• 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 invention relates to a propellant wing (1,7) of an aircraft (10), comprising at least two upstream and downstream structural spars (11, 12) extending in a wingspan direction (EE) and a propulsion unit (7) comprising at least two blowers (9, 10) each driven by at least one gas generator (8). According to the invention, at least one gas generator (8) extends along an axis remote from the axis of rotation of at least one fan (9, 10), and at least one of the longitudinal members (11, 12). comprises first and second parts (11a, 11b, 12a, 12b) between which the propulsion assembly (7) is arranged, the first and second parts being connected together by a rigid structure (13) shaped so as to extending at least partially around said blowers, the propulsion assembly (7) being supported by the rigid structure.
    公开号:FR3043648A1
    申请号:FR1560913
    申请日:2015-11-13
    公开日:2017-05-19
    发明作者:Bruno Albert Beutin
    申请人:SNECMA SAS；
    IPC主号:
    专利说明:

    Propulsion wing of an aircraft 1. Field of the invention
    The present invention relates to the aeronautical field and relates to an aircraft propulsion wing, and more particularly to a wing equipped with at least one propulsion unit formed of at least one gas generator and at least two blowers. The invention also relates to an aircraft equipped with such a propulsive wing. 2. State of the art The natural evolution of multi-stream turbofan engines having a blower is to reduce the specific consumption 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 the wing would be constrained by the minimum ground clearance to be respected without having a landing gear of which the length would be increased compared to the current state of the art, the dilution ratio being related to the flow passing through the fan and its diameter. In addition, blower diameters always higher, leading to increasingly low rotational speeds, would complicate the architecture of the power transmission (due to the increase of gear reduction ratio) and have an impact on the masses of the engine not insignificant.
    To increase the dilution ratio of the propulsion assembly while maintaining a suitable ground clearance for the propulsive wing of the aircraft, in a mounting of the propulsion unit under the wing, a known solution is to use an engine with several blowers remote from at least one gas generator.
    However, the architectures of this type of propulsion system contain a certain number of constraints on the drag, the operability of the aircraft (reduction of the surfaces of the flaps arranged at the trailing edge of the wing and the mass which must be resolved:
    With a set of propulsion positioned under the wing and composed for example of two remote blowers on either side of a single gas generator, the drag phenomena induced by the nacelle are amplified. The consequence is a degradation of the engine performance.
    In addition, the position of this assembly can cause a decrease in iso-wing of the surfaces of the flaps, and therefore the capabilities of the aircraft during the take-off and landing phases, which requires a longer runway.
    The conventional arrangement of the propulsion unit under the wing, upstream thereof, involves a suspension means for taking up the efforts of this propulsion assembly to the wing spars. A conventional tower is typically used and positioned between the two blowers. The positioning of the center of gravity of the propulsion assembly, relatively far upstream with respect to the pylon, generates a large impact on the pylon and on the structure of the wing so that the pylon and the wing are able to withstand the overhang of the drive assembly, and prevents optimization in performance of the engine assembly. In addition, the pylon is not designed to undergo opposing forces from the two blowers that would generate a torsion torque along a vertical axis, for example when one of the two thrust reverser mechanisms is down.
    Document FR 2 622 507 discloses a conventional turbofan-type turbojet propulsion assembly hooked on a beam that acts as a rib on the longitudinal members of the wing, this beam extending from a leading edge to a trailing edge of the airfoil. the wing. At least two arms connect the gas generator to the beam. This arrangement remains quite disadvantageous in terms of aerodynamic drag and ground clearance since the entire propulsion remains disposed under the wing. 3. Objective of the invention
    The present invention aims to provide a propulsive wing for aircraft, that is to say a device consisting of a wing with a propulsion assembly supported by the wing, which allows a gain in mass and aerodynamic drag while improving the dilution ratio of the propulsion assembly as well as the ground clearance of this propulsion unit. 4. Presentation of the invention
    This object is achieved in accordance with the invention by means of a propulsive wing of an aircraft comprising at least two upstream and downstream structural spars extending in a wing span direction and a propulsion assembly comprising at least at least two blowers each driven by at least one gas generator, at least one gas generator extending along an axis remote from the axis of rotation of at least one blower, and at least one of the spars comprising a first and a second parts between which the propulsion assembly is disposed, the first and second parts being connected together by a rigid structure shaped to extend at least partially around said blowers, the propulsion assembly being supported by the structure rigid.
