• 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:
    In order to simplify the design of an aircraft turbomachine propeller (32), while reinforcing its safety function with respect to blade pitch setting, the invention provides a propeller comprising secondary coupling means. in rotation (63), along the radial axis (62) of the blade, the inner radial end (64) of the blade root (54) with a mechanical connecting member (72) of a device (66) of wedging at incidence of the blade, the secondary means (63) being configured to be active in case of failure of the main axis (70).
    公开号:FR3050719A1
    申请号:FR1653841
    申请日:2016-04-28
    公开日:2017-11-03
    发明作者:Jerome Colmagro
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    AIRCRAFT PROPELLER PROPELLER COMPRISING MEANS OF PLATEN IMPACT RELEASE MEANS
    DESCRIPTION
    TECHNICAL AREA
    The present invention relates to a propeller for aircraft turbomachine. It concerns more specifically the management of the radial retention of the blades of the propeller as well as the management of their calibration in incidence. In particular, the invention relates to the safety function in case of failure of the main means for ensuring the wedging in incidence of the blades, this function also being called "Fail Safe". The invention is preferably applicable to turbomachines comprising a pair of non-careened contrarotating propellers, these turbomachines being also called "Open Rotor", or "CROR" (English "Contra Rotative Open Rotor"). Nevertheless, the application of the invention can be extended to any other turbomachine comprising one or more propellers, such as turboprops.
    STATE OF THE PRIOR ART
    Aircraft turbomachine propellers have already been the subject of numerous developments, particularly as regards the management of the safety function in the event of a blade failure. This function known as "Fail Safe" makes it possible to ensure that, following a failure of the main axis of retention of the blade, it can always be held radially relative to the hub of the propeller. Designs making it possible to provide such a function are for example disclosed in the documents FR 2 943 984 and FR 2 943 985.
    In addition, always in case of failure of the main axis, the latter no longer allows to ensure the wedging in incidence of the blades. As a result, there is a need to optimize existing solutions to meet the ever-increasing requirements for Fail Safe functionality, while simplifying design to reduce costs.
    STATEMENT OF THE INVENTION
    To at least partially meet this need, the invention relates to an aircraft propeller for turbomachine comprising: a hub centered on an axis of rotation of the propeller; a plurality of propeller blades each having a blade root equipped with an inner radial end, and, associated with at least one of said blades: a device for wedging the blade in incidence, designed to vary the blade in incidence by rotating it along a radial axis of this blade, the incidence wedging device comprising a mechanical joining member with the inner radial end of the blade root; a main axis of retention of the blade in a radial direction thereof, said main axis of retention coupling in translation and in rotation, along the radial axis of the blade, the blade root to the wedging device in incidence while passing through the inner radial end and the mechanical joining member; and a secondary retention element of the blade in the radial direction thereof, said secondary member being configured to be active in case of failure of the main axis.
    According to the invention, the helix comprises secondary coupling means in rotation, according to the radial axis of blade, of the inner radial end with the mechanical joining member, said secondary means being configured to be active in case failure of the main axis. The invention thus presents a clever design that makes it possible to obtain a fail safe function with respect to blade pitch timing, while being based on a simple design, including a limited number of elements. It therefore offers a very satisfactory solution in terms of safety and costs. The invention preferably has at least one of the following optional features, taken singly or in combination.
    According to a first preferred embodiment of the invention, the inner radial end and the mechanical joining member define a male-female assembly forming all or part of the secondary coupling means in rotation, thanks to a cross-sectional interface. not circular. In this regard, it is noted that this cross section may comprise at least one straight portion, allowing the rotational coupling of the two elements. More specifically, the cross section may have a generally eliptical or polygonal shape, for example square, rectangular, hexagonal.
    According to a second preferred embodiment, possibly combinable with the first embodiment, the secondary coupling means in rotation comprise: a coupling member extending in the radial direction of the blade and being integral in rotation with one of the elements among the inner radial end and the mechanical joining member; and a groove extending in the radial direction of the blade and formed on the other one of the inner radial end and the mechanical joint member, said coupling member being housed in the groove.
    In this second mode, the coupling member may be a key or a rib made in one piece with said one of the inner radial end and the mechanical joint member.
