• 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 dome (20) for a rotor (14) of a rotorcraft (10), said dome (20) comprising a cap (25) extending radially from an axis of rotation in elevation (100) to a periphery (27) and in 360-degree azimuth, said cap (25) extending in thickness between an inner face (31) intended to be opposite a hub (18) of said rotor (14) and a face exterior (32) overhanging said inner face (31), said periphery (27) being crenellated to define a succession of crenellations (28) and cells (29), each cell (29) allowing the flapping movement of a blade (19) of said rotor (14).
    公开号:FR3041605A1
    申请号:FR1502003
    申请日:2015-09-28
    公开日:2017-03-31
    发明作者:David Alfano；Damien Desvigne；Raphael Fukari
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    Dome rotor, rotor and qiravion
    The present invention relates to a dome of a lift rotor of a rotorcraft, and a rotor and a rotorcraft provided with such a dome.
    A rotorcraft conventionally comprises a cell extending from a nose to a tail boom. In general, such a tail boom may further comprise rear stabilizing aerodynamic surfaces such as for example a fin and empennages.
    The cell may carry at least one rotor ensuring at least partially lift or propulsion of the rotorcraft. Such a rotor is called "lift rotor" later, and sometimes "main rotor" by the skilled person.
    In addition, the tail boom may comprise rear stabilizing surfaces, in particular a drift possibly carrying a rotor for controlling the yaw movement of the rotorcraft and generating a lateral thrust force making it possible to compensate for the reaction torque created by the mechanical drive of the rotorcraft. main rotor. Therefore, this rotor is sometimes called "rear rotor" given its position within the rotorcraft or "anti-torque rotor" given its stabilizing function.
    The cell further comprises hoods arranged under the main rotor. These covers may be movable hoods allowing access to a power plant for example. Such covers are classically called "engine hoods".
    During a flight of translation of the rotorcraft, the air flows along this rotorcraft. The aerodynamic flow of air downstream of the lift rotor and hoods of the cell is generally disturbed. These disturbances can then impact the rear stabilizing surfaces as well as the tail boom of the rotorcraft.
    This disturbed aerodynamic flow is usually referred to as "wake". Indeed, the wake of an object designates the fluid zone located downstream of the object, and which has a modification of its state with respect to the flow at infinity. The impact of the disturbances generated by a lift rotor or by the engine hoods on the stabilizing aerodynamic surfaces of a rotorcraft possibly generates aerodynamic excitation of one or more modes of vibration of the tail boom, this excitation being commonly referred to as tail-shake in aeronautical technology. This excitation has many disadvantages, in particular: - for the comfort of the crew and passengers, - for the fatigue of parts and equipment, and - for the operation of some systems of the rotorcraft.
    In addition, a detachment of the air flow on the cell may occur downstream of a lift rotor, in particular downstream of motor hoods. This separation tends to generate vortices and consequently to increase the intensity of the aerodynamic excitations on the stabilizing aerodynamic surfaces, as well as to enrich the frequency signature of these excitations.
    To reduce these excitations, a dome can be arranged on the head of the lift rotor as described in particular by US 3 181 815.
    Thus, a cupola generally has the shape of a substantially ellipsoidal crown of revolution.
    In addition, cells are formed in a peripheral ring of the cupola in particular not to impede the movements in steps, flapping and drag blade. Therefore, a dome may comprise an ellipsoidal crown of revolution provided with a cell by blade of the rotor.
    During a flight in translation, this dome deflects the air flow downstream of the lift rotor downward. This flow of air is then mainly diverted towards the hoods and the tail boom, and no longer towards the empennage and the drift of the rotorcraft. The tail-shake effect is then reduced.
    As a result, a dome tends to deflect downward aerodynamic flow of air downstream of a lift rotor.
    In addition, the dome tends to limit the detachment of an aerodynamic flow of air downstream of the engine hoods.
    However, these cupolas are not always optimized.
