• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a power transmission system (10) provided with at least one rotational speed input gearbox (14) and a main gearbox (13). Each rotational speed input gear (14) includes an input gear (15) meshing with an input wheel (16). The input wheel (16) is rotatably connected to a main gear (18) of the main speed reducer (13), the main gear (18) meshing with a main wheel (20). At least one input wheel is secured to a reversible connection means (19) for driving a first additional power transmission chain (35) connected to an additional rotor (3,4).
    公开号:FR3040977A1
    申请号:FR1501920
    申请日:2015-09-16
    公开日:2017-03-17
    发明作者:Meerschman Olivier De；Olivier Barais
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    Power transmission system and aircraft before a rotary wing
    The present invention relates to a power transmission system, and an aircraft having a rotary wing and such a power transmission system. The invention is therefore in the field of power transmission boxes of a rotorcraft.
    In particular, a rotorcraft-type aircraft comprises a rotor participating at least partially in the lift of this aircraft. A helicopter can thus include a rotor called "main rotor" which participates in the lift and propulsion of this helicopter, and a rotor called "tail rotor" which participates in controlling the yaw movement of this helicopter.
    An aircraft called "hybrid aircraft" for convenience may include a so-called "main rotor" rotor that participates in the lift and propulsion, as well as at least one lateral rotor involved in the propulsion of this hybrid aircraft and in the control of the movement in motion. yaw of the aircraft.
    To rotate each rotor, a rotorcraft is provided with a power plant having at least one motor.
    In addition, a power transmission system is interposed between the motor (s) and each rotor to rotate the rotors. A power transmission system has the particular function of driving the rotor at a low speed of rotation compared to the high speed of rotation of the motors. By way of illustration, a turbine engine has a working shaft rotating at a speed of the order of several tens of thousands of revolutions per minute, the main rotor rotating at a speed of, for example, between 250 and 450. Rotations per minute. For information, the lateral rotors of a hybrid aircraft rotate at a speed of the order for example 2000 revolutions per minute, a rear rotor rotating at a speed of the order for example 5000 revolutions per minute .
    Thus, a helicopter can be provided with at least two engines. Each motor sets in motion a power transmission main gearbox of the power transmission system, possibly via at least one freewheel. Such a main power transmission gearbox is known by the acronym "BTP". The main power transmission gear then rotates the main rotor.
    A power transmission system of a helicopter of the prior art has a motor input mechanical drive system. Each mechanical input drive system is set in motion by a motor. The input mechanical drive systems set in motion a mating wheel. The conjugation wheel then sets in motion a power transmission gearbox. In particular, the conjugation wheel is integral in rotation with a pinion of the power transmission gearbox. This pinion then drives in rotation a main wheel of the power transmission gearbox. This main wheel consequently moves a rotor mast via at least one epicyclic reduction stage of rotational speed. In addition, the mating wheel sets the rear power transmission chain in motion.
    Document US 2911851 illustrates a power transmission gearbox capable of driving a main rotor and a rear power transmission chain.
    The document FR 2568541 describes an alternative architecture. The main power transmission includes a mechanical input drive system by motor. Each mechanical input drive system is set in motion by a motor. The input mechanical drive systems set in motion a mating wheel that drives the rear power transmission chain. In addition, each input mechanical drive system engages a first speed reduction stage in engagement with a main wheel. This main wheel moves a rotor mast via a second epicyclic speed reduction stage.
    A hybrid aircraft may be provided with at least two engines. According to a known transmission system, each motor sets in motion a pinion called "first pinion" for convenience. Each first gear sets in motion an input mechanical drive system. Each mechanical input drive system is set in motion by a motor via an input pinion in particular. The mechanical input drive systems jointly move a main wheel. This main wheel then moves a rotor mast via at least one epicyclic speed reduction stage.
    In addition, each first gear sets in motion a lateral power transmission chain. Each lateral power transmission chain may be relatively complex to follow a non-straight path to reach a side rotor. For example, a lateral power transmission chain may comprise angular return means having a significant mass. The architecture of a power transmission system of a helicopter differs from the architecture of a power transmission system of a hybrid aircraft. In fact, the main power transmission gearbox of a helicopter differs from the main power transmission gearbox of a hybrid aircraft.
    To illustrate this aspect, the website www.avxaircraft.com presents a board called "OH-58D / AVX conversion process". A method is shown schematically by four drawings for transforming a helicopter equipped with a main rotor and a rear rotor into an aircraft provided with two coaxial main rotors and two faired propellers. According to this method, the power transmission system is changed during the transformation, each aircraft having its own power transmission system.
    The present invention therefore aims to provide an alternative power transmission system. The invention therefore relates to a power transmission system for a rotorcraft. The power transmission system is provided with at least one rotational speed entry reducer rotating a main speed reducer, the main speed reducer being mechanically connected to a rotor mast intended to drive in rotation a main rotor of the rotorcraft, the main rotor participating at least partially in the lift of the rotorcraft, each rotational speed entry gear comprising at least one input gear meshing an input wheel, each input gear being intended to be driven by a motor, the main gearbox comprising a main gear by rotational speed input gear, the main gearbox comprising a main gear meshing with each main gear, each main gear being connected by a linkage shaft to an input wheel.
    At least one input wheel is rotatably connected to a reversible connection means intended to be able to drive a first additional power transmission chain connected to an additional rotor of said rotorcraft, said additional power transmission chain being an optional device that can not be mounted on said power transmission system.
