• 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 a rotorcraft (1) comprising a fuselage (2) surmounted by a main rotor (30). The rotorcraft (1) comprises a first helix (10) and a second helix (20) rotated respectively about a first secondary axis of rotation (51) and a second secondary axis of rotation (52). A mobility system (60) rotates said second propeller (20) relative to the fuselage (2), said mobility system (60) moving said second secondary rotational axis (52) relative to the fuselage (2). a first position (POS1) where the second propeller (20) exerts a thrust (P2) in the first direction (S1) at a second position where the second propeller (20) exerts a thrust in a second direction opposite to the first direction (S1 ).
    公开号:FR3055311A1
    申请号:FR1601278
    申请日:2016-08-30
    公开日:2018-03-02
    发明作者:Michel Vialle；Sylvain Berthalon
    申请人:Airbus Helicopters SAS；
    IPC主号:
    专利说明:

    (57) The present invention relates to a rotorcraft (1) comprising a fuselage (2) surmounted by a main rotor (30). The rotorcraft (1) comprises a first propeller (10) and a second propeller (20) which rotate respectively around a first secondary axis of rotation (51) and a second secondary axis of rotation (52). A mobility system (60) rotates said second propeller (20) relative to the fuselage (2), said mobility system (60) displaces said second secondary axis of rotation (52) relative to the fuselage (2) by a first position (POS1) where the second propeller (20) exerts a thrust (P2) in the first direction (S1) to a second position where the second propeller (20) exerts a thrust in a second direction opposite to the first direction (S1 ).

    Rotorcraft equipped with a rotary wing and an adjustable propeller, and method applied by this rotorcraft
    The present invention relates to a rotorcraft equipped with a rotary wing and an adjustable propeller, and the method applied by this method.
    Rotorcraft are aircraft with a rotary wing.
    A known rotorcraft has two propellers and a main rotor participating at least partially in the lift of the aircraft.
    Thus, a first propeller and a second propeller are arranged laterally on either side of a fuselage of the rotorcraft. The first propeller and the second propeller are carried by two half-wings extending respectively on either side of said fuselage.
    The main rotor and the two propellers are rotated by a power plant. This power plant comprises at least one engine as well as three power transmission chains leading to the main rotor, a first propeller and a second propeller.
    In addition, the first propeller and the second propeller also participate in controlling the yaw movement of the rotorcraft.
    During phases of flight at high forward speed, the first propeller and the second propeller can thus generate a first thrust and a second thrust respectively in parallel directions and identical directions. Such meaning is said to be "first sense" for convenience. On the other hand, the first push and the second push have different intensities in order to control the position and the yaw movement of the rotorcraft.
    During take-off, landing, hovering and more generally low speed forward flight, the first propeller generates a thrust in the same direction as in high speed forward flight. The second propeller can on the other hand generate a thrust in an opposite direction to participate in the control of the position and the yaw movement of the rotorcraft. Indeed, in flight phases at low forward speed, the propellers must in fact exert weaker thrusts requiring such operation of these propellers to control the position and the yaw movement of the aircraft.
    The pitch of the blades of the second propeller is then included in a wide range so that the second propeller can generate thrust in two opposite directions. Indeed, the pitch of the blades of the second propeller can be positive in forward flight at high speed and negative at low speed. The profile in particular of the blades of the second propeller is therefore difficult to optimize. As a result, the efficiency of the second propeller is also difficult to optimize.
    Therefore, the drive in particular of the second propeller may require high power. In particular, the efficiency of the second propeller can be low at low speed, and induce the need to provide a large power to this second propeller at low speed.
    In addition, the power transmission chain setting in motion the second propeller must in fact be oversized, in view of a transmission chain which should not transmit significant powers. The cost and the mass of this power transmission chain setting the second propeller in motion can then be relatively large.
    Documents relating to rotorcraft of various types are known but do not give solutions to these problems.
    The document EP2690012 describes a rotorcraft fitted with a main rotor. In addition, the rotorcraft has two propellers carried by a so-called duck wing.
    The main rotor is fixed. The axis of rotation of the rotor is thus stationary relative to the fuselage.
    On the other hand, the two propellers can be oriented in particular to optimize the stability of the rotorcraft. An adjustable propeller has blades rotating around an axis of rotation, this axis of rotation being movable in rotation relative to the fuselage of the aircraft. More specifically, each axis of rotation can rotate about a tilt axis perpendicular to the roll axis of the aircraft.
    Other rotorcraft have rotatable main rotors unrelated to the invention.
    Thus, document US2007158494 describes a rotorcraft comprising two main counter-rotating rotors. The axis of rotation of the two main rotors can thus be tilted.
    The main rotors are notably orientable substantially over an amplitude of 90 degrees from an extreme position allowing them to participate in the lift towards an extreme position allowing them to participate in the propulsion of the aircraft.
    This rotorcraft has no propeller as such.
    The document DE4422987 describes a rotorcraft comprising two rotors that can be rotated to participate in the propulsion or the lift of the aircraft. This rotorcraft has no propeller as such.
    Likewise; the document WO2008085195 describes a rotorcraft comprising two rotors which can be rotated to participate in the propulsion or the lift of the aircraft. This rotorcraft has no propeller as such.
    Such rotorcraft with main rotors are sometimes called "tilt rotor" in English.
    Document US2011114798 presents a rotorcraft comprising a main rotor. The rotorcraft further comprises two propellers mounted on a front wing of the rotorcraft.
    Document US2010065677 presents a rotorcraft comprising a main rotor. The rotorcraft further comprises two propellers mounted on a rear boom wing of the rotorcraft.
    Document US2009321554 presents a rotorcraft comprising a main rotor. The rotorcraft further comprises two propellers mounted on a middle wing of the rotorcraft.
    The object of the present invention is therefore to propose a rotorcraft comprising a main rotor and two propellers which have efficiencies aimed at being optimized.
