MOBILE-COWL THRUST REVERSER COMPRISING A THRUST-REDUCTION MECHANISM THAT IS INDEPENDENT OF THE MOBILE COWL

Abstract

In a thrust reverser for an aircraft propulsion unit, the thrust reverser includes an internal fixed structure, a mobile cowl and blocking flaps. The thrust reverser also includes a first actuation mechanism that is configured to move the mobile cowl between a closing position and an opening position so as to cause the blocking flaps to move respectively between a retracted position and a deployed position, thus causing the thrust reverser to pass respectively between a full-thrust configuration and a thrust-reversal configuration. The thrust reverser also includes a second actuation mechanism that is configured to move the blocking flaps between the retracted position and a partially deployed position when the mobile cowl is in the closing position, so as to cause the thrust reverser to pass respectively between the full-thrust configuration and a reduced-thrust configuration.

Claims

1. Thrust reverser for an aircraft propulsion assembly, this reverser comprising: a fixed internal structure, a mobile external structure and at least one blocking flap, this reverser being configured to be placed in: a full thrust configuration wherein the mobile external structure is in a closing position and the at least one blocking flap is in a retracted position so as to channel a fluid flow in a conduit delimited radially inwards by the fixed internal structure and radially outwards by the mobile external structure, a thrust reversal configuration wherein the mobile external structure is in an opening position freeing a radial opening, and wherein the at least one blocking flap is in a deployed position so as to deflect a portion of said fluid flow towards said radial opening; and an actuation mechanism configured to move the at least one blocking flap between the retracted position and a partially deployed position when the mobile external structure in the closing position, so as to switch the reverser respectively between said full thrust configuration and a reduced thrust configuration, the actuation mechanism comprising at least one tie rod and a driving member of the at least one tie rod, the driving member being movable between an idle position and an active position, the at least one tie rod being connected at a first end to the at least one blocking flap and at a second end to the driving member such that the movement of the driving member between the idle position and the active position induces a movement of the at least one blocking flap respectively between the retracted position and the partially deployed position, the movement of the driving member between the idle position and the active position comprising a rotation movement of the driving member about a longitudinal axis of the reverser.

2. Reverser according to claim 1, wherein the driving member is borne by the fixed internal structure.

3. Reverser according to claim 1, wherein the movement of the driving member between the idle position and the active position comprises a rotation movement of the driving member along a longitudinal axis of the reverser.

4. Reverser according to claim 1, further comprising a plurality of blocking flaps and a plurality of corresponding tie rods, the driving member comprising at least one ring sector to which several of said tie rods are connected.

5. Reverser according to claim 1, wherein the at least one tie rod can be configured to drive the at least one blocking flap between the retracted position and the deployed position when the mobile external structure is moved between the closing position and the opening position.

6. Aircraft propulsion assembly comprising a reverser according to claim 1.

7. Aircraft comprising a propulsion assembly according to claim 6

8. Method for deploying at least one blocking flap of a reverser according to claim 1, this method comprising: a step of holding said mobile external structure in said closing position; and simultaneously with the step of holding a step of moving the at least one blocking flap, using said actuation mechanism, between said retracted position and said partially deployed position.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The following detailed description refers to the appended drawings wherein:

[0031] FIG. 1 is a schematic axial sectional view of an aircraft propulsion assembly comprising a dual-body and dual-flow jet engine;

[0032] FIG. 2 is a schematic axial sectional view of a thrust reverser according to the invention, in a full thrust configuration;

[0033] FIG. 3 is a schematic axial sectional view of the reverser in FIG. 2, in a thrust reversal configuration;

[0034] FIG. 4 is a schematic axial sectional view of the reverser in FIG. 2, in a reduced thrust configuration;

[0035] FIG. 5 is a schematic transverse sectional view of a thrust reverser according to the invention, comprising a rotation actuation mechanism according to a first embodiment, in a full thrust configuration;

[0036] FIG. 6 is a schematic transverse sectional view of the reverser in FIG. 5, in a reduced thrust configuration;

[0037] FIG. 7 is a schematic transverse sectional view of a thrust reverser according to the invention, comprising a rotation actuation mechanism according to a second embodiment, in a reduced thrust configuration;

[0038] FIG. 8 is a schematic perspective view of a thrust reverser according to the invention, comprising a rotation actuation mechanism and being represented simultaneously in a full thrust configuration and in a reduced thrust configuration;

[0039] FIG. 9 is a schematic perspective view of a thrust reverser, comprising a translation actuation mechanism and being represented simultaneously in a full thrust configuration and in a reduced thrust configuration;

[0040] FIG. 10 is a schematic axial sectional view of a blocking flap and a tie rod of the reverser in FIG. 9, represented simultaneously in the full thrust configuration and in the reduced thrust configuration.

