and the stabilization system 4c at the end (front) of the fuselage 1c can be produced in the same way as the rotor or main rotor system, lift in vertical flight. Therefore, the stabilization systems 4a, 4b, 4c can be made in the form of stabilizing rotors with at least one articulated mono-blade as for the rotor or main rotor system lift in vertical flight, that is to say of a single mono-blade, or two mono-blades counter-rotating and coaxial, which are stopped and stored in position of minimum aerodynamic resistance during the cruise flight.
Thus, the stabilization systems 4a, 4b, 4c at the end of the wings 1b and / or at the end of the fuselage 1c, to control the rolling and pitching movements of the aerodyne 1, can be made in the same way as the rotor or main rotor system for lift in vertical flight, but on a smaller scale, corresponding to the function performed by said stabilization systems 4a, 4b, 4c, with at least one mono-blade, such as 20 or 21, with the counterweight such as 20d or 21d.
The schematic representation of the stabilization systems 4a, 4b and 4c of FIGS. 1a, 1b, 16a and 16b corresponds to an embodiment with two counter-rotating coaxial mono-blades, of which the two monoblades are, in the cruising flight position (FIG. 16b), superimposed and aligned towards the rear of the aerodyne, parallel to its longitudinal axis. For these stabilization systems 4a, 4b and 4c, the rotary drive by electric motors is a preferred solution. It makes it possible to economise mechanical transmission lines from at least one of the engines equipping the aerodyne to ensure the rotational drive of the rotor or rotor lift system and at least one propeller or tractive propeller, so that this solution is also light.
FIGS. 17a, 17b, 17c and 17d illustrate an architecture of the end of an active blade such as 21a, which allows the corresponding mono-blade 21 to return to align with the longitudinal axis or roll of the aerodyne , when the rotor is stopped. Indeed, at its free end, the active blade 21a comprises two adjacent portions 220a and 221a, one of which extends the leading edge 220a and the other 221a the trailing edge of the active blade 21a, and which are articulated between them about a longitudinal axis 222a, substantially mid-rope of the profile of the active blade 21a. The rest position of the rear portion 221a is vertical, as shown in Fig. 17c. During the rotation (FIG 17a), the rear portion 221a is folded by the air flow or relative wind in the extension of the front portion 220a, and is blocked in this position by a force-sensitive locking device centrifugal, of the type described above with reference to Figure 12 (and not shown in one of Figures 17a to 17d to not overload the drawing). When the rotor stops, the locking device is released and the rear portion 221a becomes vertical by the action, for example, of a return spring (also not shown) and acts substantially as a drift to direct the monoblade 21 in the longitudinal axis of the aircraft, with the active blade 21a to the rear and the corresponding counterweight 21d towards the front of the aircraft.
FIG. 18 shows a possible variant of a mono-blade rotor, in which the active blade is doubled 20a and 20b, to increase the "solidity" of the rotor, that is to say the ratio between the blade surface and the surface swept by the blades. The single blade comprises a single rigid portion 20b (attachment to the rotor mast) which is integral with the feet of the two active blades 20a and 21a spaced apart from each other in a V substantially in the plane of the corresponding rotor disk, and an angle at least equal to 30 °, preferably, and the counterweight at the end of the rigid portion 20c which supports it is dimensioned accordingly.