    According to the invention, a rotorcraft comprises a fuselage and a lift surface attached to the fuselage. The fuselage extends longitudinally from a tail to a nose and transversely from a left flank to a right flank. The fuselage is surmounted by a main rotor participating at least partially in the lift of the rotorcraft or even partially in its propulsion.
    In addition, the rotorcraft comprises a first propeller and a second propeller carried by said lift surface. The first propeller and the second propeller participate at least partially in the advancement of the rotorcraft and in the control of the yaw movement of this rotorcraft. The first propeller and the second propeller are arranged transversely on either side of the fuselage. Such propellers are sometimes referred to as "propellers" although these propellers can exert a thrust tending to propel or tow the rotorcraft.
    A power plant rotates the blades of the main rotor as well as the first propeller and the second propeller respectively around a main axis of rotation as well as a first secondary axis of rotation and a second secondary axis of rotation .
    Therefore, the rotorcraft comprising a mobility system intended to move the second propeller in rotation relative to the fuselage, the mobility system moving the second secondary axis of rotation relative to the fuselage from a first position where the second propeller exerts a thrust in a first direction to a second position where the second propeller exerts a thrust in a second direction opposite to the first direction.
    According to a first proposal, the first secondary axis of rotation is stationary relative to the fuselage, the first propeller permanently exerting a thrust in the first direction.
    According to a second proposal, the first propeller is also mobile in rotation, the rotorcraft comprising a mobility device intended to move the first propeller in rotation relative to the fuselage. Optionally, the mobility device of the first propeller may include the same members as the mobility system of the second propeller.
    The term "direction" refers to a thrust directed towards the front of the aircraft or towards the rear of the aircraft, namely in a direction parallel to a direction going from a transverse plane of the aircraft towards the nose or tail of the aircraft. Such a transverse plane may include a pitch axis and a yaw axis of the aircraft.
    Thus, the first direction or the second direction corresponds to a direction of advance of the aircraft forward, the other direction corresponding to a direction opposite to this direction of forward advance.
    The rotorcraft is then fitted with a main rotor, a first propeller and a second propeller. The first propeller may be of the fixed propeller type, the first secondary axis of rotation then being stationary relative to the fuselage. On the other hand, the second propeller is an orientable propeller, the second axis of rotation being able to be tilted between two extreme positions, namely the first position and the second position.
    Optionally and outside the transition phase, the second propeller can be positioned in at least one intermediate position located between the first position and the second position.
    For example and in particular when the second propeller rotates about a vertical axis, the second propeller can stop in an intermediate position for cases of lateral flight. The second propeller then participates in the propulsion of the aircraft, and can tend to minimize the attitude angle of the cabin.
    For example, and in particular when the second propeller rotates about a horizontal axis, the second propeller can stop in an intermediate position in order to be able to hover with a slightly different attitude from a conventional helicopter, and potentially improve the visibility of the pilot.
    This rotorcraft proposes to modify, possibly only, the orientation of the thrust exerted by the second propeller as a function of the flight phases, in particular in order to limit the operating pitch range of the propellers.
    For example, the second propeller may be in an extreme position below a transition point, and in the other extreme position above this transition point. For example, this transition point can represent a forward speed of the aircraft. The transition point may correspond to a moment when the second propeller exerts zero thrust.
    Thus, a prior art proposes a rotorcraft comprising two fixed propellers provided with blades having a pitch which can be modified according to a large pitch range. Indeed, the pitch of the blades of a second propeller according to the prior art can take a negative value below a transition point and positive above this transition point.
    When the rotorcraft is moving at low speed, a rotorcraft with two non-steerable propellers positions the pitch of a first propeller at a positive pitch and the pitch of a second propeller at a negative pitch, the blades of the two propellers being identical. The two propellers then exert thrusts in different directions. When the rotorcraft is moving at high speed, a rotorcraft with two non-orientable propellers positions the pitch of the first propeller at a positive pitch and the pitch of the second propeller at a positive pitch.
    The pitch variation range of the second propeller is therefore large.
    Conversely, the invention provides at least a second propeller which can be tilted to reduce the pitch range of the blades of this second propeller, for example by a factor of two compared to such a prior art.
    The pitch of the blades of the second propeller is for example always positive. On the other hand, the second propeller can be tilted to exert a thrust in the same direction as the first propeller or in a contrary direction. For example, when the rotorcraft according to the invention operates at low speed, the second propeller is in the second position. Conversely, when the rotorcraft according to the invention operates at high speed, the second propeller is in the first position.
    Thus, a prior art suggests providing a propeller having blades capable of reaching a negative or positive pitch in order to be able to reverse the direction of the thrust exerted by the propeller, a zero pitch inducing a zero thrust of the propeller.
    Conversely, the invention provides a propeller having blades capable of reaching a zero pitch and only positive or negative, and to tilt this propeller to change the direction of the thrust exerted by the propeller.
    For example, the tilting is carried out when the second propeller exerts a substantially zero thrust.
    This reduced pitch range makes it possible to optimize the profile of the blades, and consequently the aerodynamic drag generated by the propellers.
    This optimization can therefore lead to improving the efficiency of the second adjustable propeller, and can therefore lead to a reduction in the power consumption of the second propeller. For example, the power required to generate a negative thrust with a fixed propeller can be up to twice as large as for the generation of the same thrust but in a positive direction.
    This optimization can also lead to a reduction in the noise emission level of the second steerable propeller. This optimization can also lead to reducing the mass of the second propeller and of the power transmission chain setting this second propeller in motion.
    On the other hand, in the event of the presence of an access door disposed near the second propeller, the possibility of changing the orientation of the second propeller makes it possible to increase the level of safety of the aircraft during a passenger embarkation or disembarkation phase carried out with rotating propeller blades. Indeed, the second propeller can be positioned in a position increasing the distance between the aircraft access door and this second propeller.
    The rotorcraft may further include one or more of the following features.