    Thus, this solution achieves the aforementioned objective. In particular, the wing separated by the propulsion unit reduces the impact on the drag while ensuring a transition effort. Indeed, the integration of the entire propulsion system in the canopy minimizes the surfaces impacting on the drag such as the nacelles of a fan and a pylon. Furthermore, the upper structure being attached to the propulsion assembly, this configuration eliminates the integration of a pylon while allowing a transition of forces.
    According to a feature of the invention, the rigid structure is an upper structure extending above the propulsion assembly.
    In particular, the upper structure comprises at least two sections to which are attached suspension members of the blowers and the gas generator.
    According to a characteristic of the invention, the propulsive wing comprises fuel tanks arranged on either side of the propulsion assembly, as well as shielding means extending in a direction substantially transverse to the span direction. of the wing and arranged to protect the fuel tanks in the event of the accidental ejection of an element of the propulsion assembly, including the bursting of a turbine disk of the gas generator.
    Advantageously, but not exclusively, the shielding means comprise at least two shielding plates each attached to one end of the first part or the second part of a spar, between the propulsion assembly and the fuel tank. protect.
    According to another advantageous characteristic, at least one of the armor plates connects an upstream spar to a downstream spar and serves as a rib stiffening the wing.
    According to another characteristic of the invention, the fuel tanks on either side of the propulsion assembly are interconnected by fuel lines each disposed between a section of the rigid structure and an outer skin of the wing. , so that each fuel line is protected by the profile in the event of the accidental ejection of an element of the drive assembly.
    Advantageously, but not exclusively, the blowers are offset axially relative to each other so that the distance between an air inlet of a blower and the leading edge of the wing is substantially the same for all blowers.
    According to another characteristic of the invention, the wing comprises a lower structure hinged to at least one of the longitudinal members and forming a part of the surface of the underside of the wing so as to allow the maintenance of the propulsion unit.
    Advantageously, the propulsion assembly comprises two blowers driven by a gas generator arranged between them.
    According to another characteristic of the invention, the axes of the blowers and the axes of each gas generator extend in the same plane, a space being provided between an outer casing of a gas generator and an outer casing of a gas generator. adjacent blower, and in that the upper rigid structure has at least one arm extending in this space to support a locking device and / or articulation of the lower structure. 5. BRIEF DESCRIPTION OF THE FIGURES The invention will be better understood, and other objects, details, features and advantages thereof will become more clearly apparent on reading the following detailed explanatory description of embodiments of the invention. invention given by way of purely illustrative and non-limiting examples, with reference to the appended diagrammatic drawings in which:
    FIG. 1 shows a partial view of an aircraft comprising a propulsion wing according to the invention in which is integrated a propulsion unit with two blowers driven by a gas generator;
    FIG. 2 diagrammatically represents a partial view in vertical section of the propulsion assembly integrated into the propulsive wing of FIG. 1;
    Figure 3 is a schematic view in horizontal section of the wing of Figure 1;
    Figure 4 is a schematic view of the propellant wing in a vertical section through the X axis of the gas generator of Figure 3; and,
    Figures 5 to 7 schematically show arrangements of a propulsion assembly according to different embodiments. 6. Description of embodiments of the invention
    FIG. 1 partially illustrates an aircraft 10, and in particular an aircraft, comprising an elongated fuselage 2 along an axis of elongation and one of its two wings 1 or lateral wings of levitation connected to the fuselage 2. The wings 1 are disposed of and each other of the fuselage 2. Each wing 1 extends in a direction of wingspan EE from the fuselage 2 and comprises an upper surface 3 called extrados and a lower surface 4 opposite so-called intrados, and which are connected one to the other by a leading edge 5 and a trailing edge 6 downstream of the wing 1. In the present invention the terms "upstream" and "downstream" are defined with respect to the direction of advance of the 'plane.
    A propulsion assembly 7 of the propulsive wing is supported by the wing 1 shown. Of course, the opposite propulsion wing also supports an identical propulsion unit 7.
    This propulsion assembly 7 comprises a gas generator 8 of longitudinal axis X substantially parallel to the axis of elongation of the fuselage 2 and two blowers 9, 10 offset on either side of the axis X of the gas generator 8. The gas generator 8 comprises at least one 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.
    Blowers 9, 10 are driven via a power transmission mechanism (not shown) coupled to a turbine shaft of the gas generator.