    Whatever the preferred embodiment envisaged from the two described above, the helix may further comprise: a hollow member integral with the hub and defining a housing cavity through which the blade root passes; and a device for guiding the blade root in rotation, the rotation guiding device being housed in said housing cavity, between a side wall of the hollow member and the blade root.
    In addition, in an assembled configuration of the propeller, said housing cavity is equipped with said secondary retention element, said secondary retention element passing through a housing hole in the blade root, and being arranged, in the radial direction, to distance of a radial abutment member formed by the hollow member, the side wall of the hollow member has an insertion orifice of the secondary retention element in the housing cavity, the introduction orifice being designed to be traversed by the secondary retention element when the helix is, during its assembly, in a mounting configuration of the secondary retention element in which the insertion orifice is aligned with the orifice of housing of the blade root, and the propeller is designed to have, in its assembled configuration, an offset in the radial direction between the introduction orifice and the orifice of the blade. the foot of the blade.
    Alternatively, the helix may comprise: a hollow member integral with the hub and defining a housing cavity traversed by the blade root; and a device for guiding the blade root in rotation, the rotation guiding device being housed in said housing cavity, between a side wall of the hollow member and the blade root, and, in an assembled configuration of the propeller, said housing cavity is equipped with said blade retention secondary member passing through a housing hole in the blade root, and being arranged, in the radial direction, away from a radial abutment member forming a bottom of the blade; hollow member, the radial abutment member being traversed by the blade root and removably mounted on the side wall of the hollow member.
    Preferably, the device for guiding the rotation of the blade root is screwed into the housing cavity.
    Preferably, the helix comprises a drive shaft in rotation centered on the axis of rotation, and around which is arranged the wedging device in incidence of the blade. The invention also relates to an aircraft turbomachine comprising a helix as described above, said turbomachine preferably comprising a doublet receiver non-keeled contra rotating propellers. The invention finally relates to an aircraft comprising at least one such turbomachine, the latter preferably being attached to the rear part of the fuselage. Alternatively, it can be reported on a wing of the aircraft or on a more advanced portion of its fuselage, without departing from the scope of the invention. Other advantages and features of the invention will become apparent in the detailed non-limiting description below.
    BRIEF DESCRIPTION OF THE DRAWINGS
    This description will be made with reference to the appended drawings among which; - Figure 1 shows a schematic perspective view of an aircraft comprising turbomachines according to the invention; FIG. 2 represents a simplified perspective view of a turbomachine according to a preferred embodiment of the invention; - Figure 3 shows a perspective view of a portion of a propeller fitted to the turbomachine shown in the previous figure, the helix being in the form of a first preferred embodiment of the invention; FIG. 4 represents an enlarged perspective view of a portion of the helix shown in the previous figure; - Figure 5 shows an exploded perspective view of the portion of the propeller shown in the previous figure; FIG. 6 is a cross-sectional view of the helix shown in the preceding figures; FIGS. 6a and 6b are sectional views taken respectively along lines Vla-VIa and VIb-VIb of FIG. 6; - Figure 7 is a perspective view showing a specificity of the propeller, dedicated to facilitate its assembly process; - Figures 8 to 11b 'are views illustrating the steps of a method of assembling the propeller, according to a preferred embodiment; FIGS. 12 to 14 are views illustrating a second preferred embodiment of the invention, in which the secondary coupling means in rotation differ from those implemented in the first mode; and
    - Figure 15 shows a cross-sectional view similar to that of Figure 6, with the helix being in the form of an alternative embodiment. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
    Referring firstly to Figure 1, there is shown an aircraft 100 comprising one or more engine sets 1. More specifically, the aircraft comprises two sets 1 each reported in the rear portion of a fuselage 102 of the aircraft. The fixing of each engine assembly 1 on the fuselage 102 is carried out in a conventional manner, using a mounting pylon 104 or EMS (Engine Mounting Structure).
    Each engine assembly 1 comprises a turbomachine 10 according to the invention, surrounded by a nacelle 11.
    As can be seen in FIGS. 1 and 2, the turbine engine 10 is of the Open Rotor type in Pusher mode, that is to say that it comprises a gas generator as well as a receiver with a pair of counter-rotating propellers. -carenes, this receiver being arranged back with respect to the gas generator.