    Thus, the main axis of rotation can be stationary relative to the fuselage.
    Only the second propeller can then possibly be orientable.
    According to another aspect, the second secondary axis of rotation can be movable over an angular range of 180 degrees.
    The second propeller then exerts in the first position and the second position a thrust exerted in the same direction but in two opposite directions.
    According to another aspect, the first propeller can exert a thrust only in said first direction and a first direction, the second propeller exerting in the first position a thrust parallel to the first direction and in a direction identical to the first direction, the second propeller exercising in the second position a push parallel to the first direction and in a direction opposite to the first direction.
    The first direction may be parallel to a roll axis of the rotorcraft.
    According to another aspect, the mobility system can comprise at least one actuator engaged on a casing of the second propeller.
    This actuator makes it possible to tilt the second propeller from its first position to its second position, and vice versa.
    The actuator can include, for example, an electric motor, a hydraulic rotary actuator, two linear hydraulic actuators ...
    The mobility system may include a measuring device measuring the forward speed of the aircraft and a processing unit, said processing unit being connected to said at least one actuator and to the measuring device.
    Such a measurement device can comprise a standard anemobarometric system and / or a satellite positioning system for example.
    According to a first variant, the second propeller can be set in motion by a power transmission shaft, said power transmission shaft extending along an extension axis to an end carrying a first pinion, said second propeller comprises a wheel meshed by said first pinion, a rotation of said wheel on itself generating a rotation of the blades of the second propeller around the second secondary axis of rotation, said second secondary axis of rotation being movable in rotation about said axis extension, said wheel sliding on said first pinion when the second propeller is moved between the first position and the second position.
    The rotation of the second propeller takes place around the axis of the power transmission shaft setting in motion the second propeller.
    According to a second variant, the second propeller being set in motion by a power transmission shaft, said power transmission shaft extending along an extension axis to an end carrying a first pinion, said second propeller comprises a second pinion meshed by an intermediate wheel in engagement with said first pinion, a rotation of the second pinion on itself generating a rotation of the blades of the second propeller around the second secondary axis of rotation, said second secondary axis of rotation being movable in rotation about a tilting axis orthogonal to the extension axis, said second pinion sliding on the intermediate wheel when the second propeller is moved between the first position and the second position.
    The rotation of the second propeller takes place around a tilting axis perpendicular to the drive shaft setting in motion the second propeller.
    Regardless of the variant, the extension axis may be perpendicular to a vertical anteroposterior plane of symmetry of the rotorcraft, the anteroposterior plane comprising a roll axis and a yaw axis of the rotorcraft.
    Alternatively, the extension axis may be parallel to the vertical anteroposterior plane of symmetry of the rotorcraft.
    According to the embodiment, the second secondary axis of rotation can tilt in a plane parallel to the vertical anteroposterior plane of symmetry of the rotorcraft, or perpendicular to this vertical anteroposterior plane of symmetry of the rotorcraft
    For example, the second secondary axis of rotation is movable in rotation about a tilt axis parallel to a yaw axis of the rotorcraft.
    According to another aspect, in the case of a rotation of the second secondary axis of rotation parallel to the anteroposterior plane and upwards, namely towards the main rotor, the rotorcraft is dimensioned so that the relative positions of the main rotor and the second propeller are sufficient to avoid interference between them.
    As part of a rotation of the second secondary axis of rotation parallel to the anteroposterior plane and downwards, the rotorcraft can be dimensioned so that the ground clearance of the second propeller is sufficient to avoid interference with the ground if necessary.
    According to another aspect, the second propeller can be positioned either in the first position or in the second position in a stabilized flight phase, a stabilized flight phase being a low speed flight phase or a high speed flight phase, said second propeller being moved between the first position and the second position during a transient flight phase occurring between two stabilized flight phases, the mobility system comprising a cyclic modification system cyclically modifying the pitch of the blades of said main rotor during the phase transient flight.
    Such a system for cyclically modifying the pitch of the blades of said main rotor may be a conventional system. This system for cyclically modifying the pitch of the blades of said main rotor may comprise at least one actuator intended to modify a position of a set of cyclic plates connected to the blades of the main rotor by pitch rods.
    The actuator can be directly connected to the set of swashplates, in particular in the context of electric flight controls.
    Alternatively, the actuator can be indirectly connected to the set of swashplates, for example by being interposed in series or in parallel on a mechanical chain connected to a servo drive articulated to the set of swashplates
    The second propeller can be tilted from the first position to the second position, and vice versa, when this second propeller exerts zero thrust so as not to disturb the stability of the aircraft.
    However, the variation in the cyclic pitch of the blades of the main rotor makes it possible to ensure the balance of the aircraft in the presence of a residual thrust exerted by the second propeller during the tilting of this second propeller. The variation of the cyclic pitch of the blades of the main rotor makes it possible to tilt the lift vector generated by the main rotor to compensate for such residual thrust during a transition phase.
    Such a cyclic modification system can also be used if the second propeller is positioned in an intermediate position between the first position and the second position.
    In addition to a rotorcraft, the invention relates to a method of controlling the yaw movement of such a rotorcraft.
    The process includes the following steps:
    positioning of the second propeller in a first position during a predetermined flight phase called “first flight phase”,
    - positioning of the second propeller in a second position during a predetermined flight phase called "second flight phase".
    The second propeller is therefore not permanently tilted. Failover only occurs when the aircraft reaches a transition point or even a transition zone.
    Optionally, the second propeller is positioned in the first position above a first forward speed threshold and in the second position below a second forward speed threshold, said first flight phase being a phase of high speed flight and said second flight phase being a low speed flight phase.
    The first speed threshold and the second speed threshold are for example equal. The transition can for example take place at a speed of the order of 50 knots.
