Thrust reverser with flaps controlled by a mechanism equipped with an aero-rocker

Abstract

The invention relates to an aviation thrust reverser (20), which comprises a sliding fairing (25), an opening and closing flap (26) and a deflection cascade (27). For each flap (26), the reverser (20) comprises a return member (42), which is hinged to the sliding fairing (25), a drive connecting rod (44), and a return connecting rod (46), the drive connecting rod itself is hinged to the front frame (22) of the reverser (20), the return connecting rod itself is hinged to the flap (26), and the flap is also hinged to the sliding fairing (25) through the rear end of the flap. The return member (42), the drive connecting rod (44) and the return connecting rod (46) form an actuation system (40) capable of opening a secondary flow duct (11B) in a direct thrust configuration.

Description

Technical Field

[0001] The present invention relates to the field of thrust reversers for aircraft propulsion units, and more particularly to the field of cascade reversers. Background Art

[0002] Cascade thrust reversers generally comprise an outer structural part movable between a closed position and an open position. The movement of the movable outer structural part between these positions generally comprises a translation of the structural part along an axis substantially parallel to the axis of the engine.

[0003] In the closed position, the movable outer structure is configured to direct a fluid flow in the propulsion unit in the direction of the jet nozzle, thereby generating thrust for propelling the aircraft.

[0004] In the open position, the movable outer structure clears the radial opening in which the cascade vanes are arranged to redirect a portion of the fluid flow toward the front of the propulsion unit to generate braking reverse thrust.

[0005] Propulsion units equipped with ducted turbojets are usually equipped with cascade reversers. In such propulsion units, the main flow circulates in a main flow channel that passes through the gas generator of the turbojets, and the secondary flow circulates in a secondary flow channel that surrounds the gas generator, which is delimited radially on the inside by a fixed inner structure and radially on the outside by a movable outer structure.

[0006] To generate reverse thrust from the secondary flow, a portion of this flow is usually directed towards the cascade vanes by open-close flaps, which are deployed in the secondary flow channel. In the direct thrust configuration, these flaps are retracted against the wall or within the housing of the movable outer structure.

[0007] In conventional architectures, the deployment and retraction of the opening and closing flaps are performed by connecting rods connected on the one hand to the flaps and on the other hand to a fixed inner structure to be driven by the movement of a movable outer structure.

[0008] In a direct thrust configuration, such a connecting rod extends radially in the secondary flow channel between the fixed inner structure and the movable outer structure, which disturbs the secondary flow and reduces the performance of the propulsion unit. Summary of the invention

[0009] In order to overcome this problem, the object of the present invention is a thrust reverser for an aircraft propulsion system, the reverser comprising a fixed outer structure part, a movable outer structure part, at least one opening and closing flap and a control mechanism configured to transform the reverser between the following configurations:

[0010] a direct thrust configuration in which the movable outer structure is in a closed position and the flaps are in a retracted position to direct the fluid flow in a duct delimited radially on the outside by the movable outer structure, and

[0011] a thrust reversal configuration in which the movable outer structure is in an open position leaving the radial opening unobstructed and in which the flaps are in a deployed position to divert at least a portion of the fluid flow towards the radial opening.

[0012] According to the invention, the control mechanism comprises at least one transmission member, which:

[0013] - connected to the movable outer structure by a first hinge, so that the transmission member can rotate relative to the movable outer structure about the rotation axis of the first hinge,

[0014] - connected to the fixed outer structure part by a first connecting member, the first connecting member being configured to: when the movable outer structure part moves toward the open position, the transmission member is rotationally moved about the rotation axis of the first hinge part in a first direction, and when the movable outer structure part moves toward the closed position, the transmission member is rotationally moved about the rotation axis of the first hinge part in a second direction,

[0015] connected to the flap via a second connection member, the second connection member being configured to move the flap towards the deployed position when the transmission member moves in said first direction and to move the flap towards the retracted position when the transmission member moves in said second direction.

[0016] The invention thus makes it possible to control the position of the flap without requiring any means for connecting the flap to a fixed inner structure which delimits radially on the inside said fluid flow duct.

[0017] Thus, in the direct thrust configuration it is possible to prevent a portion of the control means from extending into the duct, which in particular makes it possible to reduce disturbances to the fluid flow and reduce fuel consumption in the direct thrust configuration.

[0018] In one embodiment, the fluid flow duct may also be delimited radially on the outside by the inner surface of the flap.

[0019] In particular, this makes it possible to simplify the architecture of the reverser, the flaps being able to be simply folded away against the movable outer structure.

