• 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 an aircraft comprising a fuselage (1) having a fuselage (1), a thruster (7) at the rear end of the fuselage and at least two motors (3, 5) each driving a driving shaft (32, 52 ), the thruster comprising at least one propeller (71, 73) driven mechanically by the drive shafts (32, 52), characterized in that the propellant (7) comprises two propellers (71, 73), each of the propellers being driven by a propeller shaft (72, 74), the two propeller shafts being driven by the drive shafts (32, 52) through a first differential epicyclic gear train (40). More particularly, the input of the first differential gear train (40) is connected to the output of a second differential epicyclic gear train (60), the second differential gear train (60) comprising two inputs (61c2). , 62c2), each of said two inputs being mechanically connected to one of said motor shafts (32, 52).
    公开号:FR3041933A1
    申请号:FR1559450
    申请日:2015-10-05
    公开日:2017-04-07
    发明作者:Pierre-Alain Jean Philippe Reigner；Antoine Jean-Philippe Beaujard；Augustin Marc Michel Curlier
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    Aircraft with a propulsion unit comprising a pair of propellers at the rear of the fuselage
    Field of the invention
    The present invention relates to the aeronautical field in which the aircraft are propelled at least in part by a set of fan rotors arranged at the rear in the extension of the fuselage. Blower rotors are driven by engines such as turbojets.
    State of the art
    It has been proposed in the patent application FR-A1-2 997 681, a new aircraft architecture to reduce noise and fuel consumption of the aircraft by limiting aerodynamic drag.
    In such an architecture, an aircraft is propelled by a propulsion system with counter-rotating fans, integrated in the rear of the fuselage of the aircraft, in the extension thereof. The propulsion system comprises two gas generators which feed a power turbine having two counter-rotating rotors for driving two fan rotors, the blowers being arranged downstream of the gas generators. Gas generators are gas turbine engines incorporated in the fuselage with separate air intakes that each feed a gas generator. The diameter of the nacelle enveloping the fan rotors is, in this embodiment, substantially equal to that of the largest section of the fuselage of the aircraft. This nacelle integrates the power turbine.
    In such a solution, in case of failure of the part of the propulsion system composed of the counter-rotating turbine and the counter-rotating blowers, the maintenance of the ability to generate thrust may not be ensured. For example, in case of destruction of the vanes of the counter-rotating turbine, a total obstruction of the hot internal flow by the debris can occur. This would result in the total loss of thrust and a high pumping probability of the gas generators due to the sudden change in flow section.
    Moreover, the installation mode of the gas generators fully integrated into the fuselage assumes an arrangement of the air inlets to not feed the generators with the boundary layer developed on the aircraft fuselage; the latter having a speed substantially less than the flight speed, is detrimental to the thermal efficiency of the gas generators.
    Patent FR 1 339 141 discloses a propulsion device disposed rearward in the tip of the fuselage so as to absorb the boundary layer and comprising a helix disposed in a channel downstream of the fuselage tip, supplied with air on the along the fuselage and driven by turbojets attached to the fuselage at the rear. The drive is provided either by a mechanical transmission or by the gas flow from the engines.
    The object of the present invention is to provide a solution adapted to the type of aircraft and propeller architecture which has just been described, in which a pair of propellers is available so that the assembly operates optimally independently of the different flight conditions. In particular the problem posed concerns the drive of the pair of propellers by a set of engines likely to have variations in speeds and torques within a certain margin of operation.
    An object of the invention is also to supply the motors without ingestion of fuselage boundary layer or flow distortion, to maximize the thermal efficiency. It is also a question of maintaining the capacity to feed the thruster with the maximum air coming from the boundary layer in order to maximize the propulsive efficiency.
    The present invention also aims to maintain a thrust capacity in case of major failure of the propellant module.
    Presentation of the invention
    These objectives are achieved with an aircraft comprising a fuselage, a thruster at the rear end of the fuselage and at least two engines each driving a motor shaft, the thruster comprising at least one propeller driven mechanically by the motor shafts. According to the invention, the aircraft is characterized in that the thruster comprises two propellers, each of the propellers being driven by a propeller shaft, the two propeller shafts being driven by the motor shafts via a propeller shaft. a first differential epicyclic gear train.