    In the context of "automation" of the flight controls controlling the pitch of the blades of the first propeller and of the blades of the second propeller, the rotorcraft can include operating modes which vary according to the position of the second propeller. For example, a first operating mode is applied when the rotorcraft operates at low speed and in particular in hovering flight, a second operating mode being applied when the rotorcraft operates at high speed.
    For example, and at low forward speed, the pitch controls of the two propellers may vary in opposite directions. Conversely, at high forward speed, the pitch controls of the two propellers can vary identically.
    The operating modes can for example comprise piloting laws applied by electric flight controls, the piloting laws varying as a function of the position of the second propeller.
    Optionally, a position sensor makes it possible to determine said position of the second propeller.
    In the context of mechanical flight controls, mechanical devices can induce such a reversal.
    Alternatively, each propeller can be piloted independently of the other propeller by a pilot using commands adapted for this purpose.
    During the transition between two positions, the yaw movement can be controlled by adjusting the thrust exerted by the first propeller and the air speed of the aircraft.
    According to another aspect, during a transient flight phase occurring during the transition from the first flight phase to the second flight phase or from the second flight phase to the first flight phase, the method comprises the step following: cyclic modification of the pitch of the blades of said main rotor.
    The invention and its advantages will appear in more detail in the context of the description which follows with examples given by way of illustration with reference to the appended figures which represent:
    - Figure 1, a rotorcraft according to the invention with a second propeller in a first position,
    - Figure 2, a rotorcraft according to the invention with a second propeller in a second position,
    - Figure 3, a graph explaining an advantage of the invention,
    - Figures 4 and 5, diagrams showing the mobility systems of a second propeller,
    - Figures 6 to 8, figures showing a rotorcraft fitted with a system for cyclically modifying the pitch of the blades of the main rotor.
    The elements present in several separate figures are assigned a single reference.
    Three directions X, Y and Z orthogonal to each other are shown in Figures 1 to 4.
    The first direction X is said to be longitudinal. The term "longitudinal" relates to any direction parallel to the first direction X.
    The second direction Y is said to be transverse. The term "transverse" relates to any direction parallel to the second direction Y.
    Finally, the third direction Z is said to be in elevation. The expression "in elevation" relates to any direction parallel to the third direction Z.
    Figure 1 shows a rotorcraft 1 according to the invention.
    The rotorcraft 1 has a fuselage 2. The fuselage 2 extends longitudinally from a tail 4 to a nose 3 along an AXROL roll axis. In addition, the fuselage extends transversely from a left flank 6 to a right flank 5 along one of AXTANG pitch. Finally, the fuselage extends in elevation from a lower surface 8 to an upper surface 7 along an axis of the AXLAC yaw.
    The AXROL roll axis and the AXLAC yaw axis jointly define a vertical PL1 anteroposterior plane of symmetry of rotorcraft 1.
    The AXTANG pitch axis and the AXLAC yaw axis can define a transverse plane PL2 orthogonal to the anteroposterior plane PL1.
    Conventionally, a landing gear can project down from the lower surface 8 of the fuselage.
    The rotorcraft comprises a rotary wing comprising at least one main rotor 30. This main rotor 30 overhangs the upper surface 7 of the fuselage 2. The main rotor 30 is provided with a plurality of blades 31 connected for example to a hub 32. These blades 31 are said to be “main blades” for convenience.
    The main rotor rotates around an axis called "main axis of rotation 50" to participate at least partially in the lift and / or propulsion of the rotorcraft. This main axis of rotation can be stationary relative to the fuselage 2.
    Furthermore, the rotorcraft 1 has a lifting surface 9 which extends substantially transversely on either side of the fuselage. This lifting surface 9 can for example comprise a left half-wing 91 extending from the left flank 6 and a right half-wing 92 extending from the right flank 5.
    The lifting surface carries a first propeller 10 and a second propeller 20. For example, the left half-wing 91 carries the first propeller 10, and the right half-wing 92 carries the second propeller 20. The first propeller 10 and the second propeller 20 are therefore arranged transversely on either side of the fuselage 2.
    The first propeller 10 comprises a casing 11 and a plurality of blades called for convenience "first secondary blade 12". The first secondary blades 12 perform a rotary movement relative to the casing about an axis called "first secondary axis of rotation 51".
    The second propeller 20 comprises a casing 21 and a plurality of blades called for convenience "second secondary blade 22". The second secondary blades 22 perform a rotary movement relative to the casing about an axis called "second secondary axis of rotation 52".
    The second secondary blades 22 and the first secondary blades 12 may be identical.
    Furthermore, the rotorcraft 1 comprises a power plant 35 for setting in motion the blades of the first propeller 10, the second propeller 20, and the main rotor 30.
    Such a power plant 35 may comprise at least one motor 36 and a mechanical chain connecting the motor to the first propeller 10 as well as to the second propeller 20 and to the main rotor 30. The motors are for example arranged in the fuselage, and in particularly in an upper half of the fuselage.
    For example, the mechanical chain includes a power transmission box 37 provided with a rotor mast rotating the main rotor. In addition, this gearbox is arranged in the fuselage and can be connected to a first power transmission chain 38 driving in rotation the first propeller 10. Likewise, this gearbox can be connected to a second transmission chain 39 of power driving in rotation the second propeller 20.
    Other architectures are possible.
    According to another aspect and according to a first proposal, the first secondary axis of rotation 51 is stationary relative to the fuselage 2. The casing 11 of the first propeller 10 is fixed to the left half-wing 91 by immobilization means. The first propeller 10 is therefore a fixed propeller, namely a propeller provided with blades rotating around an axis which is stationary relative to the fuselage 2. The first secondary axis of rotation 51 is stationary in a reference frame of the rotorcraft. This reference system can be based on the AXROL roll axes, AXTANG pitch and AXLAC yaw axes. Alternatively, the rotorcraft benchmark is sometimes based on three concurrent axes at the nose of the aircraft, for example.