DETAILED DESCRIPTION OF EMBODIMENTS

[0041] In FIG. 1, an aircraft propulsion assembly 1 comprising a turbine engine 2 faired by a nacelle 3 is represented. In this example, the turbine engine 2 is a dual-body and dual-flow jet engine.

[0042] Hereinafter, the terms “upstream”, “downstream”, “front” and “rear” are defined with respect to a direction D1 of gas flow through the propulsion assembly 1 when the latter is propelled.

[0043] The jet engine 2 has a longitudinal central axis A1 about which extend the various components thereof, in this instance, from upstream to downstream of the jet engine 2, a fan 4, a low-pressure compressor 5, a high-pressure compressor 6, a combustion chamber 7, a high-pressure turbine 8 and a low-pressure turbine 9. The compressors 5 and 6, the combustion chamber 7 and the turbines 8 and 9 form a gas generator.

[0044] Conventionally, during the operation of such a jet engine 2, an air flow 10 enters the propulsion assembly 1 through an air inlet upstream from the nacelle 3, traverses the fan 4 and then is split into a central primary flow 10A and a secondary flow 10B. The primary flow 10A flows in a primary gas circulation jet 11A traversing the gas generator. The secondary flow 10B flows for its part in a secondary jet 11B surrounding the gas generator and delimited radially outwards by the nacelle 3.

[0045] The invention relates to a cascade thrust reverser 12 as illustrated in FIGS. 2 to 4 for reversing or modulating the thrust generated by such a propulsion assembly 1.

[0046] This reverser 12 comprises on one hand fixed elements with respect to a stator of the jet engine 2, including a fixed internal structure 13, a front frame 14 and cascades 15 borne by the front frame 14.

[0047] This reverser 12 furthermore comprises mobile elements with respect to the fixed elements cited above, including a mobile external structure 16 forming a mobile cowl, blocking flaps 17 and tie rods 18. These mobile elements make it possible to modify the configuration of the reverser 12.

[0048] FIG. 2 shows the reverser 12 in a full thrust, or straight jet, configuration. In this configuration, the mobile cowl 16 is in a closing position wherein it bears axially against the front frame 14 while covering the cascades 15.

[0049] In straight jet mode, the mobile cowl 16 and the fixed internal structure 13 delimit radially therebetween a downstream portion of the secondary jet 11B.

[0050] The blocking flaps 17 are in a retracted position wherein they are housed in a cavity 19 of the mobile cowl 16 so as not to block the secondary jet 11B.

[0051] Thus, in direct jet mode, the reverser 12 makes it possible to channel the secondary flow 10B to the rear of the propulsion assembly 1 such that this secondary jet 10B fully contributes to the propulsion of the aircraft.

[0052] FIG. 3 shows the reverser 12 in a thrust reversal, or reverse jet, configuration. In this configuration, the mobile cowl 16 is in an opening position wherein it frees a radial opening consisting in this example of openings of the cascades 15. Indeed, the axial translation of the mobile cowl 16, to the rear of the propulsion assembly 1 with respect to the front frame 14, uncovers the cascades 15 which are rigidly connected to the front frame 14. Sliding the mobile cowl 16 from the closing position (FIG. 2) to the opening position (FIG. 3) induces a deployment of the blocking flaps 17 in the secondary jet 11B. For this purpose, the blocking flaps 17 are hinged to the mobile cowl 16 at a hinge point M1 and each of the tie rods 18 is connected at a first end E1 to a respective blocking flap 17 and at a second end E2 to the fixed internal structure 13.

[0053] In reverse jet mode, the blocking flaps 17 are thus in a deployed position wherein the latter are configured to deflect towards the cascades 15 a portion representing in this example substantially the entire secondary flow 10B (see FIG. 3).

[0054] In a manner known per se, the cascades 15 comprise turbine blades for routing the secondary flow 10B traversing these cascades 15 to the front of the propulsion assembly 1. In this thrust reversal configuration, the secondary flow 10B thus generates an aircraft braking counterthrust.

[0055] The above description relates to the full thrust and thrust reversal configurations. Switching from the first to the second and from the second to the first of these configurations is performed by a first actuation mechanism (not shown) configured to move the mobile cowl 16 axially from the front to the rear or from the rear to the front respectively, this first actuation mechanism typically comprising a plurality of cylinders. In each of these directions of translation of the mobile cowl 16, the flaps 17 change position under the action of the tie rods 18 which, during such a translation, are hinged by the second end E2 thereof at a fixed hinge point M2 with respect to the fixed internal structure 13.

[0056] The invention relates more specifically to a second actuation mechanism independent from said first actuation mechanism and suitable for moving the blocking flaps 17 when the mobile cowl 16 is in the closing position, in order to reduce the thrust without generating counterthrust.