    As a result, the power transmission system can be set in motion by at least one motor. Regardless of the number of motors, each motor generates the rotation of a rotational speed input gearbox. Therefore, the rotational speed input reducers jointly rotate the main wheel via main gears. This main wheel moves directly or indirectly the rotor mast. This rotor mast ultimately drives the main rotor in rotation.
    In addition, the power transmission system may possibly result in at least one additional rotor.
    A first additional power transmission chain may rotate a lateral rotor involved in the propulsion of the rotorcraft or a rotor for controlling the yaw movement of the rotorcraft.
    In addition, the power transmission system is dimensioned according to at least one additional gear that can optionally be engaged by the main wheel. Each additional gear can also generate the rotation of a rotor.
    According to a first use, the mechanical power transmission system can therefore be arranged on a hybrid aircraft. For example, two lateral rotors are respectively moved by two reversible connection means.
    The direct attachment of a side power transmission chain to an input wheel, unlike a system geared by a pinion input according to the prior art described above, has a significant advantage. Indeed, during a forward flight, a side rotor can become a motor and tend to drive the power transmission system. According to the prior art, this mode of operation tends to degrade the teeth of the input pinion in particular. The invention can make it possible to avoid this phenomenon by using a robust reversible connection means.
    According to a second use, the mechanical transmission system can be arranged on a helicopter. For example, two rotational speed entry reducers are respectively driven by two motors. The two rotational speed entry reducers cause the rotation of a main rotor via the main wheel.
    In addition, a rear rotor may be driven by the main wheel according to an embodiment explained later, or possibly by the two motors through an auxiliary coupling wheel.
    Therefore, the Applicant has gone against prejudices by defining an innovative power transmission system to be arranged on multiple devices. On the other hand, existing prejudices tend to require the realization of a power transmission gearbox for each type of aircraft. The use of a power transmission system having identical mechanical units on a helicopter and on a hybrid aircraft is all the more innovative since a lateral rotor of a hybrid aircraft rotates at a speed substantially equal to the half the speed of rotation of a tail rotor.
    In countering these prejudices, the invention thus makes it possible to obtain a transmission system with variable use.
    The power transmission system may further include one or more of the following features. Therefore, the power transmission system may comprise at least one additional gear engaged on the main wheel to drive a second additional power transmission chain for a rotor rotor of the rotorcraft.
    The power transmission system may include permanently or occasionally an additional gear for connecting if necessary a second additional power transmission chain for a rear rotor of a helicopter or a side rotor of a hybrid aircraft.
    Such additional gear can also set in motion accessories, such as a pump or alternator for example. The additional gear can be arranged on all transmission systems to drive accessories and / or an additional power transmission chain for a yaw control rotor of a helicopter.
    Furthermore, each connecting shaft extending along a transverse axis of symmetry, the main wheel having an axis in elevation of symmetry, the transverse axis having a first angulation with the axis in elevation, the main wheel having a first number of teeth, each main gear having a second number of teeth, the first number of teeth and the second number of teeth depend on: - the first angulation, - a first speed of rotation to be reached by said main wheel, - d a second speed of rotation to be reached by each main gear, - a third number of teeth of an additional gear that can be engaged on the main wheel to drive a second additional power transmission chain for a rotor control of the yaw movement of the rotorcraft, the additional gear being an optional member that can not be mounted on the tr power transmission, - a second angulation separating said axis in elevation from an axis of rotation of said additional gear.
    Optionally, a third speed of rotation to be achieved by each additional gear is also taken into account.
    As a result, whether or not an additional gear is present on the power transmission system, this additional gear is taken into account when sizing the main wheel and the main gears. Such a dimensioning of a transmission system according to a possibly missing equipment is not obvious.
    As a result, each additional gear may optionally be arranged on the power transmission system.
    In addition, the realization of such a mechanical system is not obvious because of the angles formed between the different bodies to comply with, and speeds of rotation to achieve. Prescribed angles must be respected in order to avoid implementing dimensionally heavy angles. The knowledge of those skilled in the art tends to indicate that such a power transmission system can not be obtained because of the large number of constraints. The applicant has freed itself from these prejudices to achieve a viable power transmission system despite significant constraints.
    In particular, this dimensioning may appear difficult or impossible to achieve in the presence of a first angulation and a second angulation different and greater than 90 degrees.
    Furthermore, the power transmission system may comprise a secondary speed reducer interposed between the main wheel and the rotor mast. The secondary speed reduction gearbox is, for example, provided with at least one epicyclic speed reduction stage.
    In addition, the power transmission system comprising a power transmission housing provided with a housing, the rotational speed input gearbox and the main gear speed reducer are arranged in the housing.
    The housing may include an access means for accessing each reversible connection means. The access means may for example take the form of a hatch closed by a plug. Alternatively, the housing may comprise subassemblies fixed to each other removably.
    Where appropriate, the power transmission system having an additional gear engaged on the main wheel to drive a second additional power transmission chain for a yaw control rotor, the additional gear is arranged in the housing.
    The housing may further include a hatch allowing an operator to arrange an additional gear if necessary depending on the use of the power transmission system.
    The additional gear can also be secured to an output shaft protruding outside the housing to be able to drive the additional power transmission chain or accessories.
    Indeed, the power transmission system may comprise an accessory module mechanically connected to the output shaft.
    Furthermore, the power transmission system may comprise at least one power transmission input chain connected to an input gear, the power transmission input chain being intended to be interposed between an input gear and a motor, the power transmission input chain comprising at least one member to be selected from a list comprising a free wheel, a speed reducer, a rotation speed multiplier.