    It should be noted that the two propellers are counter-rotating
    More particularly, the first differential epicyclic gear train comprises an input and two outputs, the input being mechanically connected to the two drive shafts and each of the two outputs driving a propeller shaft. And according to a preferred embodiment, the first differential epicyclic gear train comprises an input sun gear and an output gear crown and gate.
    According to another characteristic of the invention, the input of the first differential gear train is connected to the output of a second differential epicyclic gear train, the second differential gear train comprising two inputs, each of said two differential gear trains. inputs being mechanically connected to one of said motor shafts.
    Since the two motors drive the motor shafts at the same speed with the same torque, this system makes it possible to supply power from two sources with differences in speeds or torques supplied, potential but relatively low, to a single output shaft. This shaft is then linked to a differential train to distribute the torque on the two propellers.
    According to one embodiment, the axis of rotation of the input of the first differential epicyclic gear train is coaxial with the axis of rotation of the output of the second differential epicyclic gear train. Furthermore, the second differential epicyclic gear train comprises a coaxial satellite carrier and integral with the output of the second differential epicyclic gear train, the satellites of the satellite carrier meshing on two opposite rings, coaxial with the satellite carrier, the two rings each being driven by one of the motor shafts.
    More particularly, the satellites of the second differential epicyclic gear train are of radial axis with respect to the axis of rotation of the satellite carrier. Finally, the motor shafts are arranged radially with respect to the axis of rotation of the satellite carrier.
    Advantageously, the engines mounted on the fuselage of the aircraft are gas turbine engines including turbojet engines whose air intake sleeves are spaced from the fuselage. The spacing of the inlet ducts is intended in particular to avoid the ingestion of the boundary layer of the air flowing along the fuselage by the engines avoiding disturbances associated with them which are penalizing on the plane the thermal efficiency of the engine.
    The engines, as turbojet engines, are capable of propelling the aircraft in the event of a failure of the thruster. Indeed, turbojet engines can propel the aircraft independently of the thruster if necessary.
    Advantageously, the engines are single-flow turbojets and more particularly the turbojets are double-body.
    Presentation of the Figures The invention will be better understood, and other objects, details, features and advantages thereof will appear more clearly on reading the following detailed explanatory description of an embodiment of the invention. given by way of purely illustrative and non-limiting example, with reference to the appended schematic drawing. On these drawings:
    Figure 1 schematically shows the rear of the fuselage of an aircraft with the propulsion system according to the invention;
    FIG. 2 shows the detail of the mechanical transmission between the motor shafts and the two propulsion propellers of the aircraft;
    Figure 3 shows in more detail the structure of the second differential epicyclic gear train.
    Detailed description of an embodiment of the invention. The propulsion unit is mounted at the rear of the aircraft, of which the rear part of the fuselage 1 has not been shown. On this fuselage, the two engines 3 and 5 of gas are mounted by means of pylons suitably arranged but not shown. These two pylons are arranged so as to reserve sufficient space between the wall of the fuselage 1 and the air intake sleeve of each of the engines, 3 and 5, thus avoiding that the air of the boundary layer formed along the fuselage is directed to the air intake hoses. This air flows along the fuselage towards the rear.
    The engines are, in the example illustrated here, turbojets. They thus comprise a low pressure body formed of a rotor with a compressor 31; 51 and a turbine 39; 59, and a high pressure rotor formed of a compressor 33; 53 and a turbine 37; 57. The compressors feed a combustion chamber 35; 55 whose gases produced drive the high pressure and low pressure turbines successively. The gases are guided to the 3T and 5T exhaust channels immediately downstream of the turbines.