权利要求:
Claims (29)
[1" id="c-fr-0001]
1. Rotor for hybrid aerodyne, with fixed wing and with rotary wing able to be immobilized in aerodyne cruising flight, intended to produce lift by its rotation in phase of vertical flight and to be immobilized and stored longitudinally in phase high speed cruising flight type, of the type comprising at least one monoblade (20) with counterweight (20d), said monoblade comprising: an active blade (20a) which generates the lift of the rotor during its rotation; a first portion (20b) which carries said active blade (20a) and constitutes the connection of the active blade (20a) to a rotor mast (10); and a second portion (20c) which carries said counterweight (20d) and constitutes the connection of the counterweight (20d) to said rotor mast (10), characterized in that: the length of the active blade (20a) according to its span is significantly less than at the radius R of the rotor; said portion (20b) carrying the active blade (20a) is a structurally rigid part, in particular with respect to flexion and torsion; said portion (20b) carrying the active blade (20a) has a cross section (200b) having zero or near zero lift and a low aerodynamic drag when the rotor is rotating; and the assembly constituted by the active blade (20a) and the rigid part (20b) carrying the active blade is articulated around a transverse axis (YY) perpendicular to the axis of rotation (ZZ) of the rotor, substantially at level of said axis of rotation (ZZ) of the rotor mast (10), and to the longitudinal axis of said active blade (20a) and of said rigid portion (20b) carrying the active blade, and secant with said axis of rotation ( ZZ).
[2" id="c-fr-0002]
2. Rotor according to claim 1 wherein the length of the active blade (20a) along its longitudinal axis is less than 75% of the radius R of the rotor and preferably between 50% and 70% of the radius R.
[3" id="c-fr-0003]
3. Rotor according to claim 1 or 2, wherein said portion (20c) carrying the counterweight (20d) is substantially similar to the portion (20b) carrying the active blade (20a) in that it is structurally rigid and cross section (200c) having low aerodynamic drag and zero or near zero lift when the rotor is rotating.
[4" id="c-fr-0004]
4. Rotor according to claim 3, wherein the length of the rigid portion (20c) carrying the counterweight (20d), along the longitudinal axis of the active blade, is substantially equal to that of the rigid portion (20b) carrying the the active blade (20a).
[5" id="c-fr-0005]
5. Rotor according to any one of claims 1 to 4, wherein the portion (20c) carrying the counterweight (20d) and the portion (20b) carrying the active blade (20a) form a single continuous and rigid structure articulated pivotally about said transverse axis (YY), at said axis of rotation (ZZ) of the rotor.
[6" id="c-fr-0006]
6. Rotor according to any one of claims 1 to 4, wherein the portion (20c) carrying the counterweight (20d) is rotated as the portion (20b) carrying the active blade (20a) but remains fixed perpendicular to the axis (ZZ) of rotation of the rotor during all phases of flight of the aircraft.
[7" id="c-fr-0007]
7. Rotor according to claim 6, wherein the counterweight (20d) maintains a degree of longitudinal mobility which is controlled by a balancing device (100a, 101a, 102a, 104a, 105a) proportionally to the angle of taper (a ) that the active blade (20a) with the so-called "horizontal" plane defined by the roll and pitch axes of the aerodyne, so as to bring the counterweight (20d) of the rotor mast (10) when the angle (ex ) of the taper of the blade (20a, 20b) increases, so as to balance the centrifugal forces on both sides of the rotor mast (10).
[8" id="c-fr-0008]
8. Rotor according to any one of claims 1 to 7, consisting of the assembly of two substantially identical rotors monoblades rotating in opposite direction arranged in a single rotor with two mono blades (20, 21) counter-rotating around the same axis (ZZ) rotation of the rotor mast (10).
[9" id="c-fr-0009]
9. Rotor according to any one of claims 1 to 7, comprising at least two mutually identical and reversely rotating monoblade rotors, each around one respectively axes of rotation spaced longitudinally on the roll axis ( XX) of the aerodyne.
[10" id="c-fr-0010]
10. Rotor according to any one of claims 1 to 9, such that, during the cruising flight, said at least one monoblade (20, 21) is stopped and locked longitudinally so that the counterweight (20d, 21d ) is oriented towards the front of the aerodyne and the active blade (20a, 21a) toward the rear of the aircraft, substantially in the direction of the roll axis of the aircraft.
[11" id="c-fr-0011]
11. Rotor according to claim 10 as attached to claim 8 or 9, contrarotative such that, during a vertical flight, the two monoblades (20, 21) rotate in the opposite direction at the same angular velocity, from a initial zero position, which is the position stopped longitudinally according to claim 10.
[12" id="c-fr-0012]
12. Rotor according to any one of claims 1 to 4 and 8 to 11, wherein the two rigid portions (20b, 20c) carrying for one of the active blade (20a) and the other of the counterweight (20d ) are integral with each other and formed in a single structure both rigid and aerodynamically profiled to provide a low rotational resistance without generating aerodynamic lift, while being articulated about a transverse axis (YY) located exactly at the axis (ZZ) of rotation of the rotor.
[13" id="c-fr-0013]
13. Rotor according to claim 7, wherein a mechanical balancing device (104a, 105a, 102a) is, at least in part, arranged inside the rigid part (20c) carrying the counterweight (20d), so as to bring said counterweight (20d) closer to the axis (ZZ) of rotation of the rotor, when the angle of conicity (a) that the active blade (20a) makes with the so-called "horizontal" plane increases, so as to to balance the centrifugal forces whatever the position of the active blade (20a).
[14" id="c-fr-0014]
14. Rotor according to any one of claims 1 to 13, wherein the rotor is rotated by a driving device (60,61,62,63) masked inside the rigid portion (20c) carrier counterweight (20d), said drive device allowing low amplitude rotational drag movements around the rotational axis (ZZ) of the rotor, to dampen the variations of the drag forces of the active blade (20a), said drive device having a damped drive stop system (62).
[15" id="c-fr-0015]
15. Rotor according to any one of claims 1 to 14, wherein the angular pitch or "angle of attack" of the active blade (20a) is driven in incidence by a shaft system (51) longitudinal, retained and rotatably mounted on itself around its axis by bearings and stops (501, 502, 503), said shaft (51) passing through the rigid portion (20b) carrying the active blade (20a) and being rotationally secured by its outer radial end relative to the axis of rotation (ZZ) of the rotor, of the foot of said active blade (20a), and controlled by a link (50) of pitch control connected by a pitch lever (52) at the radial end internal of said shaft (51).
[16" id="c-fr-0016]
16. Rotor according to any one of claims 1 to 15, wherein the angular pitch or "angle of attack" of the active blade (20a) is fixed and optimized to provide the maximum lift at the rotational speed of the rotor .
