• 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 an aircraft (100) comprising: - a structure (150) having a median plane XZ and comprising: - a fuselage (112), and - a fin (123) fixed to the rear of the fuselage (112), an adjustable horizontal plane (118a-b) rotatably mounted around a horizontal axis on a first part of the structure (150), and extending on either side of the median plane XZ, and on the rear, - two elevators (120a-b, 122a-b) rotatably mounted about a horizontal axis on a second part of the structure (150) on either side of the median plane XZ and independently of the plane horizontal adjustable (118a-b). In such an aircraft, the elevators have no impact on the adjustable horizontal plane which allows among other things a reduction of the dimensions of the adjustable horizontal plane, as well as the actuator maneuvering it.
    公开号:FR3052742A1
    申请号:FR1655599
    申请日:2016-06-16
    公开日:2017-12-22
    发明作者:Frederic Sauvinet
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    Aircraft with independent elevators
    TECHNICAL AREA
    The present invention relates to an aircraft having an adjustable horizontal plane (PHR) and elevators dissociated from the adjustable horizontal plane.
    STATE OF THE PRIOR ART
    Fig. 1 is a top view of an aircraft 10 of the state of the art which comprises a fuselage 12 on either side of which is fixed a wing 14a-b which supports one or more motor (s) 16a-b. At T rear, the aircraft 10 also comprises a horizontal plane 18a-b which is rotatable about a horizontal axis and which extends on either side of the fuselage 12. Such a horizontal plane is called horizontal plane adjustable (PHR). The aircraft 10 also has, mounted on either side of the fuselage 12 and on the adjustable horizontal plane 18a-b, a elevator 20a-b which is rotatable about a horizontal axis and which is placed at trailing edge of the adjustable horizontal plane 18a-b. The attachment of the elevator 20a-b on the adjustable horizontal plane 18a-b is achieved by a hinge. The aircraft 10 also comprises a drift 22 at the rear of which is mounted movable about a vertical axis, a rudder 24.
    The adjustable horizontal plane 18a-b is maneuvered by an actuator and ensures the balancing of the aircraft 10 in the long term. Each elevator 20a-b is also maneuvered by one or more other actuators and ensures the balancing of the aircraft 10 in the short term and the maneuvers of the aircraft 10.
    When a elevator 20a-b is pointed upwards, it reduces the stalling incidence of the adjustable horizontal plane 18a-b. This stalling effect plays an important role during a sting action (hand rendering) of the aircraft 10 to restore the speed, and the reduction of the stall incidence leads to an increase in the size of the adjustable horizontal plane 18. b to compensate for the effects of this reduction.
    In addition, the steering of the elevator 20a-b generates a large variation of the hinge moment on the adjustable horizontal plane 18a-b, and therefore a strong axial force on the actuator operating the adjustable horizontal plane 18a-b.
    To compensate for these elements, it is then necessary to oversize the adjustable horizontal plane 18a-b and each actuator, which has an impact on the weight and size of the equipment, and energy requirements.
    SUMMARY OF THE INVENTION
    An object of the present invention is to propose an aircraft having an adjustable horizontal plane and the elevators dissociated from the adjustable horizontal plane. For this purpose, an aircraft is proposed comprising: a structure having a median plane XZ and comprising: a fuselage, and a drift fixed at the rear of the fuselage, an adjustable horizontal plane rotatably mounted around a horizontal axis on a first part of the structure, on both sides of the median plane XZ, and at the rear, - two elevators rotatably mounted around a horizontal axis on a second part of the structure of both sides of the median plane XZ and independently of the adjustable horizontal plane.
    In such an aircraft, the elevators no longer have an impact on the adjustable horizontal plane, which allows, among other things, a reduction in the dimensions of the adjustable horizontal plane, as well as in the actuator actuating it.
    According to a particular embodiment, the first part of the structure is a rear part of the fuselage.
    According to a first variant, the second part of the structure is the drift.
    According to a second variant, the second part of the structure is a front part of the fuselage.
    According to another particular embodiment, the first part of the structure is the drift.
    According to a first variant, the second part of the structure is a rear part of the fuselage.
    According to a second variant, the second part of the structure is a front part of the fuselage.