    The thruster comprises a doublet 7 of propellers formed of two coaxial and contra-rotating bladed rotors, 71 and 73, in the axis of the fuselage. The pair of counter-rotating propellers 7 rotates inside a fan casing 10 which is connected by arms 11 to the fuselage 1 and which defines a stream of air flow. Upstream of the casing 11, a space is provided between the leading edge and the fuselage to allow air supply of the doublet 7. In operation, the two propellers suck the air at the tip of the fuselage and the evacuates backwards by the nozzle that forms the envelope 10.
    The two propeller rotors 71 and 73 are integral with coaxial shafts 72 74 driven in rotation by the drive shafts 32 and 52 through a power transmission mechanism 15 represented by a simple block and described hereinafter. The motor shafts are arranged radially between the motors 3 and 5, to which they are connected by gearboxes with angle gear, and the power transmission block 15 of the shafts 32 and 35 to the shafts 72 and 74 of FIG. propeller drive.
    In FIG. 2, the two propellers 71 and 73 are seen with their respective shafts 72 and 74. The mechanical power transmission chain constituted by the block 15 between the two motor shafts 32 and 52 and the shafts 72 and 74 comprises a first differential epicyclic gear train 40 and a second differential epicyclic gear train 60.
    The first differential epicyclic gear train 40 comprises a central sun gear 40p, on which meshes 40s planet gears mesh. 40s satellite gears are mounted on a 40ps satellite door inside a 40c crown. The sun gear 40p, the 40ps satellite carrier and the crown are rotatably mounted inside a differential housing, not shown. They are also coaxial with the two concentric shafts 72 and 74. The ring is secured to the shaft 74 and the satellite door is integral with the shaft 72.
    The second differential epicyclic gear train 60 comprises, within a not shown fixed casing, a first movable wheel 61, a second mobile 62, a 60ps satellite carrier and 60s satellite gears. The 60ps satellite door is integral with a shaft 100 rotatably mounted inside the fuselage and which is also integral with the sun gear 40p of the first differential epicyclic gear train 40. It should be noted that the shafts 100, 72 and 74 are supported by appropriate bearings, not shown, in the fixed structure of the fuselage.
    The 60ps satellite carrier supports planet gears 60s whose axes are arranged in the same plane perpendicular to the shaft 100 and oriented radially relative to the shaft 100. The two mobile wheels are mounted via bearings in the housing 60f.
    The movable wheels 61 and 62 each comprise a first ring gear, 61c1 respectively 62c1, and a second ring gear 61c2 respectively 62c2. The first rings, 61c1 and 62c1, respectively, are of the same radius, arranged in two planes perpendicular to the axis of the shaft 100 of the satellite door while being opposite one another and axially distant from each other. the other to mesh with the 60s satellite gears. Here, the teeth of the gears are at 45 ° to the axis of the shaft of the satellite gate 100. The movable wheels 61 and 62 each carry a second ring gear, 61c2 and 62c2 respectively. The second ring gear 61c2 of the wheel 61 is of greater diameter than that of the first ring 61c1 and meshes with a pinion 32p of the radial drive shaft 32. The radial shaft 32 extends outwardly towards the engine and is rotated by him through a 90 ° angle gear. In the same way, the channel 62 comprises a second ring gear 62c2, here of radius substantially equal to that of the ring 61c2 of the wheel 61. The ring gear 62c2 meshes with a pinion 52p integral with the radial drive shaft 52. two radial shafts are not placed in the same plane perpendicular to the axis of the shaft 100. The rings 61c2 and 62c2 constitute the two inputs of the second differential epicyclic gear train 60. The radial drive shaft 52 is connected by a suitable angle gear to the drive shaft of the second motor. The pinions 32p and 52p with their respective shaft are supported by the fixed structure. They form the planetary gears of the differential system.
    The second differential epicyclic gear train 60 operates as follows: when the loads applied by the shafts 32 and 52 are the same, they rotate the planet carrier 60ps through its planet gears in rotation about its axis. 60s which remain fixed in their mark. If the forces applied by the motor shafts are no longer identical, the satellites are rotated about their axis.