    Consequently, the first propeller 10 permanently exerts a so-called “first thrust P1” thrust in a first direction S1. This first direction S1 can be a direction directed towards the front of the aircraft, namely a direction going from the transverse plane PL2 towards the nose 3.
    In particular, the first thrust P1 is represented by a vector which is arranged in a direction called "first direction D1" and is directed in the first direction. The first direction D1 can be parallel to the anteroposterior plane PL1, or even to the axis of roll AXROL.
    Conversely, the second secondary axis of rotation 52 is movable relative to the fuselage 2 and therefore in the rotorcraft frame of reference. The second propeller 20 is therefore a steerable propeller, namely a propeller provided with blades rotating around an axis movable in rotation relative to the fuselage 2. The casing 21 of the second propeller 10 is fixed to the right half-wing 92 by means of mobility giving a degree of freedom in rotation to the second propeller relative to the right half-wing 92.
    Therefore, the rotorcraft 1 is provided with a mobility system 60. This mobility system 60 makes it possible to rotate the second propeller 20 and the second secondary axis of rotation 52 under predetermined conditions. The tilting of the second propeller 20 and the second secondary axis of rotation 52 can be performed automatically by the mobility system 60 under predetermined conditions, or may even be required by a pilot maneuvering dedicated members.
    In particular, the second propeller 20 and the second secondary axis of rotation 52 can be tilted around an axis of tilt AXBAS.
    According to a first alternative, the AXBAS tilting axis is a vertical AXBAS1 tilting axis parallel to the anteroposterior plane PL1 or even to the yaw axis AXLAC. The second secondary axis of rotation 52 then performs a lateral rotation in a plane orthogonal to the anteroposterior plane PL1 and to the transverse plane PL2.
    According to a second alternative, the AXBAS tilting axis is a horizontal AXBAS2 tilting axis perpendicular to the anteroposterior plane PL1 or even to the AXROL roll axis. The second secondary axis of rotation then performs an upward or downward rotation, namely towards the main rotor or towards the ground, in a plane parallel to the anteroposterior plane PL1.
    To tilt the second propeller 20, the mobility system 60 may include at least one actuator 61 engaged on the casing 21 of the second propeller 20.
    This actuator 61 can be controlled by a member operated by a pilot or even automatically.
    Thus, the mobility system 60 may include a measuring device 63 measuring the advancement speed of the rotorcraft 1 and a processing unit 62. The processing unit 62 is then connected to each actuator 61 and to the measuring device 63.
    The processing unit 62 may for example include a processor executing instructions stored in a non-volatile memory, an integrated circuit, a programmable system, a logic circuit, these examples not limiting the scope given to the expression "processing unit "
    The measuring device 63 can include an anemometer or a satellite positioning system. Finally, the actuator may include one or more electric, hydraulic, or pneumatic cylinders for example.
    Under these conditions, the mobility system 60 moves the second secondary axis of rotation 52 relative to the fuselage 2 if necessary.
    Consequently, the second propeller 20 can exert a thrust known as “second thrust P2” in a plurality of directions. In particular, the second secondary axis of rotation 52 can for example be tilted over an amplitude of 180 degrees so that the second thrust P2 can be exerted in the same direction and two opposite directions.
    Thus, the second thrust P2 can be directed in the first direction S1 when the second secondary axis of rotation 52 and the second propeller 20 are in the first position, and in a second direction opposite to the first direction S1 when the second axis of rotation secondary 52 and the second propeller 20 are in a second position.
    According to the method applied, the mobility system 60 can position the second propeller 20 in the first position POS1 during a predetermined flight phase called "first flight phase PH1".
    In this first position POS1, the second propeller 20 therefore exerts a second thrust P2 in a direction identical to the first direction S1, or even in a second direction D2 parallel to the first direction D1 followed by the first thrust P1.
    The first thrust P1 and the second thrust P2 are represented by two vectors parallel to each other and directed in the same first direction S1.
    However, the first push P1 and the second push P2 may have different modules for controlling the yaw movement of the rotorcraft.
    Referring to Figure 2, the mobility system 60 positions the second propeller 20 in the second position POS2 during a predetermined flight phase called "second flight phase PH2".
    In this second position POS2, the second propeller 20 therefore exerts a second thrust P2 in a second direction S2 opposite to the first direction S1. The second direction can be a direction directed towards the rear of the aircraft, namely a direction going from the transverse plane PL2 towards the tail 4, the first direction being a direction directed towards the front of the aircraft.
    The second thrust P2 can be exerted in a second direction D2 parallel to the first direction D1. The first thrust P1 and the second thrust P2 are then represented by two vectors parallel to each other and directed respectively in the first direction S1 and the second direction S2.
    In this second position POS2, the first propeller 10 and the second propeller 20 jointly participate in the control of the yaw movement of the aircraft.
    With reference to FIG. 3, the first phase of flight PH1 can be a phase of flight at high speed of displacement of the rotorcraft, and the second phase of flight PH2 can be a phase of flight at low speed of displacement of the rotorcraft.
    This FIG. 3 illustrates the advantage of the invention through a graph showing the pitch PAS of the blades of a rotor on the ordinate and the speed of advance of the rotorcraft on the abscissa. The first curve C1 illustrates the pitch of the first blades of the first propeller. The second curve C2 illustrates the pitch of the second blades of the second propeller according to the invention. Finally, the third curve C3 illustrates the pitch of the blades of a second fixed propeller according to the prior art.
    According to the method of the invention, the second propeller 20 is positioned in the first position POS1 above a first displacement speed threshold V1 and in the second position POS2 below a second displacement speed threshold V2.
    The first speed threshold V1 and the second speed threshold V2 can be identical to materialize a transition point. This transition point is reached when the pitch of the blades of the second propeller is zero to produce a second substantially zero thrust.
    According to the third curve C3, a second fixed propeller of the prior art induces the possibility of reaching a positive and negative pitch angle to exert a thrust in two opposite directions. Therefore, the step variation range 500 is very wide.