[17" id="c-fr-0017]
17. Rotor according to claim 8 or 9, wherein the pitch of the active blades (20a, 21a) of the two monoblades (20, 21) is set only collectively, for the equipment of an aerodyne (1) whose movements rolling and pitching are controlled by stabilization systems (4a, 4b, 4c) preferably placed at the end of the wings (1a) and / or at the ends of the fuselage (1c).
[18" id="c-fr-0018]
18. Rotor according to any one of claims 1 to 17, wherein a motorized drive chain and rotation of the rotor at the end of a cruise flight comprises, firstly, a main thermal engine ( 70), of the 4 or 2 stroke internal combustion engine or gas turbine type, driving a drive shaft (71) of the driving power, via a clutch (70a) and a freewheel ( 70b), and a gearbox (72) connected to the rotor mast (10a-10b) for vertical flight, and on the other hand, a brake (710) on the power transmission shaft (71), a secondary motor (73), preferably electric, coupled by a clutch (73a) and a freewheel (73b) to a power transmission (73c) engaged with the transmission shaft (71), downstream of the brake ( 710), for stopping and positioning longitudinally the one or more rotor blades (20, 21) and for rotating the rotor.
[19" id="c-fr-0019]
19. Rotor according to claim 18, wherein a secondary motor drive chain, low power, for example 10% of the main power, comprises an auxiliary motor (30) connectable by at least one clutch (30a, 31a). ) and a freewheel (30b, 31b), to said power transmission shaft (71), and is disengageable and adapted to be used in all the transient flight phases as well as in the event of damage to the main engine (70) , a propeller (3) propulsive or tractive being able to be driven in cruising flight by the main motor (70) and, as a backup, by the auxiliary motor (30).
[20" id="c-fr-0020]
20. Rotor according to any one of claims 1 to 19, wherein said rigid portions (20b, 20c) respectively carrying the active blade (20a) and the counterweight (20d) are, at least for one of they, and preferably for both, profiled so as to offer a different aerodynamic resistance according to the relative wind direction, with an elliptical type profile on the leading edge (200b, 200c) and, preferably, a profile "Recessed" on the trailing edge (201b, 201c), each profile having an opposite orientation of the other, and inverse of a rigid portion to another, so that, when the aircraft is in cruise flight, the relative wind produces on the two rigid portions (20b, 20c) a driving torque of the rotor which tends to rotate the active blade (20a) in the direction that allows it to generate lift.
[21" id="c-fr-0021]
21. Rotor according to any one of claims 1 to 20, wherein at least one mechanical locking element (80, 90), retractile, and able to be masked in the structure of the aerodyne (1), is arranged way to come mechanically lock, during a cruising flight, the rotor (20, 21) coming to rest on at least one protuberance (810a, 810b) arranged on the rigid part (20b, 21b) carrying an active blade (20a, 20b) and / or on the corresponding counterweight (20d, 21d) or the rigid part (20c, 21c) carrying said counterweight (20d, 21d).
[22" id="c-fr-0022]
22. Rotor according to any one of claims 1 to 21, wherein at least one mechanical locking device (85b, 86) of the rigid portion (21b) carrying the active blade (21a) is provided, said locking device. being secured, on the one hand, the rotor mast (10) and, on the other hand, having a locking member (85b) engageable in a female portion (86) integral with the rigid portion (21b) carrying the active blade (21a), and supporting a flyweight (85a) being biased by at least one spring (85d), the device being arranged in such a way that the centrifugal force, which is exerted on the flyweight (85a), when the rotor is in rotation, releases the locking device, which locks the corresponding monoblade (21) in a horizontal position when the rotor is stopped.
[23" id="c-fr-0023]
23. Rotor according to any one of claims 1 to 22, wherein said counterweight (21d) is placed at the end of an extension element (21e) of the rigid portion (21c) carrying the counterweight (21d), said extension element (21e) having a profile that is cylindrical and substantially circular, or having an oval profile oriented to provide low aerodynamic resistance when the rotor is rotating and a large vertical air flow is generated by the active blade (21a ), or being surrounded by a streamlined fairing aerodynamically and free to rotate so as to orient to provide a low aerodynamic resistance regardless of the direction of the air flow.
[24" id="c-fr-0024]
24. Rotor according to any one of claims 1 to 23, wherein the drive of the rotor in rotation during the vertical flight is obtained by ejecting compressed air (B), preferably at the counterweight (21d), advantageously carried by an extension element (21e) of the rigid part (21c) carrying the counterweight (21d), the distance r which separates the mean point of ejection from the air to the rotor axis (10) being such that the ratio r / R is between 55% and 85%, R being the radius of the rotor, and / or at the tip of the active blade (20a).
[25" id="c-fr-0025]
25. Rotor according to claim 24, wherein a mechanical gearbox (70c) for synchronizing and restarting the rotor is associated with a brake (710) and at least one electric motor (73) with its transmission system (71, 73a). , 73b, 73c).
[26" id="c-fr-0026]
26. Rotor according to any one of claims 1 to 25, wherein the tip of the active blade (21a) is equipped with a drifting orientation device (221a) pivotally raisable about the longitudinal axis of the active blade (20a), such that, when the rotor is no longer rotated, said fin (221a) is raised and subjected to the effect of the relative wind, so that the corresponding monoblade (21a) is oriented substantially in the direction of the roll axis (XX) of the aerodyne (1).
[27" id="c-fr-0027]
27. Rotor according to any one of claims 1 to 26, wherein at least a single blade comprises two active blades (20a, 21a) carried by the same rigid portion (20b) and spaced apart from each other in V an angle at least equal to 30 °, substantially in the plane of the corresponding rotor disc.
[28" id="c-fr-0028]
28. Hybrid type aircraft, characterized in that it is equipped with a rotor (2; 20, 21) according to any one of claims 1 to 27, for the vertical flight, and a fixed wing (the , lb), preferably a "duck" type wing or "tandem" type wings, supported by a fuselage (1c), and equipped with end-of-wing stabilization systems (4a, 4b, 4c) (the ) and / or at the end (s) of the fuselage (1c), to control the roll and pitch movements of the aerodyne (1), and at least one propeller (3), preferably propulsive, to propel the aerodyne (1) during her cruising flight.
[29" id="c-fr-0029]
29. An aircraft according to claim 28, characterized in that the stabilization systems (4a, 4b, 4c) at the end of the wings (1b) and / or at the end of the fuselage (1c), to control the movements of roll and pitch of the aerodyne (1), are made in the same way as the main lift rotor in vertical flight, but on a smaller scale, corresponding to the function of said stabilization systems (4a, 4b, 4c) with at least a mono-blade (20, 21) with counterweight (20d, 21d).