    In all cases the combined power of two motors is applied to the shaft 100 which drives the sun gear 40p of the first differential epicyclic gear train 40. The latter ensures at output the distribution of the load between the two propellers 71 and 73.
    When a failure occurs on the thruster, it is possible with the arrangement of the invention to ensure the propulsion of the aircraft directly by the gases from the engines 3 and 5. Thus the continuity of the propulsion is ensured .
    权利要求:
    Claims (10)
    [1" id="c-fr-0001]
    1. Aircraft comprising a fuselage (1), a thruster (7) at the rear end of the fuselage and at least two engines (3, 5) each driving a driving shaft (32, 52), the thruster comprising at least one propeller (71 73) driven mechanically by the driving shafts (32, 52), characterized in that the thruster (7) comprises two propellers (71, 73), each of the propellers being driven by a propeller shaft (72, 74). the two propeller shafts being driven by the drive shafts (32, 52) through a first differential epicyclic gear train (40).
    [2" id="c-fr-0002]
    2. An aircraft according to claim 1 wherein the first differential epicyclic gear train (40) comprises an inlet (40p) and two outlets (40ps, 40c) the inlet being mechanically connected to the two motor shafts and each of the two outputs causing a propeller shaft.
    [3" id="c-fr-0003]
    3. An aircraft according to claim 2 wherein the first differential epicyclic gear train (40) comprises a sun gear (40p) input and a ring gear (40c) and a satellite carrier (40ps) outputs.
    [4" id="c-fr-0004]
    4. Aircraft according to one of claims 1 to 3, the input of the first gear differential (40) is connected to the output of a second differential epicyclic gear train (60), the second train of differential gear (60) comprising two inputs (61, 62), each of said two inputs being mechanically connected to one of said motor shafts (32, 52).
    [5" id="c-fr-0005]
    5. Aircraft according to the preceding claim, the axis of rotation of the input (40p) of the first differential epicyclic gear train (40) is coaxial with the axis of rotation of the output (60ps) of the second train of differential epicyclic gears (60).
    [6" id="c-fr-0006]
    6. Aircraft according to one of claims 4 and 5, the second differential epicyclic gear train (60) comprises a satellite carrier (60ps) forming the output of the second differential epicyclic gear train (60), the satellites (60s). of the satellite carrier meshing on two opposite rings (61c1, 62c1), coaxial with the satellite carrier, the two rings (61c1, 62c1) being each driven by one of the motor shafts (32, 52).
    [7" id="c-fr-0007]
    7. Aircraft according to the preceding claim wherein the satellites (60s) of the second differential epicyclic gear train are of radial axis of rotation relative to the axis of rotation of the satellite carrier (60ps).
    [8" id="c-fr-0008]
    8. Aircraft according to one of claims 4 to 7, the drive shafts (32, 52) are arranged radially relative to the axis of rotation of the satellite carrier.
    [9" id="c-fr-0009]
    9. Aircraft according to one of the preceding claims wherein the engines (3, 5) are gas turbine engines including turbojets whose air inlet sleeves are spaced from the fuselage.
    [10" id="c-fr-0010]
    10. Aircraft according to claim 9 whose engines are capable of propelling the aircraft in case of failure of the thruster (7).