    Conversely and according to the second curve C2, a second orientable propeller according to the invention can only have a positive or zero pitch angle. Indeed, to exert a thrust in two opposite directions, it suffices to tilt the second propeller around its tilting axis. Consequently, the pitch variation range 400 of a second propeller according to the invention is restricted, and for example of the order of half the pitch variation range 500 of a second propeller according to the prior art .
    In another aspect, Figures 4 and 5 illustrate tilting systems of the second propeller.
    With reference to FIG. 4 and independently of the variant, the second propeller 20 comprises a casing 21 movable in rotation around the tilt axis AXBAS of this second propeller. Thus, rolling means 27 can be interposed between the casing 21 carrying the second propeller 20 and the casing 92 stationary in rotation, linked to the lift surface. Such rolling means make it possible to guide the rotary movement of the second propeller. The rolling means include, for example bearings, or even ball or roller bearings.
    The second blades 22 of the second propeller 20 are set in motion by a drive shaft 23, which can be merged or connected to the power transmission shaft 393. The drive shaft 23 extends along a second secondary axis of rotation 52 of the second propeller 20. In addition, the drive shaft 23 extends partially outside the casing 21 and passes through this casing 21 to be secured to a toothed outlet member 240 housed in the housing 21.
    Furthermore, the second propeller 20 can be rotated by a power transmission shaft 393 of a second power transmission chain. This power transmission shaft 393 extends in the lifting surface along an extension axis AXEXT outside the casing 21 to an end 394 housed in the casing 21. This end 394 is secured to a member toothed called "first pinion 395". The first pinion is for example a bevel gear which is provided with a toothed bevel sector 3951.
    Therefore and according to the first variant of Figure 4, the toothed outlet member 240 comprises a wheel 24 arranged in the housing 21. The wheel 24 is connected directly to the output shaft 23, or indirectly. The wheel 24 is for example a bevel wheel provided with a toothed bevel sector 241. This wheel 24 is meshed by the first pinion 395.
    Consequently, a rotation of the power transmission shaft 393 causes the rotation of the first pinion 395, and consequently of the wheel 24, then the rotation of the blades of the second propeller around the second secondary axis of rotation.
    In addition, the wheel 24 can slide along the teeth of the first pinion 395. Therefore, a movement of the actuator 61 causes a rotation of the second propeller 20 around the axis of tilt AXBAS, this rotation being authorized by the movement of the wheel 24 along the circumference of the first pinion.
    To allow rotation of the second propeller 20 about a tilt axis parallel to the anteroposterior plane PL1, the extension axis AXEXT of the power transmission shaft 393 is perpendicular to this anteroposterior plane PL1.
    Conversely and to allow rotation of the second propeller 20 about a tilting axis in a plane perpendicular to the anteroposterior plane PL1, the extension axis AXEXT of the power transmission shaft 393 is parallel to this PL1 anteroposterior plane.
    According to the second variant of Figure 5, the toothed outlet member 240 comprises a second pinion 25 arranged in the housing 21. The second pinion 25 is connected directly to the output shaft 23, or indirectly. The second pinion 25 is for example a bevel gear provided with a toothed bevel sector 251.
    In addition, the second propeller comprises an intermediate wheel 26. The intermediate wheel 26 is for example a bevel wheel provided with a toothed bevel sector 261. The intermediate wheel can be carried by a rod integral with the casing 21, the intermediate wheel being able to effect a rotation on itself relative to this rod.
    The intermediate wheel 26 is meshed by the first pinion 395, and meshes with the second pinion 25.
    Consequently, a rotation of the power transmission shaft 393 causes the rotation of the intermediate wheel 26 on itself, and as a result of the second pinion 25 then the rotation of the blades of the second propeller 20 around the second axis of rotation. secondary 52.
    FIG. 5 illustrates the fact that the second secondary axis of rotation 52 and the axis of extension AXEXT are perpendicular to the axis of rotation of the intermediate wheel on itself which coincides with the axis of tilting AXBAS.
    In addition, the second pinion 25 can slide along the teeth of the intermediate wheel 26. Therefore, a movement of the actuator 61 causes a rotation of the second propeller 20 around the axis of tilt AXBAS, this rotation being authorized by the displacement of the second pinion 25 along the circumference of the intermediate wheel 26.
    To allow rotation of the second propeller 20 about a tilt axis parallel to the anteroposterior plane PL1, the extension axis AXEXT of the power transmission shaft 393 is parallel to this anteroposterior plane PL1.
    Conversely and to allow rotation of the second propeller 20 about a tilting axis in a plane perpendicular to the anteroposterior plane PL1, the extension axis AXEXT of the power transmission shaft 393 is perpendicular to this PL1 anteroposterior plane.
    According to another aspect and with reference to FIG. 6, the second propeller 20 is positioned either in the first position POS1 or in the second position POS2 in a stabilized flight phase. Such a stabilized flight phase is a low speed flight phase, for example carried out at a forward speed less than 50 knots, or a high speed flight phase, for example carried out at a forward speed greater than 50 knots.
    During the passage from the first position to the second position, and vice versa, the rotorcraft operates in a so-called “transient” or “intermediate” flight phase. Favorably, the second propeller is tilted when this second propeller produces no thrust.
    If the tilting is accompanied by the presence of a residual thrust exerted by the second propeller 20, the mobility system 60 may include a cyclic modification system which cyclically and even automatically modifies the main pitch of the main blades 31 of the main rotor 30 during the transient flight phase.
    Conventionally, the pitch of the blades of a main rotor can for example be modified by a set of swashplates 71 movable relative to the rotor mast. The set of swashplates comprises a non-rotating plate 72 which is fixed to the rotorcraft by a compass for example, and a rotating plate 73 which is rotationally integral with the main rotor by means of one or more compasses, or the like. The turntable 73 is connected to each main blade 31 by a pitch rod 74. Conversely, the non-turntable 72 is connected to a flight control system inside which are either electric jacks or hydraulic servos controlled by mechanical and / or electric chains.