    Throughout the following description, by convention, the direction X corresponds to the longitudinal direction of the motor assembly 1, which is also comparable to the longitudinal direction of the turbomachine 10 and this set 1. This direction X is parallel to a longitudinal axis 5 of the turbomachine 10. On the other hand, the direction Y corresponds to the direction transversely oriented relative to the engine assembly 1 and also comparable to the transverse direction of the turbomachine 10, while the Z direction corresponds to vertical direction or height. These three directions X, Y and Z are orthogonal to each other and form a direct trihedron. On the other hand, the terms "upstream" and "downstream" are to be considered with respect to a main direction of flow of the gases through the turbomachines 10, this direction being shown schematically by the arrow 19.
    Overall, each turbine engine 10 comprises from upstream to downstream a low pressure compressor 13, a high pressure compressor 12, a combustion chamber 14, a high pressure turbine 16 and a low pressure turbine 18. The low pressure compressor 13 and the low pressure turbine 18 are connected by a low pressure shaft (not shown), while the high pressure compressor 12 and the high pressure turbine 16 are connected by a high pressure shaft (not shown) to form together a gas generator. All these elements are surrounded by a motor housing 26 centered on the axis 5.
    Downstream of the low-pressure turbine 18, there is provided a receptor 30 of the counter-rotating pair type, namely an upstream propeller 32 and a downstream propeller 34. Although this has not been shown, the propellers are driven by a power-free turbine or an epicyclic gearbox. At the front of the receiver 30, the turbine engine 10 is surrounded by the nacelle 11 which comprises an air inlet 36, extended towards the rear by movable covers 38 giving access to the equipment of the turbomachine, for maintenance operations. One of the peculiarities of the invention lies in the design of the propellers 32, 34. Their design being identical or similar, only that of the upstream propeller 32 will now be detailed below, with reference to FIGS. relating to a first preferred embodiment of the invention.
    Firstly with reference to FIG. 3, the propeller 32 comprises a hub 40 centered on the axis of rotation of the helix, corresponding to the axis 5. This hub 40 comprises a main ring 42 centered on the 5, pierced with several openings 44 spaced circumferentially from each other, and oriented radially relative to this axis 5. The hub 40 also comprises hollow members 46 associated with the openings 44 and extending radially outwardly from the main ring 42. Each hollow member 46 is intended for receiving a blade 50 of the propeller, as will be explained in detail below. In addition, the helix comprises an outer cowling 52 shown only schematically in FIG. 3, this cowling 52 being centered on the axis 5 and arranged around the hollow members 46. In a conventional manner, the outer surface of this cowling 52 is intended to to be married by the air circulating around the turbomachine, before reaching the blades of the propellers. The propeller 32 thus comprises a plurality of blades 50, provided in a number for example between eight and twelve. Each blade 50 is preferably arranged in an identical or similar manner within the helix. Therefore, only the arrangement of a blade 50 will now be described with reference to FIGS. 4 to 6.
    The blade 50 conventionally comprises a foot 54 carrying a blade 56. These two elements 54, 56 follow one another in the radial direction of the blade, identified by reference 60 in the figures. It is noted that conventionally, the radial direction 60 of the blade corresponds to the direction of its length, from its foot to its head. This radial direction 60 also corresponds to that of the axis 62 around which the blade is intended to be driven in incidence, as will be explained below.
    The blade 50 may be made conventionally, for example by being entirely made of composite material.
    The blade root 54 has a radially upper portion of a cylindrical shape of circular section with an axis 62 parallel to the radial direction. One of its ends is connected to the blade 56, while the other end, namely its inner radial end 64, is arranged radially inwardly relative to the main ring 42 of the hub 40. This end 64 is mechanically coupled to a device 66 for wedging in incidence of the blade, of conventional design and known to those skilled in the art. In this respect, it is indicated that the propeller 32 comprises a rotary drive shaft 68 centered on the axis 5, and around which the bearing wedging device 66 is arranged. In a known manner, the displacement in rotation of the device 66 relative to the drive shaft 68, along the axis 5, makes it possible to cause an axial relative displacement between these two elements 66, 68, which then causes pivoting of the blade root 54 along its axis 62. The mechanical coupling between the end 64 of the foot 54 and the device 66 of wedging in incidence is carried out by an axis 70, forming a main axis 70 of radial retention of the blade 50. This axis 70 passes through the end of blade 64 and a mechanical connecting member 72 located at the end of the device 66 wedging incidence. It thus makes it possible to retain the blade 50 in the radial direction 60, preventing it from moving radially outwards relative to the hub 40, under the effect of the centrifugal force observed during operation.