    类似技术:
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    同族专利:
    公开号 | 公开日
    GB201805438D0|2018-05-16|
    FR3041933B1|2018-07-13|
    GB2557817B|2021-04-21|
    US20180281979A1|2018-10-04|
    GB2557817A|2018-06-27|
    WO2017060584A1|2017-04-13|
    US10351252B2|2019-07-16|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    FR1339141A|1962-11-06|1963-10-04|Messerschmitt Ag|Arrangement of jet thrusters at the end of the fuselage of an airplane|
    EP0272822A1|1986-12-03|1988-06-29|Short Brothers Plc|Aircraft propulsion|
    FR2609136A1|1986-12-31|1988-07-01|Camara Alpha|TORQUE EQUALIZER FOR CONTRAROTATIVE TREES|
    US5090869A|1989-05-17|1992-02-25|Rolls-Royce Plc|Variable pitch propeller module for an aero gas turbine engine powerplant|
    FR2955085A1|2010-01-08|2011-07-15|Snecma|SYSTEM FOR CONTRAROTATIVE PROPELLERS FOR AIRCRAFT TURBOMACHINE|
    US20120128487A1|2010-11-24|2012-05-24|David John Howard Eames|Remote shaft driven open rotor propulsion system with electrical power generation|
    EP2557033A2|2011-08-12|2013-02-13|Hamilton Sundstrand Corporation|Modular counter rotating propeller system|
    FR2997681A1|2012-11-08|2014-05-09|Snecma|PLANE PROPELLED BY A TURBOREACTOR WITH CONTRAROTATIVE BLOWERS|
    WO2015134081A2|2013-12-13|2015-09-11|United Technologies Corporation|Transverse-mounted power turbine drive system|FR3090578A1|2018-12-24|2020-06-26|Airbus Operations|BLI propulsion system with three rear thrusters|
    FR3107698A1|2020-02-28|2021-09-03|Airbus Operations|Aircraft propulsion system combining two open rotor propulsion units and one BLI propulsion unit|US2120821A|1935-08-01|1938-06-14|Waseige Charles|Propelling device for aeroplanes|
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    US4587866A|1981-09-21|1986-05-13|The Garrett Corporation|Constant speed drive system and planetary gear drive therefor|
    WO2011127389A2|2010-04-08|2011-10-13|The Regents Of The University Of Colorado|Hybrid transmission using planetary gearset for multiple sources of torque for marine, two wheel land, or aeronautical vehicles|
    DE102011078671B4|2011-07-05|2015-04-02|Siemens Aktiengesellschaft|Electric machine with two axial fans|US20170057649A1|2015-08-27|2017-03-02|Edward C. Rice|Integrated aircraft propulsion system|
    US10526069B1|2016-09-08|2020-01-07|Northrop Grumman Systems Corporation|Collapsible large diameter propeller for quiet aircraft|
    US10737797B2|2017-07-21|2020-08-11|General Electric Company|Vertical takeoff and landing aircraft|
    US11193425B2|2019-06-19|2021-12-07|Raytheon Technologies Corporation|Gearbox for boost spool turbine engine|
    DE102020207003A1|2020-06-04|2021-12-09|Robert Bosch Gesellschaft mit beschränkter Haftung|Rotor assembly for a missile and missile|
    法律状态:
    2016-10-05| PLFP| Fee payment|Year of fee payment: 2 |
    2017-04-07| PLSC| Search report ready|Effective date: 20170407 |
    2017-09-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-09-14| CD| Change of name or company name|Owner name: SAFRAN AIRCRAFT ENGINES, FR Effective date: 20180809 |
    2018-09-19| PLFP| Fee payment|Year of fee payment: 4 |
    2019-09-19| PLFP| Fee payment|Year of fee payment: 5 |
    2020-09-17| PLFP| Fee payment|Year of fee payment: 6 |
    2021-09-22| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1559450A|FR3041933B1|2015-10-05|2015-10-05|AIRCRAFT WITH A PROPULSIVE ASSEMBLY COMPRISING A PROPELLER DOUBLET ON THE REAR OF THE FUSELAGE|
    FR1559450|2015-10-05|FR1559450A| FR3041933B1|2015-10-05|2015-10-05|AIRCRAFT WITH A PROPULSIVE ASSEMBLY COMPRISING A PROPELLER DOUBLET ON THE REAR OF THE FUSELAGE|
    PCT/FR2016/052441| WO2017060584A1|2015-10-05|2016-09-26|Aircraft comprising a propulsion assembly including a pair of propellers at the rear of the fuselage|
    US15/764,302| US10351252B2|2015-10-05|2016-09-26|Aircraft comprising a propulsion assembly including a pair of propellers at the rear of the fuselage|
    GB1805438.7A| GB2557817B|2015-10-05|2016-09-26|Aircraft having a propulsion assembly comprising a pair of propellers at the rear of the fuselage|
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