[0057] FIG. 4 shows the reverser 12 in a reduced thrust configuration wherein the mobile cowl 16 is in the closing position and wherein the blocking flaps 17 are in a partially deployed position. A portion 10B1 of the secondary flow 10B is dissipated due to the interaction of this flow with the flaps 17 which partially block the secondary jet 11B, such that only a restricted portion 10B2 of the secondary flow 10B contributes per se to aircraft propulsion.

[0058] In this example, each partially deployed flap 17 is oriented according to an angle T1 of about pi/6 radians with respect to the position of this flap 17 in the retracted position (see FIG. 4).

[0059] FIGS. 5 to 8 show examples of actuation mechanisms according to the invention.

[0060] In each of these examples, the partial deployment of the flaps 17 results from the modification of the relative position of the second end E2 of the tie rods 18 with respect to the fixed internal structure 13.

[0061] To this end, the actuation mechanism comprises a driving member 20 borne by the fixed internal structure 13 of the reverser 12 and to which the tie rods 18 are connected by the second end E2 thereof. In other words, the tie rods 18 are in this example connected by the second end E2 thereof to the fixed internal structure 13 via the driving member 20. The driving member 20 is movable between an idle position and an active position.

[0062] When the driving member 20 is in the idle position, the mobile cowl 16 can be moved between the closing position and the opening position as described above with reference to FIGS. 2 and 3. Thus, when the driving member 20 is in the idle position and the mobile cowl 16 is in the closing position, the reverser 12 is in the full thrust configuration. When the driving member 20 is in the idle position and the mobile cowl 16 is in the opening position, the reverser 12 is in the thrust reversal configuration. FIG. 5 shows the reverser 12 in the full thrust configuration, the driving member 20 being in the idle position, the mobile cowl 16 in the closing position and the flaps 17 in the retracted position.

[0063] In this example, the movement of the driving member 20 between the idle position and the active position is only possible when the mobile cowl 16 is held in the closing position. When the driving member 20 is in the active position, the reverser 12 is in the reduced thrust configuration. FIG. 6 shows the reverser 12 in the reduced thrust configuration, the driving member 20 being in the active position, the mobile cowl 16 in the closing position and the flaps 17 in the partially deployed position.

[0064] FIGS. 5 and 6 show a reverser 12 having an architecture commonly known as “O-Duct”, with a mobile cowl 16 made of one piece.

[0065] In this embodiment, the driving member 20 forms a ring sector to which all the tie rods 18 are connected by the second end E2 thereof.

[0066] In this embodiment, the movement of the driving member 20 between the idle position (FIG. 5) and the active position (FIG. 6) comprises a rotation movement of this driving member 20 about a longitudinal axis of the reverser 12 which coincides with the axis A1 of the propulsion assembly 1.

[0067] The rotation of the driving member 20 about the longitudinal axis of the reverser 12 induces a corresponding movement of the second end E2 of the tie rods 18 such that the latter induce a pivoting of the flaps 17 between the retracted position thereof and the partially deployed position thereof.

[0068] FIG. 7 shows a reverser 12 having an architecture commonly known as “D-Duct”, with a mobile cowl 16 embodied in the form of two half-cowls, the reverser 12 being in the reduced thrust configuration.

[0069] The embodiment in FIG. 7 also differs from that in FIGS. 5 and 6 in that the driving member 20 forms two ring sectors. The tie rods 18 of flaps 17 connected to one of the half-cowls are connected by the second end E2 thereof to one of these ring sectors, the tie rods 18 of flaps 17 connected to the other half-cowl being connected by the second end E2 thereof to the other ring sector.

[0070] In the embodiments in FIGS. 5 to 7, the movement of the driving member 20 between the idle position and the active position is performed by an actuator comprising cylinders 21 in these examples.

[0071] FIG. 8 shows a flap and a corresponding tie rod of a reverser 12 similar to that of the embodiments in FIGS. 5 to 7 simultaneously in the full thrust and reduced thrust configuration: the flap is designated by the reference 17A in the retracted position and by the reference 17B in the partially deployed position, the tie rod is designated by the reference 18A in the full thrust configuration and by the reference 18B in the reduced thrust configuration.

[0072] FIGS. 9 and 10 show a further embodiment not covered by the claims and which differ from those described in that the movement of the driving member 20 between the idle position and the active position comprises a translation movement of this driving member 20 along said longitudinal axis of the reverser 12.

[0073] Similarly to FIG. 8, the reverser 12 of FIGS. 9 and 10 is shown simultaneously in the full thrust configuration and in the reduced thrust configuration, the driving member being designated by the reference 20A in the idle position and by the reference 20B in the active position.