    Thus, by crossing both the inner radial end 64 of the blade root 54 and the mechanical joining member 72 of the wedging device 66, the main axis 70 oriented orthogonally to the radial axis 62 allows coupling these two elements 54, 66 in translation and in rotation along the same axis 62. The hollow member 46 extends along the axis 62, on which it is centered. It remains open at its axial end located at the opening 44 in the main ring 42, while it is closed at its opposite end. This is formed by a closing wall 76 traversed by the blade root 54 and arranged orthogonally to the same foot. The hollow member 46 also has a side wall 78 centered on the axis 62, and delimiting with the closure wall 76 a housing cavity 80 opening on the opening 44. The side wall 78 is cylindrical, preferably of cross section. ring shape centered on the axis 62. The cavity 80 and has a cylindrical shape of circular section, of diameter Dl. The hollow member 46 can be made in one piece, or with different elements that are attached to one another, for example with the closure wall 76 attached to the side wall 78.
    The housing cavity 80 is traversed by the blade root 54, which extends beyond the opening 44 in the radially inward direction. The propeller 32 also comprises a device 82 for guiding the blade root 54 in rotation, this device preferably taking the form of a rolling bearing.
    This guide device 82 is housed in the housing cavity 80, also being centered on the axis 62, and arranged between a side wall 78 and the blade root 54. Its outer diameter is substantially identical to that of the diameter D1 of the housing cavity 80. Furthermore, the outer surface of the guiding device 82 has an external thread 84 for assembling this device 82 by screwing on a corresponding thread 86 made inside the cavity 80, on the inner surface of the side wall 78.
    In the assembled configuration of the helix 32 as shown in FIGS. 4 and 6, the housing cavity 80 is equipped with another axis 90 forming a radial retention secondary element of the blade 50. This axis 90, or axis of retention, makes it possible to perform a safety function known as Fail Safe with respect to the risk of loss of the blade root, and is therefore configured and assembled so as to be active in the event of failure of the main axis 70 or failure of the blade root 56.
    More specifically, the axis 90 is cylindrical with a circular cross-section, and passes through a correspondingly shaped housing orifice 92 formed in the blade root 54. A tight fit can be provided so that the axis 90 can be retained by friction through the orifice 92. Nevertheless, this tight fit is not necessary, since in operation, the axis 90 is in any case intended to be retained inside the hollow member46. The axis 90 protrudes on either side of the housing orifice 92, and has a length L1 slightly smaller than the diameter DI of the cavity 80, so that this axis 90 is devoid of contact with the surface interior of the side wall 78 of the hollow member 46.
    The parts of the axis 90 projecting from the blade root are arranged at a distance from the closure wall 76 in the radial direction 60, so as to avoid contact. The axis 90 is preferably parallel to the closure wall 76.
    Thus, the axis 90 is waiting, namely that it is only intended to come into contact with the closure wall 76 in the event of failure of the main axis 70, for example in case of rupture of the latter. In such a case, the main axis 70 is effectively no longer able to retain radially blade root 54, which implies that the radial clearance between the closure wall 76 and the axis 90 is quickly consumed under the effect of the centrifugal force applying to the blade 50 of the rotating propeller. Once the game is fully consumed, the contact between these elements 76, 90 satisfactorily fulfills the function of radial retention of the blade root 54. For this reason, the axis 90 is considered to fulfill the function Fail Safe vis-à-vis -vis a failure occurring on the blade root 54 and / or the main axis 70, and that in terms of radial retention of the blade.