[0020] Preferably, the first connecting member may comprise at least one driving connecting rod, which is hinged to the transmission member on the one hand and to the fixed outer structure part on the other hand.

[0021] The use of such a drive connecting rod enables the geometry to be simplified and the size and mass of the transmission components to be reduced.

[0022] Thus, for example, the transmission member may be in the form of a rocker arm.

[0023] In one embodiment, the drive connecting rod may be a telescopic connecting rod.

[0024] The retractable drive connecting rod enables the deployment of the flaps to be delayed when the reverser passes from the direct thrust configuration to the thrust reversal configuration, and enables the retraction of the flaps to be completed before the movable outer structure reaches the closed position when the reverser passes from the thrust reversal configuration to the direct thrust configuration.

[0025] This results in a reduction in the amplitude of the total movement of the pivoting transmission member during a configuration change of the reverser, which makes it possible to reduce the relative size and mass of the transmission member and the first connection member and reduce the risk of interference of the transmission member and / or the first connection member with the flap.

[0026] In one embodiment, the telescopic connecting rod may include a guide portion and a sliding portion in an inner housing of the guide portion, the telescopic connecting rod being hinged to the transmission member through the guide portion, and the telescopic connecting rod being hinged to the fixed outer structure through the distal end of the sliding portion.

[0027] This configuration of the telescopic connecting rod relative to the fixed outer structure results in the connecting rod being oriented in a direction in which the sliding portion is directed upstream relative to the flow direction of the fluid in the duct (in particular, in the thrust reversal configuration, at least for the portion of the fluid that is directed toward the flap) and the guiding portion is directed downstream relative to the flow direction of the fluid in the duct.

[0028] Thus, the protection of the telescopic connecting rod can be improved by limiting the introduction of dust into the inner housing of the guide portion.

[0029] In one embodiment, the flap may include a front end and a rear end, wherein in the direct thrust configuration, the front end and the rear end are configured such that the fluid flow flows in the duct in a direction from the front end toward the rear end, and the rear end of the flap is hinged on the movable outer structure.

[0030] The articulation of the flap via the rear end of the flap makes it possible to simplify the overall architecture of the flap control mechanism.

[0031] In particular, this makes it possible to avoid any risk of interference of the transmission member with the flap, which would require either forming an opening in the flap, or forming the flap in two parts.

[0032] Such hinged flaps thus enable the use of a continuous, one-piece flap, or more generally a conventional, non-split flap.

[0033] Preferably, the flap may thus form a continuous, integral structural part.

[0034] Such a flap makes it possible to improve the thrust reversal performance by maximizing the deflection surface, reducing the manufacturing costs of the flap, facilitating the addition of acoustic treatment components to the flap, reducing the mass of the flap and thus improving the aerodynamic performance of the propulsion unit.

[0035] In one embodiment, the second connecting member may comprise at least one connecting rod which is articulated to the transmission member on the one hand and to the flap on the other hand.

[0036] The use of such a connecting rod makes it possible to simplify the geometry and to reduce the size and mass of the transmission components.

[0037] Preferably, in the direct thrust configuration, in the thrust reversal configuration and during transition from one of these configurations to the other, the control mechanism may be configured such that the transmission member is housed radially inside the space delimited by the flap.

[0038] Such a control mechanism makes it possible to use a scooping flap as described above and to benefit from the above-mentioned advantages conferred by such a flap.

[0039] In one embodiment, the transmission member can be hinged to the first connecting member through a second hinge part, and can be hinged to the second connecting member through a third hinge part, the first hinge part and the second hinge part define a first transmission direction, the first hinge part and the third hinge part define a second transmission direction, and the first transmission direction and the second transmission direction are intersecting with each other.

[0040] According to a first variant of this embodiment, the reverser can be configured such that, in the thrust reversal configuration, the first transmission direction is substantially parallel to the direction along which the first connecting member extends.

[0041] According to a second variant of this embodiment, the reverser can be configured such that, in the thrust reversal configuration, the second transmission direction is substantially parallel to the direction along which the second connecting member extends.

[0042] These first and second variations may be combined together.

[0043] Such variants and their combination make it possible to obtain a substantially linear force path, which makes it possible to improve the robustness of the reverser in the thrust reversal configuration and to simplify and reduce the mass of the control mechanism.

[0044] In one embodiment, the reverser may include movable cascade vanes.

[0045] The invention also relates to a propulsion unit for an aircraft, which may comprise a reverser as described above.