    The power transmission input chain can be partially positioned in the housing, a shaft of this power transmission input chain protruding from the housing to be mechanically connected to a motor.
    Furthermore, the reversible connection means of a rotational speed input reducer may comprise splines integral in rotation with an input wheel.
    The splines represent a robust mechanical member that can be easily fitted around or in a shaft of a first additional power transmission chain.
    Alternatively or additionally, the reversible connection means may comprise screwing means adapted to secure a first power transmission chain to an input wheel.
    For example, an input wheel can be secured in rotation to a shaft or to a member tolerant of misalignments by bolts or the like.
    Key connections are also possible.
    Furthermore, according to a first embodiment, each additional first transmission chain is intended to be connected to an additional rotor in the form of a lateral rotor participating at least partially in the propulsion of the rotorcraft. Therefore, when the power transmission system having an optional additional gear engaged on the main wheel to drive a second additional power transmission chain, the second additional transmission chain is intended to be connected to an auxiliary rotor in the form of of a rotor of control of the movement in yaw of the rotorcraft.
    According to a second embodiment, each additional first transmission chain is intended to be connected to an additional rotor in the form of a yaw control rotor, such as a rear rotor of a helicopter. Therefore, when the power transmission system comprises at least one optional additional gear engaged on the main wheel to drive a second additional power transmission chain, the second additional power transmission chain is intended to be connected to a rotor. annex taking the form of a lateral rotor participating at least partially in the propulsion of the rotorcraft.
    Regardless of the embodiment, the power transmission system is sized for use on a helicopter or a hybrid aircraft.
    In addition to a power transmission system, the invention is directed to a rotorcraft equipped with a so-called "main rotor" rotor participating at least partially in the lift of the rotorcraft, this rotorcraft comprising at least two engines for moving the main rotor.
    This rotorcraft then comprises a power transmission system according to the invention of the type described above.
    Furthermore, the invention is directed to a method for dimensioning such a power transmission system.
    Each connecting shaft extending along a transverse axis of symmetry, said main wheel having an axis in elevation of symmetry, said transverse axis having a first angulation with said axis in elevation, said main wheel having a first number of teeth, each pinion having a second number of teeth, the method comprises a determination step during which the first number of teeth and the second number of teeth are determined as a function of: - of said first angulation, - of a first speed of rotation to be reached by said main wheel, - a second rotational speed to be reached by each main gear, - a third number of teeth for an additional gear engageable on said main wheel to drive an additional power transmission chain intended for a rotor for controlling the yawing movement of a helicopter, said p additional ignon being an optional member that can not be mounted on said power transmission system, - a second angulation separating said axis in elevation from an axis of rotation of said additional gear.
    Optionally, a third speed of rotation to be reached by the additional gear is also taken into account.
    This method has the particularity of defining a main wheel and the main gears in particular according to at least one additional pinion may not be arranged on the power transmission system.
    Optionally, this method comprises the following steps: assigning a first setpoint angular value to be respected by said first angulation, and a second setpoint angular value to be respected by said second angulation, assigning a first value of reference speed of rotation to be respected at said main wheel, and of a second value of nominal rotation speed to be respected for each main gear, and possibly of a third value of nominal rotation speed to be respected by each additional gear assigning a first value of teeth to the first number of teeth, assigning a second value of teeth to the second number of teeth, assigning a third value of teeth to the third number of teeth determining a value so-called "resulting design value" by applying the first value of teeth, the second value of teeth and the third e value of teeth as a function of the second angular value of setpoint, and - comparison of said resultant calculation value with the first setpoint angular value, - determination of a first rotation speed of each main gear and possibly a second rotational speed of the additional gear as a function of the first set speed value and said first tooth value, second tooth value and third tooth value, - comparison of said first rotation speed and the second speed value setpoint rotation.
    Optionally, an operator can compare the second rotational speed and the third set rotational speed value. However, the second rotational speed may be free to allow design freedom.
    An operator may define acceptance criteria for comparisons made, such as ranges of acceptable values.
    For example, an operator arbitrarily sets the first value of teeth, the second value of teeth and the third value of teeth. The operator can then determine: - if said resulting calculation value is equal to the first setpoint angular value, - if the first rotation speed is equal to the second setpoint rotation speed value, and - if the second setpoint speed of rotation is equal to the third value of the nominal rotation speed.
    If not, the first tooth value, the second tooth value and the third tooth value do not meet the established criteria. The operator then repeats this operation until an acceptable result is obtained.
    For example, the first value of teeth, the second value of teeth and the third value of teeth may be respectively equal to 87, 23 and 17 to reach a first reference angular value equal to 100 degrees plus or minus 1.5 degrees, a second setpoint angular value equal to 96 degrees, a first setpoint speed value equal to 1200 rpm, a second setpoint rotation speed value greater than or equal to 4500 rpm, a third rotational speed value setpoint equal to 6000 revolutions per minute plus or minus 200 revolutions. The invention and its advantages will appear in more detail in the following description with examples given by way of illustration with reference to the appended figures which represent: FIG. 1, a diagram showing a power transmission system according to FIG. FIG. 2 is a diagram showing a power transmission system according to the invention used in a helicopter architecture; FIG. 3 is a diagram showing a power transmission system equipped with a gear reducer; rotation speed inlet comprising a reversible connecting means projecting outside a casing, - Figure 4, a diagram showing a power transmission system provided with an additional gear connected to an accessory box, - the figure 5, a diagram showing a power transmission system provided with an additional gear connected to an accessory box and a control rotor of the FIG. 6 is a diagram showing a power transmission system according to the invention used in a hybrid aircraft architecture; FIG. 7 is a diagram illustrating a reversible connection means provided with FIG. 8, a diagram showing a power transmission system according to the invention provided with a reversible connection means for driving a rotor for controlling the yaw movement, and Figure 9 is a diagram illustrating the method according to the invention.