    With regard to the Fail Safe function attached to the wedging at the incidence of the blade, it is firstly noted that in the absence of failure, the wedging is achieved thanks to the rotation drive of the blade root 54 by the mechanical connecting member 72 of the device 66, via the main axis 70. In case of failure of the latter, there are provided secondary coupling means in rotation along the radial axis of blade 62, between the end internal radial 64 and the mechanical connecting member 72. In other words, these secondary means, also called emergency means, are in addition to the main axis 70 and are configured to be active in case of failure of the same axis 70. In the first preferred embodiment, the secondary means are made by providing that the inner radial end 64 and the mechanical connecting member 72 form a male-female assembly, being inserted into one another . Preferably, the female member is constituted by the mechanical joining member 72 and the male member is constituted by the inner radial end 64 of the blade root, even if an inverted solution to be retained, without departing from the scope of the invention.
    The secondary coupling means in rotation are then here formed by the interface 63 between the elements 64, 72 nested one inside the other, thanks to a non-circular cross section of this interface 63. This non-circular cross section, visible in Figures 6a and 6b, is preferably identical throughout the interlocking between the two elements 64, 72, except of course at the passage of the main axis 70 as can be seen in Figure 6b.
    To ensure the rotational drive, the cross section of the interface 63 comprises at least one straight portion, and more preferably has a general polygonal shape, for example square as has been shown in the figures. Nevertheless, other forms providing such a rotational drive are also possible, such as rectangular, hexagonal, elliptical, etc.
    In the absence of failure of the main axis 70, it is therefore the latter which ensures the wedging blade incidence, possibly in combination with the male-female assembly when a very small mounting clearance is provided between the mechanical joining member 72 and the inner radial end 64 of the blade root. On the other hand, in the event of a failure occurring on the main axis 70, it is the only form cooperation between these two elements 64, 72 that makes it possible to drive the blade in incidence. In this regard, it is noted that the shape of the outer lateral surface of the inner radial end 64, as well as the shape of the inner side surface of the mechanical joint member 72, are laterally closed surfaces and both substantially identical to that of the interface 63. Finally, the outer lateral surface of the junction member 72 is in turn preferentially cylindrical, of circular section.
    Regarding the establishment of the secondary axis 90, it is noted that the side wall 78 of the hollow member 46 has a hole 94 for the introduction of this axis 90 into the housing cavity 80. L orifice 94 passing through the wall 78 may optionally be completed by another aligned orifice, made in the opposite portion of the side wall 78. This complementary orifice may in particular be useful for the extraction of the axis 90, when maintenance operations.
    In the assembled configuration of the propeller, there is provided a radial offset 60 between the insertion port 94 and the housing hole 92 formed through the blade root 54. In other words, assembled assembly occupied in particular during the operation of the turbomachine, the axis Fail Safe 90 is in a transverse plane different from that of the introduction orifice 94, so that the risks of accidental extraction of the axis 90 in outside the cavity 80 are extremely reduced. They are even destroyed by the fact that the rolling bearing 82 closes the orifice 94, as well as its complementary orifice. In assembled configuration, only a radially outer portion of the cavity 80 is not occupied by the rolling bearing 82, this portion being that in which are the projections of the axis 90.
    As shown in FIG. 7, the blade root 54 and the closing wall 76 of the hollow member 50 are equipped with marks 96a, 96b which, when they coincide, indicate that the housing hole 92 and the the insertion orifice 94 have a relative angular position allowing the introduction and extraction of the axis 90 in the housing orifice 92 via the orifice 94, provided that these orifices 92, 94 also adopt a relative position adequate in the radial direction 60, to obtain their alignment. In this regard, the following figures illustrate a preferred embodiment of a method of assembling the helix 32, which has been described above.
    Firstly with reference to FIGS. 8 and 8 ', the propeller 32 is brought into a mounting configuration of the retention axis 90, so as to align the insertion port 94 with the housing port 92 from the foot of the blade. To do this, the blade 50 is brought into a slightly retracted radial position in which it is located further inside than when it occupies its assembled configuration. The coincidence of the two marks 96a, 96b described with reference to Figure 7, ensures the alignment of the two orifices 92, 94.