    Indeed, a dome is generally dimensioned to lower down an aerodynamic flow of air, and minimize said detachment of aerodynamic flow of air downstream of the lift rotor equipped with this dome. This dimensioning in lift tends to determine the diameter of the dome. Consequently, the dome leaves no means of action on the frequency signature of the aerodynamic flows of air generated, nor on the forces undergone by the dome. A manufacturer can not act on a dome shaped to solve problems of interaction between the aerodynamic flow of air and the dome.
    The present invention therefore aims to provide an alternative cupola to overcome the disadvantages mentioned above. The invention thus relates to a dome for a rotorcraft of a rotorcraft, said dome comprising a cap extending radially from an axis of rotation in elevation towards a periphery and in azimuth over 360 degrees, the cap extending in thickness between an inner face intended to be opposite a hub of the rotor and an outer face overhanging the inner face. Such a periphery is also crenellated to define a succession of crenellations and cells, each cell allowing the flapping movement of the corresponding blade of the rotor.
    This dome is remarkable in that the slots each have an aerodynamic profile at least in a sectional plane perpendicular to the axis of rotation in elevation, this aerodynamic profile having: a variable thickness measured between the inner face and the outer face, • an extrados formed by the outer face and a lower surface formed by the inner face, and • a rounded leading edge having a first radius of curvature and a rounded trailing edge having a second radius of curvature.
    In other words, the crenellations of the cap do not have any sharp edges. The upper and lower surfaces of the aerodynamic profile meet on both sides forming rounded curves. Furthermore, by the expression "rounded" leading edge or "rounded" trailing edge, two edges of the aerodynamic profile tangential to circles are designated, thus making it possible to affect a radius of curvature at each of the edges of the profile. aerodynamic crenellations of the dome. Such an arrangement also makes it possible to reduce the coefficient of aerodynamic drag and the wake of such a dome.
    Advantageously, the cutting plane can be positioned at mid-height of the cells.
    In this case, at least at the half-height of the cells, the slots each have an aerodynamic profile. The height of the cells is also defined as the distance measured along the axis of rotation in elevation between the highest point of the cell and the periphery of the cap.
    In practice, the crenellations of the cap may be identical to each other.
    Thus, the different profiles of each slot in different section planes perpendicular to the axis of rotation in elevation are identical to those of other slots in the same sectional planes perpendicular to the axis of rotation in elevation.
    In addition according to the invention, the first radius of curvature of the leading edge of the aerodynamic profiles of the crenellations may be equal to the second radius of curvature of the trailing edge of the aerodynamic profiles of the crenellations.
    In other words, the two rounded shapes joining the extrados and the intrados of the same profile have the same radius of curvature, or even in some cases, they can be identical.
    Moreover, many particular shapes can be envisaged for the overall aerodynamic profile of each slot of a cutting plane.
    Thus and according to a first example of profile, the aerodynamic profile of the slots can be elliptical.
    Such a profile of elliptical shape is symmetrical along two perpendicular axes, respectively called the major axis and minor axis of the ellipse, the major axis coinciding with the aerodynamic profile of the rope. In other words, in this case, the upper surface and the lower surface are symmetrical with respect to the aerodynamic profile rope.
    According to a second example of profile, the aerodynamic profile of the crenellations can be asymmetrical.
    In this case, such a profile does not have axis axial symmetry. The upper and lower surfaces describe curves that are distinct from each other.
    Advantageously, the aerodynamic profile of the crenellations may have a relative thickness of between 10 and 30%.
    In the aeronautical field, it is customary to designate, by the expression "relative thickness" of a profile, the ratio between the maximum thickness of the profile, that is to say the maximum distance separating the extrados and the intrados, and the chord of the profile defined as the distance between the leading edge and the trailing edge of the profile.This relative thickness of between 10 and 30% thus corresponds to thick profiles.
    In practice, in the plane of section perpendicular to the axis of rotation in elevation, the rope of the aerodynamic profile of the crenellations, can be inclined at an angle with respect to the tangent to the periphery, the angle a being between -30 ° and + 30 °.
    In other words, when the angle a, also called wedging angle, is zero, the chord of the aerodynamic profiles is then parallel to the tangent to the periphery. Moreover, when the angle a is non-zero, it can vary from one slot profile to another in the same section plane or even in the same slot between different section planes defining different profiles of the same slot. .