    It should be noted that, alternatively, the propulsion assembly can also be formed by a conventional turbomachine with the addition of at least one remote blower. In other words, such a propulsion unit would comprise at least one remote blower relative to the gas generator and a blower directly connected to the gas generator.
    Referring to Figures 2 and 3, each wing 1 comprises an upstream structural spar 11 and a downstream structural spar 12 each extending in the wingspan direction EE the wing 1. Each wing 1 also comprises a plurality of ribs 29 which connect the upstream and downstream longitudinal members 11, 12. The upstream and downstream longitudinal members and the ribs 29 compartmental spaces in which are installed equipment necessary for the operation of the aircraft. Such equipment comprises reservoirs 33, wiring and supply conduits respectively electric and fuel, etc. The propulsion unit 7 comprising the gas generator 8 and the blowers 9, 10 remote is integrated with the wing 1 of the aircraft. For this purpose, at least one of the longitudinal members comprises a first and a second portion, for example substantially rectilinear, separated by the propulsion assembly 7 in the span direction of the wing. In Figure 3 the upstream and downstream longitudinal members 11, 12 are each formed of a first portion 11a, 12a and a second portion 11b, 12b spar. The propulsion assembly 7 is arranged between the first parts 11a, 12a of the upstream and downstream spars and the second parts 11b, 12b of the upstream and downstream spars. In other words, each wing is separated according to its span by the gas generator 8 and the blowers 9, 10.
    A rigid structure 13 is secured to at least one of the upstream and downstream longitudinal beams 11, 12. This rigid structure can be formed solely by an upper structure of the wing, so as to facilitate access to the propulsion assembly 7 and to allow its disassembly by the bottom of the wing. The terms "upper" and "lower" are defined with respect to a vertical direction, the aircraft generally being positioned substantially horizontally. This rigid structure 13 is shaped so as to extend at least in part around the fans 9, 10. In particular, this structure 13 may advantageously, but not limitatively, be welded to at least one of the upstream and downstream longitudinal members.
    The rigid upper structure 13, as illustrated more precisely in FIG. 3, is formed here of an upstream profile 14, a first end 15 of which is fixed to one end 16 of the first part 11a of the upstream spar 11 and a second of which end 17 is attached to a proximal end 18 of the second portion 11b of the upstream spar 11. The upper structure 13 also comprises a downstream profile 19, a first end 20 of which is fixed to an end 21 of the first portion 12a of the downstream spar 12 and a second end 22 is fixed to a proximal end 23 of the second portion 12b of the downstream beam 12. These first and second profiles are preferably bent so as to adapt to a certain extent to the profile of the gas generator 8 and the blowers 9 , 10 while ensuring a transition of efforts in the wing.
    Alternatively, at least one profile of the rigid structure 13 may be formed in one piece with at least one of the first and second parts of an upstream or downstream beam 11, 12. It is then considered in the present invention that the propulsion assembly 7 is always disposed between a first portion and a second portion of a spar, and that the delimitation between a first or a second portion of a spar and the rigid structure 13 is at a point where the profile the spar in its span direction has a maximum inflection. The propulsion assembly 7 is fixed at least in part to the upper structure 13. In particular, the gas generator 8 is attached to the upstream section 14 and the downstream section 19. The blowers 9, 10 are attached directly to the upstream section 14 near the leading edge 5 of the wing 1. The blowers 9, 10 can, of course, also be fixed to the downstream profile 19.
    In the example illustrated in Figure 3, the blowers 9, 10 are axially offset relative to each other so as to follow the arrow that presents the wing of the aircraft. The external blower 9 is offset axially relative to the gas generator 8 itself axially offset relative to the blower 10 which is located on the side of the fuselage 2. In addition, the air intake of the remote blowers is disposed in the vicinity and upstream of the leading edge of the wing which promotes a compact mounting and minimizes aerodynamic disturbances.
    In the example illustrated in Figure 2, the gas generator 8 and the blowers 9, 10 are arranged with their axes in the same plane so as to keep as much as possible an aerodynamic profile of the wing. It is understood that in general, the axis of a gas generator is not necessarily in the same plane as the plane formed by the axes of the blowers when they are parallel to each other. In addition, it is not necessary that the axes of the blowers are substantially in a plane formed by the longitudinal members of the wing, a gap is possible depending on the profile of the outer aerodynamic lines of the wing.