    Then, still keeping the blade 50 and the hub 40 in the aforementioned mounting configuration, it is implemented a step of setting up the retention axis 90 in the housing hole 92. To do this, this axis 90 is introduced into the cavity 80 from outside the hollow member 46, by introducing it through the orifice 94 made in the side wall 78, as shown schematically in FIGS. 9a to 9c. Once the retention axis 90 is fully inserted into the cavity 80 as shown diagrammatically in FIG. 9c, a relative displacement in the radial direction 60 is made between the hub 40 and the blade 50, as can be seen in FIG. displacement is achieved by a movement of the blade 50 radially outwardly, which has the effect of moving its foot 54 within the hollow member 46 and thus obtain a radial offset 98 between the orifice d 94, and the housing hole 92. As mentioned above, the same offset 98 is observed between the insertion orifice 94 and the retention axis Fail Safe 90, preventing the latter from escaping out of the cavity.
    Then, as shown diagrammatically in FIGS. 11a, 11b and 11b ', the assembly is continued by screwing the rolling bearing 82 inside the hollow member 46, via appropriate means 99 cooperating with the bottom of the this bearing 82.
    Finally, the assembly of the helix is continued by performing a mechanical coupling between the inner radial end 64 of the blade root 54 and the mechanical connecting member 72 of the device 66 for wedging the blade in incidence, by the intermediate of the main axis 70 which is inserted into these two elements 64, 72, previously nested in one another. This makes it possible to bring the propeller 32 into its assembled configuration, shown in particular in FIGS. 4 and 6.
    Referring now to Figures 12 to 14, there will be described a second preferred embodiment of the invention, wherein only the design of the secondary coupling means in rotation of the elements 64, 72 differs from the first mode.
    Indeed, it is no longer necessary to provide a non-circular section interface between the lateral surfaces of the inner radial end 64 of the blade root 54 and the mechanical connecting member 72 of the wedging device 66, these two surfaces. can generally be cylindrical, of circular section. However, the secondary coupling means in rotation here comprise a coupling member 91 arranged at the interface and extending in the radial direction, this coupling member 91 being formed in one piece with the body of the coupling. mechanical junction 72. More specifically, it is a rib 91 which projects in the direction of the blade axis 62, inside the hollow defined by this member 72. It is noted that this rib could be replaced by a key housed in a groove, without departing from the scope of the invention.
    The rib 91 cooperates with a groove 93 formed on the outer lateral surface of the end 64 of the blade root, also extending in the radial direction 60. Thus, being housed in this groove 93, the rib 91 is capable of to transmit a rotational movement to the inner radial end 64 of the blade root 54, for the wedge in incidence of the blade in Fail Safe mode.
    It is noted that the groove 93 is open at its upper end, so that the rib 91 can penetrate and slide inside during the assembly of the blade on the device 66 wedging incident, during which is observed a relative translational movement between the blade and the mechanical joining member 72, in the radial direction 60.
    Of course, the groove 93 could be made on the mechanical connecting member 72, while the rib 91 would then be formed on the end 64 of the blade root, without departing from the scope of the invention.
    Finally, FIG. 15 represents an alternative embodiment in which the axis 90 is no longer inserted into the cavity 80 through insertion orifices passing through the lateral wall 78 of the hollow member 46, but inserted from the high end this member 46 via an opening closed by the radial abutment member 76 which forms a removable bottom of the hollow member 46. Thus, the insertion into the cavity 80 of the axis 90 carried by the blade root 54 s' performed with the radial abutment member 76 removed from the member 46, then this member 76 is then assembled on the side wall 78 of the hollow member 46, via screws 95.
    Of course, various modifications may be made by those skilled in the art to the invention which has just been described, solely by way of non-limiting examples. In particular, the two preferred embodiments described above can be combined without departing from the scope of the invention.