    According to a first cap variant, the slots may each comprise a lower planar face arranged at the periphery, this flat face being oriented perpendicular to the axis of rotation in elevation.
    Advantageously, these lower planar faces of the different crenellations may also be coplanar with each other to define a lower plane of the cap connecting the inner and outer faces of this first cap variant.
    According to a second variant of the cap, the slots may each comprise a lower convex face arranged at the periphery.
    Thus, these curved faces can define toroidal portions connecting the inner and outer faces of this second cap variant.
    In addition to a dome, the invention is directed to a rotorcraft rotor having a hub carrying a plurality of blades. This rotor then comprises a dome of the type described above.
    In addition, the invention is directed to a rotorcraft comprising at least one rotor of this type. The invention and its advantages will appear in more detail in the context of the following description with examples given by way of illustration with reference to the appended figures which represent: FIG. 1, a side view of a rotorcraft according to FIG. state of the art without a cupola, - Figure 2, a side view of a rotorcraft according to the invention, - Figure 3, a perspective view of a dome according to the state of the prior art, FIG. 4 is a perspective view of a dome according to a first embodiment comprising elliptical aerodynamic profiles oriented with a zero-pitch angle, FIGS. 5 and 6, views from below of the dome of FIG. 4, - Figures 7 and 8, views from below of a dome according to a second embodiment having elliptical aerodynamic profiles oriented with a nonzero wedging angle, - Figure 9, a bottom view of a aerodynamic profile 5 and 11, side views of two variants of caps, according to the invention, - Figures 12 and 13, sectional views representative of a third and a fourth embodiments. of cupolas according to the invention, and - Figure 14, a side view according to a fifth embodiment of a dome according to the invention.
    The elements present in several separate figures are assigned a single reference.
    The elements present in several separate figures are assigned a single reference.
    It will be noted that three orthogonal directions X, Y and Z are shown in the figures and are fixed relative to the rotorcraft to define a specific reference to the rotorcraft.
    The X direction is said longitudinal and extends from the nose to the tail boom of the rotorcraft. Another direction Y is said transverse. Finally, a third direction Z is elevation and is substantially vertical when the rotorcraft is placed on a horizontal support.
    Figure 1 shows a rotorcraft of the state of the art illustrating the problem of the invention.
    The rotorcraft 1 is conventionally equipped with a cell extending from a nose to a tail boom 3. The tail boom 3 may carry a fin, tail units or a rear rotor.
    The cell carries at least one main rotor 4 at least partially ensuring the lift or propulsion of the rotorcraft.
    The wake 5, generated by the upper parts of the rotorcraft and in particular by the air flow produced by the rotor 4, is capable of impacting the tail boom of the aircraft, and in particular the drift and empennages.
    In addition, a detachment of this wake 5 tends to occur at a detachment zone 7 of the cell located near engine hoods 6.
    Figure 2 shows a rotorcraft 10 according to the invention.
    The rotorcraft 10 is provided with a cell 8 extending from a nose to a tail boom 13. The cell 8 carries at least one main rotor 14 at least partially ensuring the lift or even the propulsion of the rotorcraft. The rotor 14 then comprises a hub 18 carrying a plurality of blades 19.
    In addition, the rotor 14 comprises a dome 20 according to the invention.
    The dome 20 is thus provided with a cap 25, for example spherical. This cap 25 is for example fixed to the hub 18 to be integral in rotation with the main rotor 14.
    This cap 25 extends radially from an axis of rotation in elevation 100 to a periphery 27. Thus, when the cap 25 is integral in rotation with the main rotor 14, the axis of rotation in elevation 100 is then merged with the axis of rotation of the main rotor 14 and is close to the elevation direction Z.
    The cap 25 further extends in azimuth 360 degrees. The cap 25 extends in elevation along its thickness an inner face 31 facing the hub 18 to an outer face 32. The center of each face is then arranged on the axis of rotation in elevation 100.
    In addition, the cap 25 has a crenellated shape defining a succession of crenellations 28 and cells 29, each cell 29 allowing the movements of flapping, drag or not of a blade 19 of the rotor 14.