[0046] Other advantages and characteristics of the invention will emerge on reading the following detailed non-limiting description. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The following detailed description refers to the accompanying drawings, in which:

[0048] [ Figure 1 ] is a schematic diagram of an axial cross section of an aircraft propulsion unit;

[0049] [ Figure 2 ] is a semi-schematic view of an axial section of a thrust reverser in direct thrust configuration according to the present invention;

[0050] [ Figure 3 ]yes Figure 2 A semi-schematic illustration of an axial section of the reverser in a first intermediate configuration;

[0051] [ Figure 4 ]yes Figure 2 A semi-schematic diagram of an axial section of the reverser in a second intermediate configuration;

[0052] [ Figure 5 ]yes Figure 2 A semi-schematic diagram of an axial section of the reverser in a third intermediate configuration;

[0053] [ Figure 6 ]yes Figure 2 A semi-schematic diagram of an axial section of the reverser in a fourth intermediate configuration;

[0054] [ Figure 7 ]yes Figure 2 A semi-schematic diagram of an axial section of a reverser in a thrust reversal configuration;

[0055] [ Figure 8 ]yes Figure 2 Schematic diagram of the flaps and the actuation system of the reverser in the fourth intermediate configuration. DETAILED DESCRIPTION

[0056] exist Figure 1 In FIG. 1 , an aircraft propulsion unit 1 is shown comprising a turbine 2, which is streamlined by a nacelle 3. In this example, the turbine 2 is a twin-shaft ducted turbojet engine.

[0057] Next, the terms “upstream”, “downstream”, “front” and “rear” are defined relative to the direction D1 of the gas flow passing through the propulsion unit 1 when the propulsion unit 1 applies thrust.

[0058] The turbojet 2 has a longitudinal centre axis A1 around which the different components of the turbojet extend, in this case from upstream to downstream of the turbojet 2: the fan 4, the low-pressure compressor 5, the high-pressure compressor 6, the combustion chamber 7, the high-pressure turbine 8 and the low-pressure turbine 9. The compressors 5 and 6, the combustion chamber 7 and the turbines 8 and 9 form a gas generator.

[0059] During operation of the turbojet engine 2, an air flow 10 enters the propulsion unit 1 via an air inlet upstream of the nacelle 3, passes through the fan 4 and is then separated into a central main flow 10A and a secondary flow 10B. The main flow 10A flows in a primary gas flow circulation channel 11A which passes through the compressors 5 and 6, the combustion chamber 7 and the turbines 8 and 9. In addition, the secondary flow 10B flows in a secondary flow channel 11B which surrounds the gas generator and is delimited radially on the outside by the nacelle 3.

[0060] The present invention relates to Figures 2 to 7 A thrust reverser 20 is shown in FIG. 2 , which is used to reverse the thrust generated by the propulsion unit 1 .

[0061] The reverser 20 comprises, on the one hand, fixed elements fixed relative to the stator of the turbojet 2 , wherein these fixed elements comprise a fixed inner structural part 21 and a fixed outer structural part 22 , which forms a front frame.

[0062] The reverser 20 further comprises movable elements movable relative to the above-mentioned fixed elements, wherein these movable elements include a movable outer structure 25 forming a movable fairing, an opening and closing flap 26 and a cascade blade 27 .

[0063] As will be described below, the movement of these movable elements relative to the fixed elements makes it possible to vary the configuration of the reverser 20 .

[0064] In a manner known per se, the opening and closing flaps 26 are distributed circumferentially around the longitudinal centre axis of the reverser 20 , which corresponds in this example to the axis A1 of the turbojet engine 2 .

[0065] Figure 2 The reverser 20 is shown in a direct thrust configuration (also called direct jet). In this configuration, the movable cowl 25 is in a closed position in which it bears tightly and axially against the front frame 22. The cascade blades 27 fixed to the movable cowl 25 are received in the housing of the front frame 22.

[0066] In direct injection, the movable cowl 25 and the fixed inner structure 21 radially delimit between them a duct forming the downstream portion of the secondary flow channel 11B.

[0067] In this configuration, the openable flap 26 is in a retracted position so as not to obstruct the secondary flow channel 11B. More specifically, the flap 26 is supported against the movable cowl 25 so that the inner surface 30 of the flap 26 delimits radially outwardly a corresponding portion of the secondary flow channel 11B.

[0068] The movable fairing 25 forms an inner surface 31 which, downstream of the flap 26 , delimits radially externally another portion of the secondary flow channel 11B.