    The elements present in several separate figures are assigned a single reference.
    Figure 1 shows a power transmission system 10 according to the invention may be arranged on a rotorcraft 1 according to the invention.
    This power transmission system 10 has the particular function of driving a main rotor 2 participating in the lift or propulsion of the rotorcraft 1. For example, the main rotor 2 comprises a hub 2 'carrying a plurality of blades 2 " .
    The rotorcraft 1 may be a helicopter provided for example with a main rotor 2 and a winding movement control rotor 3, or a hybrid aircraft provided with a main rotor 2 and at least one lateral rotor 4.
    To move the rotors and regardless of the nature of the rotorcraft 1, this rotorcraft 1 has a power plant. This power plant is provided with at least one motor 5. Each motor 5 is mechanically connected to the rotors by the power transmission system 10.
    The power transmission system 10 comprises a rotational speed input reducer 14 per motor. Each rotational speed entry reducer 14 therefore communicates mechanically with at least one engine 5.
    Each rotation speed entry reducer 14 is in this context provided with a pinion called "input gear 15" for convenience which is set in motion directly or indirectly by a motor 5. For example, a motor 5 has a output shaft 5 'which directly drives the input gear or indirectly by a mechanical chain called "power transmission input chain 65".
    According to the alternative of FIG. 1, the output shaft 5 'sets in motion a power transmission input chain 65' connected to the input gear 15. This power transmission input chain 65 can for example comprise at least one shaft and / or at least one speed reducer and / or at least one freewheel 60 and / or at least one return means see a speed multiplier not shown.
    According to the example of FIG. 2, a power transmission input chain 65 comprises a rotational speed reducer 66 and then a freewheel 60. The freewheel comprises a driving member 61 connected to the rotational speed reducer 66. This drive member 61 has the function of setting in motion a driven member 62 of the freewheel 60 which is rotationally integral with the input gear 15. For this purpose, ball bearing or roller members for example are arranged between the driving member 61 and the driven member 62.
    The input gear 15 may comprise conical teeth, namely teeth arranged on a cone.
    Moreover, and with reference to FIG. 1, each rotational speed entry gearbox 14 comprises a wheel called "input wheel 16". The input wheel 16 is meshing with at least one input gear 15. Therefore, the input wheel 16 may comprise conical teeth.
    Each input wheel 16 is furthermore mechanically connected to a main speed reducer 13.
    Thus, each input wheel 16 is connected to a main gear 18 of the main speed reducer 13 by a connecting shaft 17. Each main gear 18 can take the form of a conical gear having a diameter less than the diameter of the corresponding input wheel 16.
    An input wheel 16 and a connecting shaft 17 and a main pinion 18 may form a set called "double gable set" for convenience.
    In addition, the main rotational speed reducer 13 comprises a so-called "main wheel 20" conjugation wheel. Each main gear 18 is engaged on the main wheel 20. This main wheel 20 may therefore have conical teeth. Therefore, the main wheel 20 drives a rotor mast 30 directly or indirectly by a secondary gearbox of rotation speed 25. The rotor mast 30 is integral in rotation with the main rotor 2.
    If necessary, the secondary speed reduction gearbox 25 may for example comprise at least one epicyclic speed reduction stage.
    This epicyclic speed reduction stage comprises a sun gear 26 secured in rotation to the main wheel 20.
    According to FIG. 1, a first shaft 21 integral with the main wheel 20 drives the epicyclic reduction stage of rotational speed
    According to FIG. 2, a first shaft 21 integral with the main wheel 20 drives a second shaft 23 secured to the sun wheel 26 by splines 22.
    In addition and with reference to FIG. 1, the sun gear meshes with at least one satellite wheel 27 meshing with a peripheral ring gear 28. Each satellite wheel 27 is furthermore borne by a planet carrier 29. This planet carrier 29 can be connected mechanically at the rotor mast 30 according to Figure 1, or can be further connected to another stage of reduction of rotational speed.
    Therefore, each motor 5 sets in motion an input gear, possibly via a power transmission input chain 65. The rotary motion of the various input gears 15 causes rotation of the input wheels 16. The rotation of each toothed wheel 16 causes the corresponding main gear 18 to rotate, then the main wheel 20. This main wheel then moves the secondary gearbox 25, if necessary, this secondary reduction gearbox 25 causing in rotation the rotor mast 30 of the main rotor 2.
    Moreover, the power transmission system can be arranged both on a helicopter and on a hybrid aircraft. Therefore, at least one input wheel 16 is rotationally integral with a reversible connection means 19. A reversible connection means 19 has the function of allowing the rotation drive of a first additional power transmission chain. 35 connected to an additional rotor. The rotor adds up! may be a lateral rotor 4 participating in the propulsion of the aircraft or a rotor of the control of the yaw movement 3 of the aircraft.
    The first additional power transmission chain 35 is in fact an optional member that can not be mounted on the power transmission system 10.
    Furthermore, the power transmission system may comprise at least one optional additional gear 40 set in motion by the main wheel 20. This additional gear 40 may thus comprise conical teeth.
    In addition, each additional gear 40 can be extended by an output shaft 44 adapted to drive a second additional power transmission chain. The second additional power transmission chain is connected to an accessory module 45 and / or an auxiliary rotor. Such an auxiliary rotor may be a yaw movement control rotor 3 of the aircraft or a lateral rotor 4.