    The wake 5 generated by the upper parts of the rotorcraft is then deflected downwards by the dome 20.
    During the rotation of the cap 25, an incident air flow 300 successively impacts a solid surface of a slot 28 and an opening of a cell 29. The incident air flow 300 can then directly impact the outer face 32 of the cap 25 at a crenel 28 or pass through a cell 29 and inside the cap 25 before coming to impact the inner face 31 of the cap 25 at a slot 28 for example . The expression "air flow impacting a cell" or by an equivalent expression means that the flow of air is directed towards a cell, and penetrates into the opening formed by the cell. Conversely, the flow of air impacts, outside the cells, the solid surface of the inner face and / or the outer face of a slot.
    As shown in FIG. 3, the cupola 200 of the prior art also comprises a cap 225 having a crenellated shape with a succession of crenellations 202 and cells 201 allowing the flapping movement of the blades 19 of the rotor 14.
    However, in this case, the slots 202 each comprise a constant thickness in a cutting plane perpendicular to the axis of rotation in elevation 100. There are then sharp edges 203, 204 at the intersections between on the one hand cutouts cylindrical or conical for forming the cells 201 and secondly the inner and outer faces of the cap 225.
    This particular shape of the slots 202 is then not optimal for limiting the coefficient of aerodynamic drag and the wake of such a dome 200. Indeed, at least at the sharp edges 203, 204 there are phenomena of intense detachments. air flow which increases the aerodynamic drag coefficient and the wake of the dome 200.
    As shown in FIG. 4 and according to a first embodiment, the cupola 20 comprises a cap 25 provided with crenellations 28 with an aerodynamic profile shape 26 at least in a plane P perpendicular to the axis of rotation in elevation 100. such plane P is advantageously arranged at mid-height of the cells 29.
    In practice, the aerodynamic profile 26 of the crenellations 28 is qualified as a thick profile because it has a relative thickness of between 10 and 30%.
    The particular shape of the crenellations 28 and the cells 29 then makes it possible to generate a pulsed wake that interacts with the wake generated by the cap 25. The overall wake generated by the dome 20 potentially leads to a reduction in the overall intensity of the dynamic behavior of the wake 5 and tends to at least limit the detachment of the wake 5 in the separation zone 17 located near engine hoods 16.
    As shown in FIG. 5, such a profile 26 of the slot 28 has a variable thickness with an extrados 42 formed by the outer face 32 of the cap 25 and a lower surface 41 formed by the inner face 31 of the cap 25. The profile 26 further comprises a rounded leading edge 43 and a trailing edge 44 also rounded.
    As shown, the leading edge 43 and the trailing edge 44 may have the same radius of curvature. Furthermore, the general shape of the profile 26 may have different shapes. Thus, as represented in FIGS. 4 to 8 according to a first example of a profile of the crenellations, the aerodynamic profile may be an ellipse comprising a major axis coinciding with the rope of the aerodynamic profile. In this case, the leading edge 43 and the trailing edge 44 are symmetrical with respect to the minor axis of the ellipse.
    As shown in FIG. 6, the rope C of the profile 26 is defined as being the straight line passing through the leading edge 43 and the trailing edge 44. As illustrated in FIGS. 4 to 6 according to the first embodiment, a such rope C may be oriented parallel to a tangent T at a circumference 47 formed by the intersection between the outer face 32 and the cutting plane P.
    According to this first embodiment, the wedging angle α between these two directions is therefore zero, but according to other embodiments, such an angle α can also be between -30 ° and + 30 °.
    Thus according to a second embodiment as shown in Figures 7 and 8, the wedging angle of a profile 46 may for example be equal to + 15 °. As shown in FIG. 7, the cupola 40 then comprises a crenellated cap 45 defining a succession of crenellations 48 and cells 49. The different profiles 46 of the crenellations 48 can then advantageously have the same angle of registration a.
    As shown in FIG. 8, the angle of registration a is an angle oriented in an anti-trigonometric direction between a chord C of the profile 46 and a tangent T at the circumference 57.