    The cyclic modification system 70 can then comprise at least one cylinder 75 intended to modify the position of the set of cyclic plates 71, namely acting directly on the non-rotating plate 72 or a cylinder acting on a control chain connected to the plate non-rotating 72.
    Thus, during a transient flight phase, the processing unit 62 or the pilot can control such a jack to tilt the lift vector P3 of the main rotor in order to stabilize the rotorcraft, for example to maintain the attitude of the constant aircraft.
    According to the method, the pitch of blades 31 of the main rotor 30 is then modified cyclically.
    FIG. 6 illustrates a transient flight phase with a downward tilting of the second propeller 20.
    FIG. 7 illustrates a transient flight phase with an upward tilting of the second propeller 20.
    FIG. 8 illustrates a transient flight phase with a lateral tilting of the second propeller 20.
    Optionally and during certain flight cases, the second propeller is voluntarily maintained in an intermediate position disposed between the first position and the second position.
    Naturally, the present invention is subject to numerous variations as to its implementation. Although several embodiments have been described, it is understood that it is not conceivable to identify exhaustively all the possible modes. It is of course conceivable to replace a means described by an equivalent means without departing from the scope of the present invention.
    For example, according to a second proposition, the second propeller is an adjustable propeller, but the first propeller is also an adjustable propeller. Therefore, the aircraft may include a mobility system of the type described above for tilting the second propeller, but also a mobility device for tilting the first propeller.
    权利要求:
    Claims (19)
    [1" id="c-fr-0001]
    1. rotorcraft (1) comprising a fuselage (2) and a lifting surface (9) fixed to the fuselage (2), said fuselage (2) extending longitudinally from a tail (4) towards a nose (3) and transversely from a left flank (6) to a right flank (5), said fuselage (2) being surmounted by a main rotor (30) participating at least partially in the support of the rotorcraft (1), said rotorcraft (1) comprising a first propeller (10) and a second propeller (20) carried by said lifting surface (9), the first propeller (10) and the second propeller (20) being arranged transversely on either side of said fuselage (2), a power plant (35) rotating the blades of the main rotor (30) as well as the first propeller (10) and the second propeller (20) respectively around a main axis of rotation (50) as well as a first secondary axis of rotation (51) and a second secondary axis of rotation (52), characterized in c e that said rotorcraft (1) comprising a mobility system (60) intended to rotate said second propeller (20) relative to the fuselage (2), said mobility system (60) displacing said second secondary axis of rotation (52 ) relative to the fuselage (2) from a first position (POS1) where the second propeller (20) exerts a thrust (P2) in a first direction (S1) to a second position (POS2) where the second propeller (20) exerts a thrust in a second direction (S2) opposite to the first direction (S 1).
    [2" id="c-fr-0002]
    2. rotorcraft according to claim 1, characterized in that the first secondary axis of rotation (51) is stationary relative to the fuselage (2), the first propeller (10) permanently exerting a thrust (P1) in said first direction.
    [3" id="c-fr-0003]
    3. rotorcraft according to any one of claims 1 to 2, characterized in that the main axis of rotation (50) is stationary relative to the fuselage (2).
    [4" id="c-fr-0004]
    4. Rotorcraft according to any one of claims 1 to 3, characterized in that said second secondary axis of rotation (52) is movable over an angular range of 180 degrees minimum.
    [5" id="c-fr-0005]
    5. rotorcraft according to claim 2, characterized in that said first propeller (10) exerts a thrust in said first direction (S1) and a first direction (D1), the second propeller (20) exerting in the first position (POS1) a thrust (P2) parallel to the first direction (D1) and in a direction identical to the first direction (S1), the second propeller (20) exerting in the second position (POS2) a thrust (P2) parallel to the first direction ( D1) and in a direction (S2) opposite to the first direction (S1).
    [6" id="c-fr-0006]
    6. Rotorcraft according to any one of claims 1 to 5, characterized in that said mobility system (60) comprises at least one actuator (61) engaged on a casing (21) of the second propeller (20).
    [7" id="c-fr-0007]
    7. rotorcraft according to claim 6, characterized in that said mobility system (60) comprises a measuring device (63) measuring the speed of advancement of the rotorcraft (1) and a processing unit (62), said unit treatment (62) being connected to said at least one actuator (61) and to the measuring device (63).
    [8" id="c-fr-0008]
    8. rotorcraft according to any one of claims 1 to 7, characterized in that said second propeller (20) being set in motion by a power transmission shaft (393), said power transmission shaft (393) s' extending along an extension axis (AXEXT) to an end (394) carrying a first pinion (395), said second propeller (20) comprises a wheel (24) meshed by said first pinion (395), a rotation of said wheel (24) on itself generating a rotation of the blades (22) of the second propeller (20) around the second secondary axis of rotation (52), said second secondary axis of rotation (52) being movable in rotation around said extension axis (AXEXT), said wheel (24) sliding on said first pinion (395) when the second propeller (20) is moved between the first position (POS1) and the second position (POS2).
    [9" id="c-fr-0009]
    9. rotorcraft according to any one of claims 1 to 8, characterized in that said second propeller (20) being set in motion by a power transmission shaft (393), said power transmission shaft (393) s' extending along an extension axis (AXEXT) to an end (394) carrying a first pinion (395), said second propeller (20) comprises a second pinion (25) meshed by an intermediate wheel (26) in engagement with said first pinion (395), a rotation of the second pinion (25) on itself generating a rotation of the blades (22) of the second propeller (20) around the second secondary axis of rotation (52), said second secondary axis of rotation (52) being movable in rotation about a tilting axis (AXBAS) orthogonal to the extension axis (AXEXT), said second pinion (25) sliding on the intermediate wheel (26) when the second propeller (20) is moved between the first position (POS1) and the second position (POS2).