    Furthermore, the power transmission system 10 may comprise a power transmission box 50 provided with a housing 51. This housing 51 may comprise a plurality of subassemblies 52, 52 'fixed to each other. Therefore, the main rotational speed reducer 13 and each rotational speed input reducer 14 are arranged within the housing 51. The rotor mast then protrudes from this housing 51 through a dynamic seal 54 for example.
    In addition, a reversible connection means 19 may also be arranged in the housing.
    As a result, the housing 51 comprises an access means 53 allowing access to this reversible connection means 19. This access means 53 comprises for example a plug closing an opening of the housing. If necessary, the plug is removed to allow a first additional power transmission chain 35 to extend to the reversible connection means 19,
    According to the alternative of FIG. 3, the reversible connection means 19 can protrude outside the housing 51 while passing through a dynamic seal 54.
    Where appropriate and with reference to Figure 1, at least one additional pinion 40 is also arranged within the housing 51. Therefore, the output shaft 44 integral with the additional pinion protrudes outside the housing 51 through a dynamic seal to be able to drive the second additional power transmission chain 41.
    The additional gear 40 being optional, the housing 51 may comprise an opening reversibly closed, for example by a removable plate 53 '.
    According to a first embodiment illustrated in FIGS. 2, 4, 5, 6, the power transmission system 10 is provided with at least one reversible connection means 19 intended to drive a lateral rotor 4.
    According to a first use of the first embodiment, the power transmission system 10 is intended for a helicopter.
    With reference to FIG. 2, the power transmission system 10 is provided with at least one motor 5. Each motor 5 induces the rotation of a rotational speed input gearbox 14. The speed reduction gearboxes 14 rotate the main speed reducer 13 to generate the rotation of the main rotor 2.
    In addition, the rotorcraft represented is a helicopter. Although present, the reversible connection means 19 are not connected to any first additional power transmission chain.
    On the other hand, the power transmission system 10 makes it possible to drive a winding movement control rotor 3.
    According to the first variant of the first use of the first embodiment illustrated in FIG. 2, a mechanical chain 46 connected to the yaw movement control rotor 3 is set in motion by a conjugation wheel 42. The conjugation wheel 42 is therefore meshing with gears set in motion by the motors, and for example gears of power transmission input chains 65.
    The additional gear 40 can be disassembled to lighten the installation, or can according to Figure 4 result at least one accessory module.
    According to a second variant of the first use of the first embodiment illustrated in FIG. 5, an additional gear 40 is engaged by the main wheel 20 to drive a second additional power transmission chain.
    The second additional power transmission chain 41 is connected to a yaw movement control rotor 3. For example, the additional gear 40 drives an output shaft 44 protruding from the casing 51. This output shaft 44 is integral in rotation with the yaw. a complementary gear 43 of the second additional power transmission chain 41.
    This complementary pinion can be mechanically connected to the yaw movement control rotor 3 or to an accessory module 45.
    It should be noted that FIG. 5 shows a single motor 5. However, at least two motors may be present.
    According to a second use of the first embodiment illustrated in FIG. 6, at least a first additional power transmission chain 35 is connected to the corresponding reversible connection means 19.
    For example, the rotorcraft comprises two motors as well as two speed entry gears 14 and two lateral power transmission chains 35.
    As a result, the rotation of each rotational speed input gear 14 induces the rotational drive of a lateral rotor 4 via a first additional power transmission chain 35.
    Each first additional power transmission chain 35 has the function of generating the rotation of a lateral rotor 4 under the impulsion of the reversible connection means 19. Thus, each additional additional power transmission chain 35 may comprise at least one shaft and / or gears and / or return means and / or freewheels and / or hydraulic distributors and / or hydraulic pumps.
    The additional gear 40 can be disassembled to lighten the installation, or can result in at least one accessory module.
    Furthermore, to allow the connection of a first additional power transmission chain 35, the reversible connection means 19 may comprise splines 191 integral in rotation with an input wheel. Therefore, the grooves 191 may be fixed to the corresponding input wheel, or to the integral connecting shaft of the input wheel, or to an intermediate shaft integral in rotation with the input wheel or the wheel. linkage tree. In other words, the reversible connection means is attached to a set of double gears.
    The flutes 191 may extend along a transverse axis AX2 of symmetry of a set of double gears. These grooves 191 cooperate with complementary splines 350 of a first additional power transmission chain 35.
    According to the alternative of FIG. 7, the reversible connection means 19 comprises screwing means 192.
    For example, the screwing means 192 comprise a perforated collar 193 integral with a toothed wheel 16 or the connecting shaft 17. This collar 193 can be screwed to an element of a first additional power transmission chain 35.
    According to a second embodiment illustrated in FIG. 8, the power transmission system 10 is provided with at least one reversible connection means 19 intended to drive an auxiliary rotor of the lace movement control rotor type 3.
    As a result, the power transmission system 10 comprises a rotational speed input reducer 14. This rotational speed input reducer 14 has an input wheel 16 and at least one input gear 15.
    In particular and independently of the embodiment, FIG. 8 illustrates the possibility of driving an input wheel with a plurality of motors 5. Therefore, the rotational speed entry gearbox may for example comprise two gear wheels. input meshing with a gear wheel on a twin-engine aircraft.
    Independent of this aspect, when the power transmission system 10 is arranged on a helicopter, the reversible connection means 19 is connected to a first power transmission chain 35 to cause the rotation of the yaw movement control rotor 3.