    As represented in FIG. 9 according to a second example of profile, the aerodynamic profile 56 can be asymmetrical. In this case, the extrados 52 and the intrados 51 are not symmetrical with respect to the rope C.
    The profile 56 may nevertheless be of the biconvex type and may have axial symmetry with respect to a line D perpendicular to the chord C. In this case, the leading edge 53 and the trailing edge 54 are therefore symmetrical relative to one another. to the other.
    As shown in FIG. 10 and according to a first variant of cap 25, the crenellations 28 each comprise a lower planar face 23 arranged at the periphery 27 to join the inner face 31 with the outer face 32 at one end. The different flat faces 23 then make it possible to define a plane Q perpendicular to the axis of rotation in elevation 100.
    According to a second variant of the cap 35 as shown in FIG. 11, the periphery 37 can be defined by the free ends of the crenellations 38 having a convex face 33 to join the inner face 31 with the outer face 32 of the cap 35. L all of these curved faces 33 can then register in a concentric toroidal shape with the periphery 37.
    As shown in Figure 12 according to a third embodiment, the dome 60 may comprise a cap 65 secured to the rotor 64 and a plate 62 fixed relative to the frame of the rotorcraft. Only the cap 65 must then have a form of revolution so as not to disturb the flow of incident air during its rotation.
    The plate 62 can in turn have different shapes and is connected via a mast 61 to the chassis of the rotorcraft 10.
    As represented in FIG. 13 according to a fourth embodiment, the cupola 70 may also comprise overlapping zones 76 making it possible to form a labyrinth 77 between the cap 75 rotatable with the rotor and the plate 72 secured to the chassis of the rotorcraft . Such a labyrinth 77 then makes it possible to further optimize the aerodynamics of such a dome 70.
    As shown in Figure 14 according to a fifth embodiment, the dome 80 comprises a plate 82 whose shape is not revolution. Indeed, in the plane XZ defined by the directions X and Z, the shape of the plate 82 can be profiled being higher in a proximal zone 81 facing the front of the rotorcraft 10, being recalled that the plate 82 is integral and fixed relative to the rotorcraft chassis.
    This particular shape of the plate 82 then corresponds to its longitudinal profile. The transverse profile of the plate 82, that is to say its side view in the YZ plane, may itself be different from the longitudinal profile of the plate 82 and retain for example a substantially elliptical or circular shape.
    As for the other embodiments, the cap 85 has a crenellated shape provided with slots 88 having an aerodynamic profile. In contrast, unlike the plate 82, the cap 85 has a geometry of revolution about the axis of rotation in elevation 100.
    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 (12)
    [1" id="c-fr-0001]
    Dome (20, 30, 40, 60, 70, 80) for a rotor (14) of a rotorcraft (10), said dome (20, 30, 40, 60, 70, 80) comprising a cap ( 25, 35, 45, 65, 75, 85) extending radially from an axis of rotation in elevation (100) to a periphery (27, 37) and in azimuth over 360 degrees, said cap (25, 35, 45 , 65, 75, 85) extending in thickness between an inner face (31) intended to be opposite a hub (18) of said rotor (14) and an outer face (32) overhanging said inner face (31). ), said periphery (27, 37) being crenellated to define a succession of crenellations (28, 38, 48, 58, 88) and cells (29, 39, 49), each cell (29, 39, 49) allowing the flapping movement of a blade (19) of said rotor (14), characterized in that said crenellations (28, 38, 48, 58, 88) each have an airfoil (26, 46, 56) at least in one cutting plane P perpendicular to said rotation axis in elevation (100), an aerodynamic profile (26, 46, 56) having: • a variable thickness measured between said inner face (31) and said outer face (32), • an extrados (42, 52) formed by said outer face (32) as well as a lower surface (41, 51) formed by said inner face (31), and • a substantially rounded leading edge (43, 53) having a first radius of curvature and a trailing edge (44, 54) substantially rounded having a second radius of curvature.
    [2" id="c-fr-0002]
    2. Dome according to claim 1, characterized in that said cutting plane P is positioned at mid-height of said cells (29, 39, 49).