    Advantageously, the fin has a leading edge and a trailing edge, and the structure present inside the fin: - a front spar extending along the leading edge, - a rear spar extending along the trailing edge, - an intermediate spar fixed between the front spar and the rear spar and on which each elevator is rotatably mounted, and - for each elevator, at least one actuator mounted hinged between the spar intermediate and the elevator.
    BRIEF DESCRIPTION OF THE DRAWINGS
    The characteristics of the invention mentioned above, as well as others, will appear more clearly on reading the following description of an exemplary embodiment, said description being made in connection with the attached drawings, among which: FIG. . 1 is a top view of an aircraft of the state of the art, FIG. 2 is a plan view of an aircraft according to first embodiments of the invention, FIG. 3 is a side view of an aircraft according to the first embodiments of the invention, FIG. 4 is a side view of an aircraft according to another embodiment of the invention, and FIG. 5 is a side view of a drift of an aircraft according to a particular embodiment of the invention.
    DETAILED DESCRIPTION OF EMBODIMENTS
    Fig. 2 and FIG. 3 show an aircraft 100 according to a first and a second embodiment of the invention, and FIG. 4 shows an aircraft 200 according to a third embodiment of the invention.
    In the following description, and by convention, X is called the longitudinal axis of the aircraft 100, 200 or roll axis, oriented positively in the direction of travel of the aircraft 100, 200, Y is called transverse axis or pitch axis of the aircraft 100, 200 which is horizontal when the aircraft 100, 200 is on the ground, and Z is the vertical axis or vertical height or yaw axis when the aircraft 100, 200 is on the ground , these three directions X, Y and Z being orthogonal to one another and forming an orthonormal coordinate system originating from the center of gravity of the aircraft 100, 200. The aircraft 100, 200 comprises a structure 150 which has a median plane of symmetry which is the plane XZ and which comprises inter alia a fuselage 112 and a drift 123 fixed to the rear of the fuselage 112. The aircraft 100, 200 comprises two wings 114a-b fixed on either side of the fuselage 112 where each supports at least one 116a-b engine. The aircraft 100, 200 also comprises a rudder 124 mounted to move behind the drift 123.
    For the first and second embodiments of the invention, the aircraft 100 comprises at the rear a horizontal plane 118a-b which is adjustable, that is to say mobile in rotation about a horizontal axis and which extends on both sides of the median plane XZ. The adjustable horizontal plane 118a-b does not have a elevator at its trailing edge.
    For the third embodiment of the invention, the aircraft 200 comprises at the rear, on either side of the fin 123, an adjustable horizontal plane 218a. The adjustable horizontal plane 218a does not have a elevator at its trailing edge. In a general manner, the aircraft 100, 200 has an adjustable horizontal plane 118a-b, 218a which is rotatably mounted about a horizontal axis on a first part of the structure 150 of the aircraft 100, 200 and which extends on both sides of its median plane XZ, and at the rear of the fuselage.
    In the first and second embodiments, the first part of the structure 150 consists of the rear part of the fuselage 112.
    In the third embodiment, the first part of the structure 150 consists of the drift 123, thus forming a T-tail (T-Tail in English). The aircraft 100, 200 also has two elevators 120a-b, 122a-b, 220a (only one is seen in Fig. 4).
    According to the first embodiment of the invention, the elevators 120a-b are mounted on the drift 123, on either side thereof. Each elevator 120a-b is rotatable about a horizontal axis.
    According to the second embodiment of the invention, the elevators 122a-b are mounted on the fuselage 112, on either side thereof and in front of the latter, thus taking a configuration called "Duck". Each elevator 122a-b is rotatable about a horizontal axis.
    According to the third embodiment of the invention, the elevators 220a are mounted on the fuselage 112, on either side of it and at the rear thereof, that is to say substantially perpendicular to the drift 123. In general, the aircraft 100, 200 comprises two elevators 120a-b, 122a-b, 220a which are rotatably mounted about a horizontal axis on a second part of the structure 150 of the aircraft 100, 200 on either side of the median plane XZ and independently of the adjustable horizontal plane 118a-b, 218a, that is to say dissociated from it and out of its trailing edge.
    In the first embodiment, the second part of the structure 150 consists of the drift 123.
    In the second embodiment, the second part of the structure 150 consists of the front part of the fuselage 112.