    On the other hand, when the power transmission system 10 is arranged on a hybrid aircraft, the reversible connection means 19 is either unused or used for driving at least one accessory module.
    In addition, the power transmission system 10 then comprises an additional pinion 40 per side rotor 4 to be driven. Each additional gear is engaged on the main wheel 20 and drives a side rotor by a second power transmission chain 41. The invention thus has the advantage of being able to drive two lateral rotors possibly using a single motor. 5 correctly sized. If two motors are used, only one mating wheel can be arranged, this mating wheel being represented by the input wheel.
    Moreover, FIG. 9 explains the method of dimensioning the transmission system according to the invention.
    Regardless of the future use of the power transmission system, the main wheel 20 and each main gear 18 are sized taking into consideration an additional gear 40 which is optional.
    Each connecting shaft 17 extending along a transverse axis AX2 acting as an axis of symmetry of the main pinion. Similarly, the main wheel 20 has an axis in elevation AX1 of symmetry. Finally, each additional gear is to be arranged along an axis of rotation AX3. The axis in elevation AX1 as well as each transverse axis AX2 and each axis of rotation AX3 are concurrent at a point 200.
    In addition, each transverse axis AX2 is separated from the axis in elevation AX1 by an angle called "first angulation β1". When several main gears 18 are arranged, the main gears 18 have the same first angulation β1.
    Similarly, the axis in elevation AX1 is separated from the axis of rotation AX3 by an angle called "second angulation β2". When several additional pinions 40 are arranged, the additional pinions 40 have the same second angulation β2.
    In addition, the main wheel 20 has a number of teeth called "first number of teeth Z1", each main gear 18 having a number of teeth called "second number of teeth Z2", the additional gear 40 having a number of teeth said " third number of teeth Z3 ".
    The teeth of the main wheel 20 are for example arranged on a cone, each tooth of the main wheel 20 having an angle a1 with respect to the axis in elevation AX1. Similarly, the teeth of each main pinion 18 are for example arranged on a cone, each tooth of a main pinion having an angle α2 relative to the transverse axis AX2 about which the main pinion rotates. Finally, the teeth of each additional gear 40 are for example arranged on a cone, each tooth of an additional gear 40 having an angle a3 with respect to the axis of rotation AX3 about which the additional gear 40 rotates.
    During a determination step, the first number of teeth Z1 and the second number of teeth Z2 are determined according to: the first angulation β1 fixed by the manufacturer, a first rotation speed V1 set by the manufacturer to be reached by the main wheel 20, a second speed of rotation V2 to be reached by each main gear 18, the third number of teeth Z3, possibly a third speed of rotation V3 to be reached by the additional gear 40, and the second angulation β2 .
    For example, an operator begins by setting instructions to follow.
    Thus, an operator assigns a first angular value of setpoint β1 * to be respected at the first angulation β1. For example, the first angular value β1 * represents a range of values, such as 100 degrees plus or minus 1.5 degrees.
    Similarly, the operator assigns a second angular value β2 * setpoint to be respected at the second angulation β2. For example, the second angular value β2 * represents a single value, possibly equal to 96 degrees.
    In addition, the operator assigns a first set speed value V1 * to be respected by the main wheel 20. For example, the first set speed value V1 * is equal to 1200 revolutions per minute.
    Likewise, the operator assigns a second setpoint speed value V2 * to be met by each main gear, or a third setpoint speed value V3 * to be met by the additional gear. For example, the second value of the set rotation speed V 2 * imposes a speed range, for example a speed of at least 4500 revolutions per minute, and the third value of the reference rotation speed V 3 * imposes a speed of 6000 revolutions per minute plus or minus 200 revolutions per minute.
    When the instructions are set, the operator tests at least one combination of numbers of teeth.
    Thus, the operator assigns a first tooth value to the first number of teeth Z1, a second value of teeth to the second number of teeth Z2, a third value of teeth to the third number of teeth Z3. Using these data and applying usual calculation rules, the operator determines a so-called "resulting calculation value" value of the first angulation β1 by applying the first value of teeth, the second value of teeth and the third tooth value as a function of the second angular value β2 * set point.
    For example, the operator fixes the first number of teeth at 80, the second number of teeth at 21 and the third number of teeth at 17. For the second angulation β2 to be equal to 96 with the numbers of teeth chosen, the first Angulation β1 must reach a resulting computation value of 98.9 degrees. Therefore, the operator compares this resultant calculation value with the first setpoint angular value.
    This first reference angular value being equal in this example to 100 degrees plus or minus 1.5 degrees, the resulting calculation value reached is acceptable.
    In addition, the operator determines a so-called "first rotational speed" of rotation of each main gear, or even a rotation speed called "second rotational speed" of each additional gear according to the first speed value of rotation of setpoint and first tooth value, second tooth value and third tooth value.
    According to the previous example, the first rotational speed is then equal to 4571 revolutions per minute, the second speed of rotation being equal to 5647 revolutions per minute. The operator then compares the first rotational speed with the second set rotational speed value. Optionally, the operator compares the second rotational speed and the third set rotational speed value.
    According to the example used, the second value of the set rotation speed specifying a speed of at least 4500 revolutions per minute and the third value of the set rotation speed specifying a speed of 6000 revolutions per minute plus or minus 200 revolutions, the combination tested is not satisfactory. On the other hand, other combinations are satisfactory, such as a combination fixing the first number of teeth at 87, the second number of teeth at 23 and the third number of teeth at 17.