[0069] In order to limit the disturbance of the secondary flow 10B during direct injection, the opening and closing flap 26 and the movable fairing 25 are arranged to reduce the discontinuity between the inner surface 30 of the flap 26 and the inner surface 31 of the movable fairing 25. To this end, in this example, the inner surface 31 of the movable fairing 25 is formed by a panel 36, which forms an overthickness so that the inner surface 30 of the flap 26 and the inner surface 31 of the movable fairing 25 are flush.

[0070] Therefore, in Figure 2 In the configuration of , the reverser 20 makes it possible to direct the secondary flow 10B towards the rear of the propulsion unit 1 , so that this flow 10B fully contributes to the propulsion of the aircraft.

[0071] Figure 7 The reverser 20 is shown in a thrust reversal configuration, also called reverse jet. In this configuration, the movable cowl 25 is in an open position in which it clears the radial openings formed in this example by the openings of the cascade vanes 27 extending axially between the front frame 22 and the movable cowl 25.

[0072] In the case of reverse jetting, the opening and closing flaps 26 are in the extended position so as to divert a portion 10B1 of the secondary flow 10B towards the cascade vanes 27. This portion 10B1 may substantially form the entire secondary flow 10B.

[0073] Therefore, in Figure 7 In the configuration of , the reverser 20 makes it possible to generate reverse thrust through the secondary flow 10B, in order to brake the aircraft.

[0074] In order to vary the configuration of the reverser 20 , it comprises mechanisms for controlling the position of the movable cowl 25 and of the flaps 26 .

[0075] In this example, the control mechanism typically includes a cylinder (not shown) to move the movable cowl 25 between the closed position and the open position, which movement causes the same movement of the cascade vanes 27 fixed to the movable cowl 25. In another embodiment not shown, the transition from the direct thrust configuration to the thrust reverse configuration causes differential movement of the cascade vanes 27 and the movable cowl 25.

[0076] Furthermore, the control mechanism comprises a plurality of actuation systems 40 , which will be described in detail below, configured to change the position of the opening and closing flaps 26 when the movable cowl 25 changes position.

[0077] Each of the actuation systems 40 is configured to change the position of a corresponding opening and closing flap 26 .

[0078] The following description relates to a single actuation system 40 and a single corresponding flap 26 and is equally applicable to the actuation system 40 and the corresponding flap 26. Figures 2 to 8 Each of the other actuation systems and corresponding flaps 26 not shown.

[0079] Typically, the actuation system 40 is configured to move the movable cowl 25 from the closed position ( Figure 2 ) to the open position ( Figure 7 ) causes the retractable flap 26 to move from the retracted position to the deployed position.

[0080] Typically, the actuation system 40 is configured to move the movable cowl 25 from the open position ( Figure 7 ) moves to the closed position ( Figure 2 ) causes the openable flap 26 to move from the deployed position to the retracted position.

[0081] Reference Figure 8 The actuation system 40 includes a transmission member 42 , a first connecting member 44 and a second connecting member 46 .

[0082] The transmission member 42 includes three sections 51 , 52 and 53 connected together to form a triangle.

[0083] In other words, the sections 51 , 52 and 53 extend along the first transmission direction DR1 , the second transmission direction DR2 and the third transmission direction DR3 , respectively, so that the transmission directions DR1 , DR2 and DR3 are intersecting with each other.

[0084] The transmission member 42 is configured to be connected to the other elements of the reverser 20 by means of three different articulations 56 , 57 and 58 , respectively referred to as a first articulation 56 , a second articulation 57 and a third articulation 58 .

[0085] In this example, each of the articulations 56 , 57 and 58 forms a shaft which ensures rotational guidance of the transmission member 42 about its respective axis of rotation.

[0086] To this end, the transmission member 42 includes a mating element (not shown) (e.g., a hole) at each vertex of the triangle thus formed, which mating element cooperates with a corresponding one of these hinges 56, 57, and 58. In this case, the vertex formed by the segments 51 and 52 includes a first element for cooperating with the first hinge 56, the vertex formed by the segments 51 and 53 includes a second element for cooperating with the second hinge 57, and the vertex formed by the segments 52 and 53 includes a third element for cooperating with the third hinge 58.

[0087] Each of the segments 51 , 52 and 53 forms a force transmission element between two of the articulations 56 , 57 and 58 .

[0088] This transmission member 42 forms a connecting rod with three articulations, known as a “rocker arm”.

[0089] The transmission member 42 is connected to the first connection member via the second hinge portion 57 .

[0090] In this example, the first connection member 44 is a telescopic drive connection rod extending in the direction A2.