    [10" id="c-fr-0010]
    10. rotorcraft according to any one of claims 8 to 9, characterized in that said extension axis (AXEXT) is perpendicular to a vertical anteroposterior plane (PL1) of symmetry of the rotorcraft, said anteroposterior plane (PL1) comprising an axis roll (AXROL) and a yaw axis (AXLAC) of the rotorcraft d).
    [11" id="c-fr-0011]
    11. rotorcraft according to any one of claims 8 to 9, characterized in that said extension axis (AXEXT) is parallel to a vertical anteroposterior plane (PL1) of symmetry of the rotorcraft, said anteroposterior plane (PL1) comprising an axis roll (AXROL) and a yaw axis (AXLAC) of the rotorcraft (1).
    [12" id="c-fr-0012]
    12. Rotorcraft according to any one of claims 1 to
    11, characterized in that said second secondary axis of rotation (52) is movable in rotation about a tilting axis (AXBAS) parallel to a yaw axis (AXLAC) of the rotorcraft.
    [13" id="c-fr-0013]
    13. Rotorcraft according to any one of claims 1 to
    12, characterized in that said second propeller (20) is positioned either in the first position (POS1) or in the second position (POS2) in a stabilized flight phase, a stabilized flight phase being a low speed flight phase or a high-speed flight phase, said second propeller (20) being moved between the first position (POS1) and the second position (POS2) during a transient flight phase occurring between two stabilized flight phases, the mobility system (60) comprising a cyclic modification system (70) cyclically modifying a pitch of the blades (31) of said main rotor (30) during the transient flight phase.
    [14" id="c-fr-0014]
    14. rotorcraft according to claim 13, characterized in that said cyclic modification system (70) comprises at least one jack (75) intended to modify a position of a set of cyclic plates (71) connected to the blades (31) of the main rotor (30) by pitch rods (74).
    [15" id="c-fr-0015]
    15. Method for controlling the yaw movement of a rotorcraft (1) according to any one of claims 1 to 14, the method comprising the following steps:
    positioning of the second propeller (20) in a first position (POS1) during a predetermined flight phase called "first flight phase (PH1)", the second propeller (20) exerting a thrust (P2) in a first direction ( S1) in the first position (POS1).
    positioning of the second propeller (20) in a second position (POS2) during a predetermined flight phase called “second flight phase (PH2)”, the second propeller (20) exerting a thrust (P2) in a second direction ( S2) opposite the first direction (S1) in the second position (POS2).
    [16" id="c-fr-0016]
    16. Method for controlling yaw movement according to claim 15, characterized in that said second propeller (20) is positioned in the first position (POS1) above a first speed threshold (V1) and in the second position (POS2) below a second speed threshold (V2), said first flight phase (PH1) being a high speed flight phase and said second flight phase (PH2) being a low speed flight phase.
    5
    [17" id="c-fr-0017]
    17. A method of controlling the yaw movement of claim 16, characterized in that the first speed threshold (V1) and the second speed threshold (V2) are equal.
    [18" id="c-fr-0018]
    18. Method for controlling the yaw movement according to any one of claims 15 to 17, characterized in that during a transient flight phase occurring during the passage from the first flight phase (PH1) to the second phase of flight (PH2) or the transition from the second flight phase (PH2) to the first flight phase (PH1), the process
    15 comprises the following step: cyclic modification of a pitch of blades (31) of said main rotor (30).
    1/3
    D2; 52; POS1
    AXTANG; PL2
    AXBAS;
    AXBAS2
    PL1; AXROL
    [19" id="c-fr-0019]
    22 AXBAS; / AXBAS 1 20; POS1
    D2
    500
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    同族专利:
    公开号 | 公开日
    US20180057158A1|2018-03-01|
    US10787252B2|2020-09-29|
    FR3055311B1|2018-08-17|
    引用文献:
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    EP2690012A1|2012-07-27|2014-01-29|Eurocopter Deutschland GmbH|Semi-convertible rotorcraft|
    FR3006293A1|2013-05-30|2014-12-05|Airbus Helicopters|ROTARY SAILING GIRAVION WITH A PLURALITY OF PROPELLERS|EP3560830A1|2018-04-26|2019-10-30|Airbus Helicopters|Rotorcraft provided with a rotary wing and at least two propellers, and method applied by said rotorcraft|US2161917A|1937-05-24|1939-06-13|Fairey Aviat Co Ltd|Means for varying the pitch of propeller blades, especially aircraft propeller blades|
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    AU2015374294B2|2015-01-03|2020-03-12|Joseph B. Seale|Rotary wing VTOL with fixed wing forward flight mode|US11174016B2|2018-05-03|2021-11-16|Jaunt Air Mobility, Llc|Compound rotorcraft with propeller|
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    法律状态:
    2017-08-22| PLFP| Fee payment|Year of fee payment: 2 |
    2018-03-02| PLSC| Publication of the preliminary search report|Effective date: 20180302 |
    2018-08-27| PLFP| Fee payment|Year of fee payment: 3 |
    2019-08-22| PLFP| Fee payment|Year of fee payment: 4 |
    2020-08-21| PLFP| Fee payment|Year of fee payment: 5 |
    2021-08-19| PLFP| Fee payment|Year of fee payment: 6 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1601278A|FR3055311B1|2016-08-30|2016-08-30|GIRAVION PROVIDED WITH A ROTARY VESSEL AND AN ORIENTABLE PROPELLER, AND A METHOD APPLIED BY THIS GIRAVION|FR1601278A| FR3055311B1|2016-08-30|2016-08-30|GIRAVION PROVIDED WITH A ROTARY VESSEL AND AN ORIENTABLE PROPELLER, AND A METHOD APPLIED BY THIS GIRAVION|
    US15/674,708| US10787252B2|2016-08-30|2017-08-11|Rotorcraft having a rotary wing and an orientable propeller, and a method applied by the rotorcraft|
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