    Naturally, the present invention is subject to many variations as to its implementation. Although several embodiments have been described, it is well understood that it is not conceivable to exhaustively identify all the possible modes. It is of course conceivable to replace a means described by equivalent means without departing from the scope of the present invention.
    权利要求:
    Claims (18)
    [1" id="c-fr-0001]
    A power transmission system (10) for a rotorcraft (1), the power transmission system (10) being provided with at least one rotational speed input gear (14) rotating a gearbox rotational speed master (13), said main rotational speed reducer (13) being mechanically connected to a rotor mast (30) for rotating a main rotor (2) of said rotorcraft (1), said main rotor ( 2) participating at least partially in the lift of the rotorcraft (1), each rotational speed input gear (14) comprising at least one input pinion (15) meshing with an input wheel (16), each pinion inlet (15) being adapted to be driven by a motor (5), said main gearbox (13) comprising a main gear (18) by a rotational speed input gear (14), said gearbox rotation speed sensor (13) comprising a main yoke (20) intermeshed by each main gear (18), each main gear (18) being connected by a connecting shaft (17) to an input wheel, characterized in that at least one input wheel ( 16) is rotationally secured to a reversible connection means (19) for driving a first additional power transmission chain (35) connected to an additional rotor of said rotorcraft (1), said first additional power transmission chain (35) being an optional member that can not be mounted on said power transmission system (10).
    [2" id="c-fr-0002]
    2. Power transmission system according to claim 1, characterized in that said power transmission system (10) comprises at least one additional pinion (40) engaged on said main wheel (20) to drive a second chain of trancmiccinn lia milceanno arlHitir> nnP »llia Hp ^ tjne to A ΓΟΪΟΓ li U 1 I Sj II 1 IIVII> VN |> / UIWW Μ IIN / V WMV« IVIWIH * W1IW y «y». w w "! I / W W * "1 1 I V". V I annex of the rotorcraft.
    [3" id="c-fr-0003]
    3. Power transmission system according to any one of claims 1 to 2, characterized in that each connecting shaft (17) extending along a transverse axis (AX2) of symmetry, said main wheel (20) having a axis of elevation (AX1) symmetry, said transverse axis (AX2) having a first angulation (β1) with said axis in elevation (AX1), said main wheel (20) having a first number of teeth (Z 1), each pinion main gear (18) having a second number of teeth (Z2), the first number of teeth (Z1) and the second number of teeth (Z2) are a function of: - said first angulation (β 1), - a first gear of rotation (V1) to be reached by said main wheel (20), - a second rotational speed (V2) to be reached by each main gear (18), - a third number of teeth (Z3) of a additional gear (40) engageable with said main wheel (20) for en- providing a second additional power transmission chain (41) for a rotorcraft motion control rotor, said additional gear (40) being an optional member that can not be mounted on said power transmission system (10); a second angulation (β2) separating said axis in elevation (AX1) from an axis of rotation (AX3) of said additional gear (40).
    [4" id="c-fr-0004]
    4. power transmission system according to any one of claims 1 to 3, characterized in that said power transmission system comprises a secondary speed reducer (25) interposed between said main wheel and said rotor mast.
    [5" id="c-fr-0005]
    A power transmission system according to any one of claims 1 to 4, characterized in that said power transmission system (10) comprises a power transmission gearbox (50) provided with a housing (51), said rotational speed input gearbox (14) and said rotational speed gearbox (13) are arranged in said housing (51).
    [6" id="c-fr-0006]
    A power transmission system according to claim 5, characterized in that said power transmission system (10) having an additional gear (40) engaged with said main wheel (20) for driving a second power transmission chain additional amount (41) for a rotorcraft rotor control rotor, said pinion adds (40) is arranged in said housing (51).
    [7" id="c-fr-0007]
    7. power transmission system according to claim 6, characterized in that said additional gear (40) is integral with an output shaft (44) projecting outside the housing (51) to be able to drive said transmission chain additional power (41).
    [8" id="c-fr-0008]
    A power transmission system according to claim 7, characterized in that said power transmission system (10) comprises an accessory module (45) mechanically connected to said output shaft (44).
    [9" id="c-fr-0009]
    9. power transmission system according to any one of claims 1 to 8, characterized in that said power transmission system (10) comprises at least one power transmission input chain (65) connected to a pinion input signal (15), said power transmission input chain (65) being intended to be interposed between the input gear and a motor (5), said power transmission input chain comprising at least one member to be selected from a list comprising a freewheel (60), a rotational speed reducer (66), a rotational speed multiplier.
    [10" id="c-fr-0010]
    10. Power transmission system according to any one of claims 1 to 9, characterized in that said reversible connection means (19) of a rotational speed input reducer (14) comprises splines (191) integral in rotation with an input wheel (16)
    [11" id="c-fr-0011]
    11. Power transmission system according to any one of claims 1 to 9, characterized in that said reversible connection means (19) comprises screwing means (192) adapted to secure a first power transmission chain (35). ) to an input wheel (16).
    [12" id="c-fr-0012]
    12. Power transmission system according to any one of claims 1 to 11, characterized in that each additional first transmission chain (35) is intended to be connected to an additional rotor in the form of a lateral rotor (4). ) participating at least partially in the propulsion of the rotorcraft.
    [13" id="c-fr-0013]
    A power transmission system according to claim 12, characterized in that said power transmission system (10) having an optional additional gear (40) engaged with said main wheel (20) for driving a second transmission chain of additional power (41), said second additional transmission chain (41) is intended to be connected to an auxiliary rotor in the form of a rotor for controlling the yaw movement (35) of the rotorcraft.
