• 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, a wing (1) lateral levitation and a set of propulsion (100) mounted under the wing, the wing having at least two structural side members (1lba, 1lbf) extending from the fuselage towards the end of the wing, one (1lba) being upstream the other (1lbf) being downstream, and the propulsion assembly comprising a gas generator (106) and at least two blowers (102, 104) offset disposed on either side of the axis of the gas generator. The aircraft is characterized in that the remote blowers (102, 104) are attached directly to one of said spars (11b, lbf) and the gas generator (106) is attached to both spars. In particular the leading edge of the wing forming an angle arrow (alpha) given with the axis of the fuselage, the two blowers (102, 104) offset are axially offset relative to each other.
    公开号:FR3042010A1
    申请号:FR1559454
    申请日:2015-10-05
    公开日:2017-04-07
    发明作者:Bruno Albert Beutin；Nicolas Maurice Herve Aussedat；Nicolas Alain Bader；Philippe Gerard Chanez；Gilles Alain Charier；Mathieu Lallia；Lionel Jean Leon Lefranc；Kevin Morgane Lemarchand；Herve Jean Albert Mouton；Nicolas Joseph Sirvin；Ludovic Michael Laurent Toupet；Christian Sylvain Vessot；Nathalie Nowakowski
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    Aircraft with a propulsion unit with multiple blowers fixed under wing Field of the invention
    The present invention relates to the aeronautical field and is an aircraft equipped with at least one propulsion unit formed of a gas generator and at least two blowers, the propulsion assembly being fixed under the wing of the aircraft .
    STATE OF THE ART The natural evolution of multiflux turbofan engines having a blower, in particular upstream, is to reduce the specific thrust by increasing the dilution ratio, which is the ratio of the secondary flow to the primary flow. In the case of conventional double-body and dual-flow engines with a turbine directly connected to the fan, the increases in the dilution ratio are limited in particular by the difficulty of reconciling the necessary slowing down of the speed of rotation of the fan with the impact such a slowdown on the load increase and degradation of performance of the low pressure turbine. Types of architectures known as GTF which is the acronym for "geared turbofans" such as UHBR, "ultra high bypass ratio" in which the fan rotor is driven via a speed reducer, respond partially to this goal by optimizing the efficiency of the turbine while allowing a moderate fan speed.
    However, irrespective of this objective of optimizing the yields of components internal to the turbomachine, further increase the dilution ratio on such engines hung under wing would be constrained by the minimal ground clearance to be respected- the dilution ratio being related to the diameter fan.
    In addition, ever higher fan diameters, leading to increasingly lower rotational speeds, would complicate the power transmission architecture - because of the increase in the reduction ratio of the gearbox - and would have an impact on the masses of the engine not insignificant.
    A solution consisting in using a motor with several remote blowers in an assembly of the propulsion unit under wing would increase the dilution rate while maintaining a ground clearance suitable for the aircraft. Figure 1 shows the conventional assembly of such a propulsion assembly.
    However, the architectures of this type of propulsion set contain a number of constraints on drag, mass and ground clearance that must be solved:
    With a propulsion unit consisting of two blowers offset on either side of the gas generator, the whole positioned under wing upstream of the latter tends to amplify the phenomena of drag induced by the nacelle. The consequence is a degradation of the engine performance.
    The conventional arrangement of the propulsion unit under wing, upstream thereof, involves a means of suspension to resume the efforts of this propulsion unit to the wing. A conventional pylon is then used. It is positioned between the two blowers. Positioning the center of gravity backward in relation to a conventional propulsion assembly generates a large impact on the pylon mass and prevents optimization in performance of the engine assembly. In addition, this pylon must not undergo opposing forces from the two blowers, for example when one of the two reverse thrust mechanisms is down; this therefore constrains the entire architecture whose reliability remains impacted.
    If we take into account the opening of the bitter flaps to the trailing edge of the wing, positioning the gas generator in the upper part presents a risk of aerodynamic disturbance. In order to solve this problem, the gas generator is arranged sufficiently low, with the blowers at the bottom, which has an impact on the ground clearance of the aircraft.