    According to another aspect of the invention, a lower structure 24 is mounted in the lower part of the propulsion assembly 7. The lower structure 24 here comprises, with reference to FIG. 2, three parts 25, 26, 27 which can form covers. The covers 25, 26, 27 comprise armatures hinged to the wing by means of articulation hinges 28 which can also constitute locking devices, the pivot axes of which are substantially parallel to the axis of the gas generator 8. The structure upper rigid 13 here comprises arms 35 which each extend in a space provided between an outer casing of the gas generator 8 and an outer fan casing 9, 10. These arms 35 make it possible to support the locking devices and / or articulation of the lower structure 24. The side covers 25, 27 can be articulated respectively with at least one of the first and second parts of at least one of the upstream and downstream longitudinal members 11, 12. The configuration of this lower structure 24 allows easy and quick access to the propulsion assembly 7 for maintenance operations. This lower structure 24, and in particular the armatures of the hoods 25, 26, 27, can also make it possible to second the rigid structure 13 above to pass a portion of the forces between the first and second parts of the upstream and downstream longitudinal members 11, 12.
    Referring to Figure 4, the lower structure 24 has a portion of the skin forming the lower surface 4 of the wing 1. The lower structure 24 thus forms the lower outer aerodynamic lines for the blowers and the gas generator. As for the upper structure 13, it is covered with a sheet-metal or composite skin forming part of the surface of the upper surface 3 of the wing 1. Thus, the propulsion assembly is mounted between the surface of the intrados and the surface of the extrados of the wing in the vertical direction.
    Service passages 32 for the equipment installed in the wing 1 are provided between a profile 14, 19 of the upper rigid structure 13 and the upper skin of the wing, so that each essential servitude, such as for example a pipe 34 of fuel, is protected by the section 14 in the event of accidental ejection of an element of the power package. In particular, these essential servitudes, that is to say those for which damage is considered catastrophic at the aircraft, must absolutely be protected in the event of bursting of a compressor disk or turbine of the generator. gas, or even fan disks, although such an eventuality is extremely rare. The loss of a fan blade which would pass through a fan casing is also a risk to be taken into account in the protection of easements.
    According to another aspect of the invention visible in FIGS. 2 and 3, shielding means 30 are integrated on either side of the propulsion assembly 7 so as to protect the equipment installed in the wing, in particular the tanks. 33 fuel when accidentally ejecting an element from the power package. These shielding means comprise at least one plate forming a cross-member 31 passing through the wing 1 from the leading edge 5 to the trailing edge 6. Each plate 31 has a predetermined height h 1 which is a function of an angle α of the cone. ejection to protect in case of a possible bursting disk of the gas generator. The plates 31 are made of a metallic material such as steel or titanium or an impact-resistant composite material. They form at least two shield plates each attached to one end of the first part or the second part of a spar 11 or 12 between the propulsion assembly and the fuel tank to be protected.
    Preferably, at least one of the shield plates 31 connects an upstream beam 11 to a downstream beam 12 and serves as a rib stiffening the wing. A plate 31 then advantageously provides both a shielding function and a stiffening function of the wing.
    With reference to FIGS. 5 to 7, various possible configurations of a propulsion assembly 7 may be suitable for being integrated into a wing in the same manner as described above. For example according to Figure 5, the propulsion assembly 7 comprises three blowers 9, 10, 10 'and two gas generators 8, 8'. The blowers are arranged on either side of each gas generator 8, 8 '. The two side blowers 10, 10 'are each driven by a single gas generator, while the central blower 9 can be driven by the two gas generators 8, 8'. In FIG. 6, the propulsion unit 7 comprises two blowers 9, 10 and a gas generator 8. The two blowers are disposed on the same lateral side of the gas generator 8. The two blowers can be located between the generator gas 8 and the part of the wing closest to the fuselage of the aircraft, which is advantageous in the case of a wing having a shape whose thickness decreases progressing from the fuselage towards the tip of the wing. The fan 10 farthest from the gas generator 8 can be driven by a transmission shaft connected by gears to the rotation shaft of the central fan 9.
    Finally, in FIG. 7, the propulsion unit 7 comprises two blowers 9, 10 and two gas generators 8, 8 '. In this example, the two blowers 9, 10 are arranged between the two gas generators 8, 8 'and are each driven by a dedicated gas generator.
    It is understood that in the various possible configurations of a propulsion assembly 7, the diameters of the blowers are not necessarily identical to each other, as are the diameters of the gas generators if there are several.