    [3" id="c-fr-0003]
    3. Dome according to any one of claims 1 to 2, characterized in that said crenellations (28, 38, 48, 58, 88) of said cap (25, 35, 45, 65, 75, 85) are identical between them.
    [4" id="c-fr-0004]
    4. Dome according to any one of claims 1 to 3, characterized in that the first radius of curvature of the leading edge (43, 53) of the aerodynamic profiles (26, 46, 56) of the crenellations (28, 38, 48, 58, 88) is equal to the second radius of curvature of the trailing edge (44, 54) of the airfoils (26, 46, 56) of the slots (28, 38, 48, 58, 88).
    [5" id="c-fr-0005]
    5. Dome according to any one of claims 1 to 4, characterized in that said aerodynamic profile (26, 46) of said crenellations (28, 38, 48, 88) is elliptical.
    [6" id="c-fr-0006]
    6. Dome according to any one of claims 1 to 4, characterized in that said aerodynamic profile (56) of said slots (58) is asymmetrical.
    [7" id="c-fr-0007]
    7. Dome according to any one of claims 1 to 6, characterized in that said aerodynamic profile (26, 46, 56) of said crenellations (28, 38, 48, 58, 88) has a relative thickness of between 10 and 30 %.
    [8" id="c-fr-0008]
    8. Coupole according to any one of claims 1 to 7, characterized in that, in said sectional plane P perpendicular to said axis of rotation in elevation (100), a rope C, defined as being the straight line connecting said edge of etching (43) and said trailing edge (44) of said airfoil (26,46) of said slots (28,48) is inclined at an angle α relative to a tangent T at a defined circumference (47,57). as the intersection between said outer face (32) and said cutting plane P, said angle a being between -30 ° and + 30 °.
    [9" id="c-fr-0009]
    9. Coupole according to any one of claims 1 to 8, characterized in that said slots (28, 48, 88) each comprise a lower planar face (23) arranged at said periphery (27), said planar face ( 23) being oriented perpendicular to said elevational axis of rotation (100).
    [10" id="c-fr-0010]
    10. Cupola according to any one of claims 1 to 8, characterized in that said slots (38) each comprise a curved bottom face (33) arranged at said periphery (37).
    [11" id="c-fr-0011]
    11. Rotorcraft rotor rotor (10) having a hub (18) carrying a plurality of blades (19), characterized in that said rotor (14) comprises a dome (20, 30, 40, 60, 70 , 80) according to any one of claims 1 to 10.
    [12" id="c-fr-0012]
    12. Giravion (10), characterized in that said rotorcraft (10) comprises at least one rotor (14) according to claim 11.
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    同族专利:
    公开号 | 公开日
    EP3147205B1|2017-12-13|
    FR3041605B1|2017-10-13|
    US10577092B2|2020-03-03|
    US20170088258A1|2017-03-30|
    EP3147205A1|2017-03-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE19944412A1|1999-09-16|2001-04-05|Eurocopter Deutschland|Hollow shaft as rotor mast of helicopter has device provided inside cavity of hollow shaft for detecting cracks in shaft and connected to analyzing and indicating unit|
    EP2727832A1|2012-10-31|2014-05-07|Eurocopter Deutschland GmbH|Rotor head of a rotary wing flying machine and method of manufacturing and assembling such a rotor head|
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    法律状态:
    2016-09-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-03-31| PLSC| Search report ready|Effective date: 20170331 |
    2017-09-28| PLFP| Fee payment|Year of fee payment: 3 |
    2018-09-24| PLFP| Fee payment|Year of fee payment: 4 |
    2020-10-16| ST| Notification of lapse|Effective date: 20200914 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1502003A|FR3041605B1|2015-09-28|2015-09-28|COUPOLE OF ROTOR, ROTOR AND GIRAVION|FR1502003A| FR3041605B1|2015-09-28|2015-09-28|COUPOLE OF ROTOR, ROTOR AND GIRAVION|
    EP16189487.8A| EP3147205B1|2015-09-28|2016-09-19|Rotor hub cap, rotor and rotorcraft|
    US15/278,185| US10577092B2|2015-09-28|2016-09-28|Rotor head, a rotor, and a rotorcraft|
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