    The mass of the pylon and the drag nacelle being strong constraints on these concepts, it is necessary to consider alternative solutions more integrated within the wing.
    A known solution of the prior art is to further integrate the propulsion unit in the wing. On the other hand, it is necessary to pay attention to the phenomenon of aerodynamic perturbation between the wing and the nacelle when the two deported blowers are in a common plane.
    Sweeping wing geometry is common on airliners. This arrow, about 30 °, in the case of blowers positioned in the same plane, prevents a fair distribution of the flow between the inner and outer blowers. Indeed, the indoor blower is hidden when it is decided to position an IPPS completely under wing. The object of the invention is to remedy these problems.
    The intended purpose is achieved with an aircraft having a fuselage, a side wing and a propulsion unit mounted under the wing, the wing having at least two structural side members extending from the fuselage towards the wing. end of the wing, one being upstream the other being downstream, and the propulsion assembly comprising a gas generator and at least two remote blowers disposed on either side of the axis of the gas generator.
    This aircraft is, according to the invention, characterized in that the remote blowers are attached directly to one of the longitudinal members and the gas generator is attached to the two longitudinal members.
    By this characteristic, it solves the problem of the distribution of masses in the axial direction and avoids the use of a pylon may generate aerodynamic forces during maneuvers, which are sources of instability
    More particularly, the remote blowers are attached to the upstream spar.
    According to another characteristic, the leading edge of the wing forming an arrow of given angle with the axis of the fuselage, the two remote blowers are offset axially relative to each other and more particularly, the air intake veins of the two remote blowers are below and near the leading edge of the wing.
    Insofar as the leading edge forms a not insignificant angle with respect to the perpendicular to the axis of the fuselage, it appears that the arrangement of the propulsion assembly in its conventional form where the inner remote blower, located on the side The fuselage is likely to generate aerodynamic disturbances affecting the efficiency of the fan. By bringing the inlet of the blowers closer to the leading edge, disturbances are avoided.
    According to another characteristic, the axis of the gas generator is located at a higher level than the axes of the two remote blowers.
    According to a preferred embodiment, the gas generator is integrated with the wing, the outer casing of the gas generator being formed at least in part by a portion of the wall forming the lower surface and / or the upper surface of the gas generator. 'wing. More particularly, at least a portion of the casing of at least one of the blowers is formed by a portion of the wall forming the intrados and / or the extrados of the wing.
    In this embodiment, the gas generator comprises a gas ejection nozzle whose axis of ejected gas flow forms an angle of between 5 and 25 ° downwardly with the horizontal plane. This allows the gas flow not to interfere with the control flaps mounted on the trailing edge of the wing.
    Another solution is to have a gas ejection channel of the gas generator so as to orient the gas flow along the extrados wall of the wing. This solution has the advantage of creating a Coanda effect on the wing.
    BRIEF DESCRIPTION OF THE FIGURES Other features and advantages will become apparent from the following description of embodiments of the invention, which are nonlimiting, with reference to the appended drawings in which:
    Figure 1 shows an aircraft on which is mounted under wing a conventional propulsion unit with two upstream blowers;
    FIG. 2 shows a conventional propulsion unit with two upstream blowers which are offset with respect to the axis of the gas generator;
    Figure 3 shows the position of the conventional propulsion assembly relative to the leading edge of the wing;
    Figure 4 shows in section the wing with the fastener according to the invention of the propulsion unit;
    Figure 5 shows the axially offset arrangement of the remote blowers so that they are located near the leading edge;
    Figure 6 shows the arrangement of a propulsion unit under the wing with envelope;
    Figure 7 shows a side of an embodiment of the orientation of the jet gas from the propulsion unit;
    FIG. 8 shows a variant of guiding of the gas stream coming from the propulsion unit.
    DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION
    FIG. 1 shows an aircraft, in this case an aircraft, with its fuselage and its two lateral wings 1 of support under which are mounted propulsion units 2 that are able to improve the specific fuel consumption of the engines and the noise level. In the figure, only one is shown but a second is provided under the other wing. The propulsion assembly of this type, namely with two blowers remote on either side of a gas generator conventionally comprises a gas generator 5 flanked by two blowers, 2 and 4, one on each side of the gas generator. axis of the gas generator. The gas generator 5 is formed of a gas turbine engine with at least one air inlet, a compressor, a combustion chamber and a turbine. It ends downstream by a throttle nozzle. It can be single or multi stream, single or multi body as needed. The blowers are driven either mechanically by a shaft of the gas generator via a suitable mechanical transmission mechanism, or by a gas flow taken from the gas generator. The drive mode of the blowers is not the subject of the present application. Its description is not developed. It is the same of the connection between the fan modules and the gas generator. In Figure 1 corresponding to the prior art, the propulsion unit is connected to the wing to which it is attached via a pylon 6. The disadvantages of this assembly have been recalled above. In particular the mounting upstream with respect to the wing tends to amplify the nacelle drag phenomena and the impact mass is important.
    FIG. 2 shows a single propulsion assembly 10 developed with respect to the solution of FIG. 1. The blowers 12 and 14 of which only the housings surrounding the invisible blower rotors are visible, and the central hubs are contiguous to one another. to the other. The gas generator 15 is disposed astride the two fan casings and extends rearward F, the front of the assembly being on the left side with respect to the figure. Again the drive means of the blowers 12 and 14 by the gas generator 15 are not specified and the connecting means between them.
    In Figure 3, there is disposed the propulsion system under the wings of an aircraft with an arrow, usual in the field of commercial aircraft, of the order of 30 °. It can be seen that the blowers 16 referred to as internal because they are on the side of the fuselage are partially masked by the upstream edge of the wing, precisely because of the angle of deflection of the wings. In the flight phases, uphill for example, where the aircraft is brought to form an angle with its relative wind, this upstream zone is the forest drill disturbances in the flow of air streams along the wings. These disturbances are detrimental to the proper functioning of the engine.
    This problem is remedied, in accordance with the invention, by optimizing the integration of the propulsion assembly relative to the wing so as to minimize the areas participating in the drag. This is achieved by fixing the assembly directly to the side members of the wing without the intermediary of a pylon.
    In Figure 4 we see, in section, the wing 1 and its two longitudinal members, one upstream llba and the other downstream llbf. Upstream and downstream are defined relative to the direction of travel of the aircraft. The propulsion assembly 100 includes two blowers 102 and 104 and the gas generator 106. The assembly is attached directly to the side members of the wing. Both blowers are attached directly to the upstream spar llba near the leading edge of the wing; the gas generator 106 is attached to the two spars llba and llbf. The attachment means are not described in more detail; they are within the reach of the skilled person.
    If necessary, the drag produced by the engine is further minimized by integrating at least a portion of the propulsion assembly into the wing.
    In Figure 5 we see the representation of the second characteristic of the solution of the invention. The wing 1 forming an alpha angle arrow of the order of 30 ° in general, it has the two blowers of the motor 100 in axial offset with respect to each other. The outdoor blower 102 is offset from the blower 104 which is located on the fuselage side. This axial offset allows to arrange the engine under the wing being as close as possible to the leading edge favoring a compact mounting without overhang and allowing a fairing of the entire propulsion capable of reducing aerodynamic drag. FIG. 6 illustrates this aspect of the invention in which the propulsion assembly 100 is integrated in a shell 110 which constitutes a part of the surface of the wing, here the lower surface of the wing. According to other variants, only the gas generator is integrated in the wing and its envelope constitutes a part of the face intrados and / or extrados of the wing.
    In FIG. 7, the engine 100 is seen from the side with a fan and the gas generator 106 mounted near the lower surface of the wing 1. It is noted that the downstream edge of the wing is provided with movable flaps lf around a horizontal axis as is known. In order to prevent the flow of gas from the gas generator 106 from interfering with the plane of the flaps when the latter are in the active position, it is provided in this embodiment that the exhaust gases are inclined downwards. an angle of the order of 10 to 20 °. The nozzle 106T for ejecting the gases from the generator 106 is oriented accordingly.