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同族专利:

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公开号 | 公开日

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FR3039506B1|2019-05-24|

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EP3328732A1|2018-06-06|

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US20180222579A1|2018-08-09|

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EP3328732B1|2019-09-04|

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WO2017021608A1|2017-02-09|

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FR3078944A1|2018-03-13|2019-09-20|Innostar|HYBRID AERODYNE OF VTOL OR STOL TYPE |

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FR3078945A1|2018-03-13|2019-09-20|Innostar|HYBRID AERODYNE OF VTOL OR STOL TYPE |

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DE102019107593A1|2019-03-25|2020-10-01|LIFT Holding GmbH|Flying device|

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法律状态:
2016-07-22| PLFP| Fee payment|Year of fee payment: 2 |

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2017-02-03| PLSC| Publication of the preliminary search report|Effective date: 20170203 |

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2017-06-28| PLFP| Fee payment|Year of fee payment: 3 |

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2018-07-25| PLFP| Fee payment|Year of fee payment: 4 |

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2020-07-21| PLFP| Fee payment|Year of fee payment: 6 |

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2021-07-27| PLFP| Fee payment|Year of fee payment: 7 |

优先权:

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申请号 | 申请日 | 专利标题

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FR1557364|2015-07-31|

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FR1557364A|FR3039506B1|2015-07-31|2015-07-31|SUSTENTATION ROTOR AND HYBRID AERODYNE WITH VERTICAL OR SHORT TAKEOFF AND / OR LANDING COMPRISING THE SAME|FR1557364A| FR3039506B1|2015-07-31|2015-07-31|SUSTENTATION ROTOR AND HYBRID AERODYNE WITH VERTICAL OR SHORT TAKEOFF AND / OR LANDING COMPRISING THE SAME|

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US15/749,356| US20180222579A1|2015-07-31|2016-07-18|Lift rotor and vertical or short take-off and/or landing hybrid aerodyne comprising same|

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EP16748339.5A| EP3328732B1|2015-07-31|2016-07-18|Lift rotor and vertical or short take-off and/or landing hybrid aircraft comprising the same|

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PCT/FR2016/051835| WO2017021608A1|2015-07-31|2016-07-18|Lift rotor and vertical or short take-off and/or landing hybrid aerodyne comprising same|