    In the third embodiment, the second part of the structure 150 consists of the rear part of the fuselage 112.
    Whether they are placed on the front part or the rear part of the fuselage 112, the elevators 122a-b, 220a must be moved away from the center of gravity of the aircraft 100, 200 to produce a pitching moment.
    For each elevator 120a-b, 122a-b, 220a and the adjustable horizontal plane 118a-b, 218a, the aircraft 100, 200 has one or more actuators (s) which can be controlled from the flight deck of the aircraft. aircraft 100, 200 and which maneuver said elevator 120a-b, 122a-b, 220a or said adjustable horizontal plane 118a-b, 218a.
    Such an aircraft 100, 200 where each elevator 120a-b, 122a-b, 220a is independent of the adjustable horizontal plane 118a-b, 218a makes it possible to reduce the dimensions of the adjustable horizontal plane 118a-b, 218a, as well as those of the actuator the maneuvering, since the elevator 120a-b, 122a-b, 220a no longer affects the adjustable horizontal plane 118a-b, 218a and stall incidence.
    Likewise, the absence of a elevator actuator on the adjustable horizontal plane 118a-b, 218a reduces drag.
    It is then possible to optimize the aerodynamics of each elevator 120a-b, 122a-b, 220a and the adjustable horizontal plane 118a-b, 218a without having to take into account constraints related to the other, c i.e., the adjustable horizontal plane 118a-b, 218a and the elevator 120a-b, 122a-b, 220a.
    As surfaces are smaller, span is reduced and efficiency is improved through less flexibility.
    When the elevators 120a-b, 122a-b are not behind the wings 114a-b (first and second embodiments), they will not suffer wing deflections 114a-b and will have better efficiency.
    When the elevators 220a-b are fixed on the drift 123 (third embodiment), they can be positioned so as to improve the efficiency of the rudder 124 and to reduce the dimensions of the drift 123.
    According to another embodiment based on the third embodiment, it is possible to replace the elevators 220a of the rear part of the fuselage 112 by 122a-type elevators of the type "duck" on the front part of the fuselage 112 .
    Fig. 4 shows a method of fixing a elevator 120a on the drift 123. The internal structure of the drift 123 which is part of the structure 150 of the aircraft 100 has a front spar 502 which extends along the edge 123 of the drift 123 and a rear spar 504 which extends along the trailing edge of the drift 123.
    The internal structure of the fin 123 also includes an intermediate spar 506 secured between the front spar 502 and the rear spar 504 and on which each elevator 120a-b is rotatably mounted.
    The rotational displacement of each elevator 120a-b is controlled by at least one actuator 508a-b, which here are two in number, mounted articulated between the intermediate spar 506 and said elevator 120a-b.
    The control of the actuator 508a-b or of each actuator 508a-b is carried out conventionally from the flight deck of the aircraft 100.
    In embodiments where the elevators 122a-b, 220a are attached to the fuselage 112, the actuator may be implanted within the fuselage 112.
    Due to the independence between the adjustable horizontal plane 118a-b, 218a and the elevator 120a-b, 122a-b, 220a, it is possible to aerodynamically balance each elevator 120a-b, 122a-b, 220a with respect to its axis of rotation by centering it, which makes it possible to reduce the hinge moment and, by reducing the lever arm relative to the axis of rotation, also to reduce its inertia. These two decreases reduce the dimensions of the actuator.
    权利要求:
    Claims (8)
    [1" id="c-fr-0001]
    1) Aircraft (100, 200) comprising: - a structure (150) having a median plane XZ and comprising: - a fuselage (112), and - a fin (123) fixed to the belly of the fuselage (112), - a adjustable horizontal plane (118a-b, 218a) rotatably mounted about a horizontal axis on a first portion of the structure (150), and extending on either side of the median plane XZ, and rear, - two elevators (120a-b, 122a-b, 220a) rotatably mounted about a horizontal axis on a second part of the structure (150) on either side of the median plane XZ and independently of the adjustable horizontal plane (118a-b, 218a).
    [0002]
    2) Aircraft (100) according to claim 1, characterized in that the first part of the structure (150) is a rear part of the fuselage (112).
    [0003]
    3) Aircraft (100) according to claim 2, characterized in that the second part of the structure (150) is the drift (123).