    In FIG. 8, the gas generator exhaust gases are deflected so that they sweep the upper face of the wing 1, creating a Coanda effect improving the lift of the wing. The gas generator 106 is in this case provided with an exhaust channel passing through the wing and opening parallel to the upper surface of the wing.
    权利要求:
    Claims (9)
    [1" id="c-fr-0001]
    claims
    1. An aircraft having a fuselage, a wing (1) and a propulsion unit (100) mounted under the wing, the wing having at least two structural longitudinal members (11ba, 11bf) extending from the fuselage direction of the end of the wing, one (llba) being upstream the other (llbf) being downstream, and the propulsion assembly comprising a gas generator (106) and at least two blowers (102, 104 ) located on either side of the axis of the gas generator, characterized in that the remote blowers (102, 104) are attached directly to one of said longitudinal members (11ba, lbf) and the gas generator (106) is attached to the two side members.
    [2" id="c-fr-0002]
    2. Aircraft according to the preceding claim wherein the remote blowers are attached to the upstream beam (llba).
    [3" id="c-fr-0003]
    3. Aircraft according to one of the preceding claims, the leading edge of the wing forms a given arrow (alpha) with the axis of the fuselage, the two blowers (102, 104) offset being axially offset l one with respect to the other.
    [4" id="c-fr-0004]
    4. Aircraft according to the preceding claim wherein the air intake veins of the two remote blowers are below and near the leading edge of the wing.
    [5" id="c-fr-0005]
    5. Aircraft according to one of the preceding claims wherein the axis of the gas generator is located at a higher level than the axes of the two remote blowers.
    [6" id="c-fr-0006]
    6. Aircraft according to the preceding claim, the gas generator is integrated in the wing, the outer casing of the gas generator being formed at least in part by a portion of the wall forming the intrados and / or the extrados of the wing.
    [7" id="c-fr-0007]
    7. Aircraft according to the preceding claim wherein at least a portion of the casing of at least one of the blowers is formed by a portion of the wall forming the intrados and / or the extrados of the wing.
    [8" id="c-fr-0008]
    8. Aircraft according to one of the preceding claims wherein the gas generator comprises a nozzle (106t) gas ejection, the axis of the ejected gas flow forming an angle between 5 and 25 ° downwardly with the plane horizontal.
    [9" id="c-fr-0009]
    9. Aircraft according to one of claims 1 to 7, the gas generator comprises a channel (105e) for ejecting gases directing the gas flow along the upper surface of the wing.
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    FR3041991B1|2015-10-05|2020-05-01|Safran Aircraft Engines|AIRCRAFT WITH REMOTE BLOWER PROPULSION|
    FR3043648B1|2015-11-13|2018-11-16|Safran Aircraft Engines|PROPELLANT VOILURE OF AN AIRCRAFT|
    FR3043653B1|2015-11-13|2018-11-09|Safran Aircraft Engines|PROPELLER ASSEMBLY OF AN AIRCRAFT COMPRISING A GAS GENERATOR AND TWO BLOWERS DEPORTEES|GB2551552B|2016-06-22|2018-10-03|Rolls Royce Plc|An aircraft gas turbine engine comprising non-coaxial propulsors driven by an engine core comprising two axially spaced core modules|
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    FR3101853A1|2019-10-15|2021-04-16|Safran Nacelles|OFFSET PLANE FLUSHING THE WAKE OF THE WING|
    法律状态:
    2016-10-03| 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
    FR1559454|2015-10-05|
    FR1559454A|FR3042010B1|2015-10-05|2015-10-05|AIRCRAFT WITH A MULTI-BLOWING PROPULSIVE ASSEMBLY FIXED UNDER AILE|FR1559454A| FR3042010B1|2015-10-05|2015-10-05|AIRCRAFT WITH A MULTI-BLOWING PROPULSIVE ASSEMBLY FIXED UNDER AILE|
    PCT/FR2016/052469| WO2017060585A1|2015-10-05|2016-09-29|Aircraft with multiple fan propulsion assembly fixed under the wing|
    US15/765,469| US11059597B2|2015-10-05|2016-09-29|Aircraft with multiple fan propulsion assembly fixed under the wing|
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