    权利要求:
    Claims (12)
    [1" id="c-fr-0001]
    A propeller (32, 34) for an aircraft turbomachine (10) comprising: a hub (40) centered on an axis of rotation (5) of the propeller; a plurality of propeller blades (50) each having a blade root (54) equipped with an inner radial end (64), and associated with at least one of said blades: a device (66) for wedging incidence of the blade, adapted to vary the blade (50) in incidence by pivoting it along a radial axis (62) of this blade, the bearing wedging device comprising a mechanical connecting member (72) with the end internal radial (64) of the blade root (54); a main axis (70) for retaining the blade (50) in a radial direction (60) thereof, said main axis of retention coupling in translation and in rotation, along the radial axis (62) of the blade, the blade root (54) to the bearing wedging device (66) passing through the inner radial end (64) and the mechanical joining member (72); and a secondary retaining member (90) for the blade in the radial direction (60) thereof, said secondary member (90) configured to be operative in the event of failure of the main axis (70), characterized in that it further comprises secondary means for coupling in rotation (63, 91, 93), along the radial axis (62) of blade, of the inner radial end (64) with the mechanical connecting member (72), said secondary means being configured to be active in case of failure of the main axis (70).
    [2" id="c-fr-0002]
    2. Propeller according to claim 1, characterized in that the inner radial end (64) and the mechanical joining member (72) define a male-female assembly forming all or part of the secondary coupling means in rotation, thanks to at an interface (63) of non-circular cross-section.
    [3" id="c-fr-0003]
    3. Propeller according to claim 2, characterized in that the cross section comprises at least one straight portion.
    [4" id="c-fr-0004]
    4. Propeller according to claim 2, characterized in that the cross section has a generally eliptical or polygonal shape, for example square, rectangular, hexagonal.
    [5" id="c-fr-0005]
    5. Propeller according to claim 1 or claim 2, characterized in that the secondary coupling means in rotation comprise: a coupling member (91) extending in the radial direction (60) of the blade and being secured to rotating one of the radially inner end (64) and the mechanical joint member (72); and a groove (93) extending in the radial direction (60) of the blade and formed on the other one of the radially inner end (64) and the mechanical joint member (72), coupling being housed in the groove.
    [6" id="c-fr-0006]
    6. Propeller according to claim 5, characterized in that the coupling member is a key or a rib (91) formed integrally with said one of the internal radial end (64) and the mechanical joining member (72).
    [7" id="c-fr-0007]
    7. Propeller according to any one of the preceding claims, characterized in that it further comprises: a hollow member (46) integral with the hub (40) and defining a housing cavity (80) traversed by the foot of blade (54); and a device (82) for guiding the blade root (54) in rotation, the rotation guiding device being housed in said housing cavity (80) between a side wall (78) of the hollow member (46) and the blade root (54), in that in an assembled configuration of the helix, said housing cavity (80) is equipped with said secondary retention element (90), said secondary retention element passing through a housing orifice ( 92) in the blade root, and being arranged, in the radial direction (60), away from a radial abutment member (76) formed by the hollow member (46), in that the side wall (78) ) of the hollow member has an orifice (94) for introducing the secondary retention element (90) into the housing cavity (80), the insertion orifice (94) being designed to be traversed by the secondary retention element (90) when the propeller is, during its assembly, in a mounting configuration of the a secondary retention element in which the insertion orifice (94) is aligned with the blade root receiving hole (92), and in that the helix is designed to have, in its assembled configuration, an offset (98) in the radial direction (60) between the insertion port (94) and the housing hole (92) of the blade root (54).
    [8" id="c-fr-0008]
    8. Propeller according to any one of claims 1 to 6, characterized in that it further comprises: a hollow member (46) integral with the hub (40) and defining a housing cavity (80) traversed by the blade root (54); and a device (82) for guiding the blade root (54) in rotation, the rotation guiding device being housed in said housing cavity (80) between a side wall (78) of the hollow member (46) and the blade root (54), and in that in an assembled configuration of the helix, said housing cavity (80) is provided with said blade retention secondary member (90) passing through a housing hole (92) in the blade root, and being arranged, in the radial direction (60), away from a radial abutment element (76) forming a bottom of the hollow member (46), the radial abutment element (76) being traversed by the blade root (54) and removably mounted on the side wall (78) of the hollow member (46).
    [9" id="c-fr-0009]
    9. Propeller according to claim 7 or claim 8, characterized in that the device (82) for guiding rotation of the blade root is screwed into the housing cavity (80).