    [14" id="c-fr-0014]
    14. Power transmission system according to any one of claims 1 to 11, characterized in that each additional first transmission chain (35) is intended to be connected to an additional rotor in the form of a control rotor. yaw movement (3) of the rotorcraft.
    [15" id="c-fr-0015]
    A power transmission system according to claim 12, characterized in that said power transmission system (10) having at least one additional gear (40) operatively engaged on said main wheel (20) for driving a second chain additional power transmission (41), said second additional transmission chain (41) is intended to be connected to an auxiliary rotor in the form of a lateral rotor (4) participating at least partially in the propulsion of the rotorcraft.
    [16" id="c-fr-0016]
    16. Giravion (1) provided with a rotor called "main rotor (2)" participating at least partially in the lift of the rotorcraft (1), said rotorcraft (1) comprising at least two engines (5) for setting in motion said main rotor (2), characterized in that said rotorcraft (1) comprises a power transmission system (10) according to any one of claims 1 to 15.
    [17" id="c-fr-0017]
    17. A method for dimensioning a power transmission system (10) according to any one of claims 1 to 15, characterized in that each connecting shaft (17) extending along a transverse axis (AX2) of symmetry, said main wheel (20) having an axis of elevation (AX1) of symmetry, said transverse axis (AX2) having a first angulation (β1) with said axis in elevation (AX1), said main wheel (20) having a first number of teeth (Z1), each main gear (18) having a second number of teeth (Z2), said method comprises a determining step during which the first number of teeth (Z1) and the second number of teeth (Z2) are determined according to - of said first angulation (β1), - of a first speed of rotation (V1) to be reached by said main wheel (20), - of a second speed of rotation (V2) to be reached by each main gear (18). ), - a third name tooth reel (Z3) for an additional gear (40) engageable with said main wheel (20) for driving an additional power transmission chain (41) for a yaw control rotor (3). ) a helicopter, said additional gear (40) being an optional member that can not be mounted on said power transmission system (10), - a second angulation (β2) separating said elevational axis (AX1) from an axis of rotation (AX3) of said additional gear (40).
    [18" id="c-fr-0018]
    18. The method as claimed in claim 17, characterized in that said method comprises the following steps: assignment of a first setpoint angular value to be respected by said first angulation, and a second setpoint angular value to be respected by said second angular value. angulation, - allocation of a first set speed value to be respected at said main wheel, and a second set speed value to be respected for each main gear (18) - assignment of a first value of teeth to the first number of teeth, - assignment of a second value of teeth to the second number of teeth, - assignment of a third value of teeth to the third number of teeth - determination of a value called "resulting calculation value" applying the first value of teeth, the second value of teeth and the third value of teeth according to the second angular value of igne, and - comparison of said resultant calculation value with the first setpoint angular value, - determination of a first rotational speed of each main gear (18) as a function of the first setpoint rotation speed value and said first tooth value, second tooth value and third tooth value, - comparison of said first rotation speed and the second desired rotation speed value,
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    同族专利:
    公开号 | 公开日
    US10618642B2|2020-04-14|
    FR3040977B1|2018-07-27|
    EP3144222A1|2017-03-22|
    US20170073066A1|2017-03-16|
    EP3144222B1|2019-07-24|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR2568541A1|1984-08-06|1986-02-07|Aerospatiale|MAIN TRANSMISSION BOX FOR HELICOPTER BIMOTEUR|
    US6042499A|1995-01-27|2000-03-28|Advanced Technology Institute Of Commuter-Helicopter, Ltd.|Power transmission device for helicopter|
    US20060269414A1|2005-05-31|2006-11-30|Sikorsky Aircraft Corporation|Variable speed transmission for a rotary wing aircraft|
    FR2964948A1|2010-09-16|2012-03-23|Eurocopter France|ROTARY VESSEL AIRCRAFT WITH A PROPULSIVE MEANS AND METHOD APPLIED THERETO|EP3659922A1|2018-11-29|2020-06-03|Airbus Helicopters|An aircraft of a modular type, and a method of preparing such an aircraft for a specific mission|US2911851A|1953-12-14|1959-11-10|United Aireraft Corp|Planetary transmission|FR3055883B1|2016-09-09|2019-03-29|Airbus Helicopters|MECHANICAL SYSTEM FOR TRANSMITTING A MOVEMENT AND AIRCRAFT EQUIPPED WITH A CORRESPONDING SYSTEM|
    US11104430B2|2019-09-27|2021-08-31|Textron Innovations Inc.|Multimode powertrains for multi engine rotorcraft|
    法律状态:
    2016-09-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-03-17| PLSC| Search report ready|Effective date: 20170317 |
    2017-09-28| PLFP| Fee payment|Year of fee payment: 3 |
    2018-09-24| PLFP| Fee payment|Year of fee payment: 4 |
    2019-09-25| PLFP| Fee payment|Year of fee payment: 5 |
    2021-06-11| ST| Notification of lapse|Effective date: 20210506 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1501920|2015-09-16|
    FR1501920A|FR3040977B1|2015-09-16|2015-09-16|POWER TRANSMISSION SYSTEM AND AIRCRAFT HAVING A ROTATING CAR|FR1501920A| FR3040977B1|2015-09-16|2015-09-16|POWER TRANSMISSION SYSTEM AND AIRCRAFT HAVING A ROTATING CAR|
    EP16184647.2A| EP3144222B1|2015-09-16|2016-08-18|Power transmission system and rotary-wing aircraft|
    US15/265,018| US10618642B2|2015-09-16|2016-09-14|Power transmission system and an aircraft having a rotary wing|
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