    权利要求:
    Claims (11)
    [1" id="c-fr-0001]
    1. Propulsion wing (1,7) of an aircraft (10), comprising at least two upstream and downstream structural spars (11, 12) extending in a wingspan direction (EE) and a set of propulsion (7) comprising at least two blowers (9, 10) each driven by at least one gas generator (8), characterized in that at least one gas generator (8) extends along an axis distant from the axis of rotation of at least one blower (9, 10), and at least one of the longitudinal members (11, 12) comprises a first and a second portion (11a, 11b, 12a, 12b) between which the propulsion assembly (7) is arranged, the first and second parts being connected together by a rigid structure (13) shaped to extend at least partially around said blowers, the propulsion assembly (7) being supported by the structure rigid.
    [2" id="c-fr-0002]
    2. propellant wing according to claim 1, characterized in that the rigid structure (13) is an upper structure extending above the propulsion assembly (7).
    [3" id="c-fr-0003]
    3. propellant wing according to claim 1 or 2, characterized in that the rigid structure (13) comprises at least two profiles (14, 19) which are attached to the suspension members of the blowers and the gas generator.
    [4" id="c-fr-0004]
    4. propellant wing according to any one of the preceding claims, characterized in that it comprises fuel tanks (33) arranged on either side of the propulsion assembly (7), and shielding means extending in a direction substantially transverse to the span direction of the airfoil (EE) and arranged to protect the fuel tanks (33) in the event of accidental ejection of an element of the power package , in particular the bursting of a turbine disk of the gas generator.
    [5" id="c-fr-0005]
    5. propellant wing according to claim 4, characterized in that the shielding means (30) comprise at least two shielding plates (31) each fixed at one end of the first part or the second part of a spar (11). 12) between the propulsion unit (7) and the fuel tank to be protected.
    [6" id="c-fr-0006]
    6. propellant wing according to claim 5, characterized in that at least one of the shielding plates (31) connects an upstream beam (11) to a downstream beam (12) and serves as stiffening rib wing.
    [7" id="c-fr-0007]
    7. propellant wing according to any one of claims 4 to 6, characterized in that the tanks (33) of fuel on either side of the propulsion assembly (7) are interconnected by pipes (34). ) each disposed between a profile (14, 19) of the rigid structure (13) and an outer skin of the wing, so that each fuel line is protected by the profile in the event of ejection accidental of an element of the propulsion system.
    [8" id="c-fr-0008]
    8. propellant wing according to any one of the preceding claims, characterized in that the blowers (9, 10) are axially offset relative to each other, so that the distance between an air inlet a blower and the leading edge (5) of the wing is substantially the same for all blowers.
    [9" id="c-fr-0009]
    9. propellant wing according to any one of claims 2 to 8, characterized in that it comprises a lower structure (24) articulated to at least one of the longitudinal members (11, 12) and forming a part of the surface of the intrados (4) of the wing (1).
    [10" id="c-fr-0010]
    10. propellant wing according to any one of the preceding claims, characterized in that the propulsion assembly (7) comprises two blowers (9, 10) driven by a gas generator (8) arranged between them.
    [11" id="c-fr-0011]
    11. propulsive wing according to any one of claims 9 and 10 taken in combination with claim 9, characterized in that the axes of the blowers (9, 10) and the axes of each gas generator (8) extend in a same plane, a space being provided between an outer casing of a gas generator (8) and an outer casing of an adjacent blower (9, 10), and in that the upper rigid structure (13) has at least one arm (35) extending in this space to support a locking and / or articulation device of the lower structure (24).
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    同族专利:
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    法律状态:
    2016-11-03| PLFP| Fee payment|Year of fee payment: 2 |
    2017-05-19| PLSC| Publication of the preliminary search report|Effective date: 20170519 |
    2017-10-20| 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 |
    2018-10-24| PLFP| Fee payment|Year of fee payment: 4 |
    2019-10-22| PLFP| Fee payment|Year of fee payment: 5 |
    2020-10-21| PLFP| Fee payment|Year of fee payment: 6 |
    2021-10-20| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1560913A|FR3043648B1|2015-11-13|2015-11-13|PROPELLANT VOILURE OF AN AIRCRAFT|
    FR1560913|2015-11-13|FR1560913A| FR3043648B1|2015-11-13|2015-11-13|PROPELLANT VOILURE OF AN AIRCRAFT|
    US15/348,838| US10450079B2|2015-11-13|2016-11-10|Propulsive wing of an aircraft|
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