    [10" id="c-fr-0010]
    10. Propeller according to any one of the preceding claims, characterized in that it comprises a shaft (68) for driving in rotation centered on the axis of rotation (5), and around which is arranged the device (66). stalling in incidence of the blade.
    [11" id="c-fr-0011]
    11. An aircraft turbomachine (10) comprising a propeller (32, 34) according to any one of the preceding claims, said turbomachine preferably comprising a doublet receiver of non-keeled contra-rotating propellers (32, 34).
    [12" id="c-fr-0012]
    12. Aircraft (100) comprising at least one turbomachine (10) according to the preceding claim.
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    WO2017085386A1|2017-05-26|Aircraft turbomachine front part
    FR2918409A1|2009-01-09|Rotating part i.e. fan, for turbine engine of aircraft, has blade with circumferential projection detected in continuity of adjacent platform forming sector, where projection participates in definition of inter-blade surface
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    FR2943984A1|2010-10-08|Propeller for turbine engine e.g. open rotor type turbine engine, of aircraft, has hub comprising two annular type portions that are fixed to each other and defining part of recess opening
    FR3030445A1|2016-06-24|AIRCRAFT TURBOMACHINE PROPELLER, COMPRISING A BLADE RETENTION STRUCTURE CONNECTED TO THE EXTERNAL RADIAL END OF EACH BLADE
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    FR2968039A1|2012-06-01|DEVICE FOR DISMOUNTING A BEARING SUPPORT
    CA2977896A1|2016-09-09|Blisk comprising a hub having a recessed face on which a filling member is mounted
    同族专利:
    公开号 | 公开日
    US20170313404A1|2017-11-02|
    GB2551631B|2021-03-03|
    FR3050719B1|2018-04-13|
    GB201706728D0|2017-06-14|
    US10640198B2|2020-05-05|
    GB2551631A|2017-12-27|
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    EP2535519A3|2011-06-14|2014-11-12|Rolls-Royce plc|A retention device for a rotating blade|
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    FR3014972B1|2013-12-12|2016-04-22|Airbus Operations Sas|ASSEMBLY COMPRISING A JOINT AXLE SUPPORTED BY A CAP AND IMMOBILIZED IN TRANSLATION BY A LOCKING DEVICE INCORPORATING A DOUBLE ANTI-ROTATION SYSTEM|
    FR3021030B1|2014-05-14|2018-01-05|Ratier Figeac|SECURED ANCHOR BLADE IN RADIAL TRANSLATION, PROPELLER, TURBOMACHINE AND AIRCRAFT|
    FR3032941B1|2015-02-24|2017-03-10|Snecma|NON-CARRIED TANK FOR AIRCRAFT TURBOMACHINE|FR3027947B1|2014-10-31|2021-05-14|Snecma|PROPELLER RING INCLUDING RADIAL HOUSINGS WITH OVOID SECTION|
    FR3032941B1|2015-02-24|2017-03-10|Snecma|NON-CARRIED TANK FOR AIRCRAFT TURBOMACHINE|
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    法律状态:
    2017-04-19| PLFP| Fee payment|Year of fee payment: 2 |
    2017-11-03| PLSC| Publication of the preliminary search report|Effective date: 20171103 |
    2018-04-20| PLFP| Fee payment|Year of fee payment: 3 |
    2019-04-18| PLFP| Fee payment|Year of fee payment: 4 |
    2020-04-20| PLFP| Fee payment|Year of fee payment: 5 |
    2021-04-23| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1653841A|FR3050719B1|2016-04-28|2016-04-28|AIRCRAFT TURBOMACHINE PROPELLER COMPRISING MEANS OF FLAME-RELIEVING BACK-UP MEANS|
    FR1653841|2016-04-28|FR1653841A| FR3050719B1|2016-04-28|2016-04-28|AIRCRAFT TURBOMACHINE PROPELLER COMPRISING MEANS OF FLAME-RELIEVING BACK-UP MEANS|
    US15/495,444| US10640198B2|2016-04-28|2017-04-24|Propeller for an aircraft turbo engine, including safety means for controlling blade angle of attack|
    GB1706728.1A| GB2551631B|2016-04-28|2017-04-27|Propeller for an aircraft turbo engine, including safety means for controlling blade angle of attack|
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