    [0004]
    4) Aircraft (100) according to claim 2, characterized in that the second part of the structure (150) is a front part of the fuselage (112).
    [0005]
    5) Aircraft (200) according to claim 1, characterized in that the first part of the structure (150) is the drift (123).
    [0006]
    6) Aircraft (200) according to claim 5, characterized in that the second part of the structure (150) is a rear part of the fuselage (112).
    [0007]
    7) Aircraft (200) according to claim 5, characterized in that the second part of the structure (150) is a front part of the fuselage (112).
    [0008]
    8) Aircraft (100) according to claim 3, characterized in that the fin (123) has a leading edge and a trailing edge, and in that the structure (150) has inside the fin ( 123): - a front spar (502) extending along the leading edge, - a rear spar (504) extending along the trailing edge, - an intermediate spar (506) fixed between the front spar (502) and the rear spar (504) and on which each elevator (120a-b) is rotatably mounted, and - for each elevator (120a-b), at least one actuator (508a-b) articulated between the intermediate spar (506) and the elevator (120a-b).
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    同族专利:
    公开号 | 公开日
    FR3052742B1|2021-10-29|
    US20170361917A1|2017-12-21|
    CN107521663B|2021-12-10|
    CN107521663A|2017-12-29|
    US10633077B2|2020-04-28|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP0033053A1|1980-01-09|1981-08-05|Airbus Industrie|Fixed-wing aircraft comprising airfoil surfaces disposed in tandem configuration|
    US4790494A|1986-10-14|1988-12-13|Grumman Aerospace Corporation|Aircraft empennage with fixed trailing edge horizontal stabilizer|
    WO1998021092A1|1996-11-12|1998-05-22|Mcdonnell Douglas Corporation|Pylon flap for increasing negative pitching moments|
    WO2000007875A1|1998-08-05|2000-02-17|Bae Systems Plc|An aircraft fin and rudder|
    EP2327624A2|2009-11-27|2011-06-01|Airbus Operations S.L.|Fairing of aircraft elevator|
    FR2993859A1|2012-07-26|2014-01-31|Airbus Operations Sas|Push and pull propelled multi-planar aircraft i.e. transport aircraft, has propellers arranged to produce pushing forces directed according to longitudinal direction and directed forwardly along movement direction of aircraft during flight|
    US4099687A|1976-07-22|1978-07-11|Roberts Lawrence T|All-axis control of aircraft in deep stall|
    US4261533A|1978-06-26|1981-04-14|Dynamic Engineering, Inc.|All-axis control of aircraft in ultra deep stall|
    DE3029548C2|1979-08-08|1992-07-09|British Aerospace Plc, London, Gb|
    US9828084B2|2015-05-06|2017-11-28|The Boeing Company|Vibration dampening for horizontal stabilizers|
    CN205131655U|2015-10-30|2016-04-06|佛山市神风航空科技有限公司|Compound aircraft of tape trailer wing|FR3079207B1|2018-03-21|2020-02-28|Airbus|AIRCRAFT HAVING ARTICULATED HORIZONTAL FENDERS|
    CN108502139A|2018-04-28|2018-09-07|成都航空职业技术学院|Three-wing-surface general-purpose aircraft|
    FR3105967A1|2020-01-02|2021-07-09|Safran Nacelles|Aircraft tail comprising a control surface and pressurization fins for this control surface|
    法律状态:
    2017-06-21| PLFP| Fee payment|Year of fee payment: 2 |
    2017-12-22| PLSC| Publication of the preliminary search report|Effective date: 20171222 |
    2018-06-26| PLFP| Fee payment|Year of fee payment: 3 |
    2020-06-19| PLFP| Fee payment|Year of fee payment: 5 |
    2021-06-22| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1655599A|FR3052742B1|2016-06-16|2016-06-16|AIRCRAFT WITH INDEPENDENT DEPTH GOVERNMENTS|FR1655599A| FR3052742B1|2016-06-16|2016-06-16|AIRCRAFT WITH INDEPENDENT DEPTH GOVERNMENTS|
    CN201710431088.6A| CN107521663B|2016-06-16|2017-06-08|Aircraft with independent elevators|
    US15/618,294| US10633077B2|2016-06-16|2017-06-09|Aircraft exhibiting independent elevators|
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