[0091] The telescopic connecting rod 44 is a passive component including a guide portion 61 (eg, a tube referred to as a telescopic tube) and a sliding portion 62 (eg, a rod referred to as a telescopic rod), the telescopic rod being received within an inner housing of the telescopic tube 61 .

[0092] Each of the telescopic tube 61 and the telescopic rod 62 includes a proximal end and a distal end. The proximal end of the telescopic rod 62 is accommodated in the telescopic tube 61, while the distal end 63 of the telescopic rod extends outside the telescopic tube while defining a first end of the telescopic connecting rod 44. The distal end of the telescopic tube 61 defines a second end of the telescopic connecting rod 44. Therefore, the proximal end of the telescopic tube 61 opposite to the distal end of the telescopic tube is located between the first end and the second end of the telescopic rod 44 according to the direction A2.

[0093] The distance between the first end and the second end of the telescopic connecting rod 44 (ie, between the distal end of the telescopic tube 61 and the distal end of the telescopic rod 62 ) defines a length L1 .

[0094] The value of the length L1 varies according to the position of the telescopic rod 62, and the telescopic rod can be translated relative to the telescopic tube 61 along the direction A2 between the position where the telescopic connecting rod 44 is retracted and the position where the telescopic connecting rod is extended, thereby defining the stroke of the telescopic connecting rod 44. In this example, the telescopic connecting rod 44 includes a stopper (not shown) that limits the extension of the telescopic connecting rod to define a maximum value of the length L1 corresponding to the maximum extension of the connecting rod 44.

[0095] In order to connect the transmission member 42 to the telescopic connecting rod 44, the distal end of the telescopic tube 61 includes an element (not shown) for cooperating with the second hinge 57, so that the transmission member 42 can rotate relative to the telescopic tube 61 (and therefore relative to the telescopic connecting rod 44) ​​around the rotation axis of the second hinge 57. The rotation axis of the second hinge 57 is substantially perpendicular to the direction A2.

[0096] Furthermore, the transmission member 42 is connected to the second connection member 46 via a third hinge portion 58 .

[0097] In this example, the second connecting member 46 is a conventional connecting rod, known as a connecting rod, arranged with two mating elements (not shown).

[0098] One of the mating elements of the connecting rod 46 is mated with the third hinge portion 58 , so that the transmission member 42 can rotate relative to the connecting rod 46 around the rotation axis of the third hinge portion 58 .

[0099] Another of the mating elements of the connecting rod 46 is configured to connect the connecting rod 46 to the flap 26 via a fourth hinge 71, which in this example is formed by a shaft that ensures that the connecting rod 46 is rotatably guided around the axis of rotation of the shaft 71. The flap 26 comprises a corresponding mating element (not shown) mounted on the flap 26. In this example, the mating element is a U-shaped ear-shaped hinge element that fixedly receives the shaft that forms the fourth hinge 71, which protrudes relative to the outer surface 32 of the flap 26 and is mounted on the central portion of the flap between the front end E1 of the flap and the rear end E2 of the flap.

[0100] The transmission member 42 is therefore connected to the flap 26 in this example via a connecting rod 46 .

[0101] As described below, refer to Figure 6 , the actuation system 40 just described is mounted on the reverser 20 .

[0102] The transmission member 42 is connected to the movable cowl 25 through a first hinge 56 so that the transmission member 42 can rotate relative to the movable cowl 25 about the rotation axis of the first hinge 56. A shaft forming the first hinge 56 is fixed to the movable cowl 25.

[0103] This defines a front end E1 and a rear end E2 of the flap 26. Figure 2 When the reverser 20 is in the direct thrust configuration, the flap 26 is configured so that the secondary flow 10B flows in the secondary flow channel 11B in a direction from the front end E1 of the flap 26 towards the rear end E2 of the flap.

[0104] Reference Figure 6 The flap 26 is connected to the movable fairing 25 at the rear end E2 via a fifth hinge 72 so that the flap 26 can rotate relative to the movable outer structure 25 around the rotation axis of the fifth hinge 72. In this example, the fifth hinge 72 is formed by a shaft fixed to the movable fairing 25, which ensures that the flap 26 is guided in rotation around the rotation axis of the shaft 72.

[0105] The telescopic rod 62 is connected to the front frame 22 via the sixth hinge 73 by the cooperation of the mating element (not shown) of the distal end 63 of the telescopic rod 62, so that the telescopic rod 62 can rotate relative to the fixed outer structure 22 around the rotation axis of the sixth hinge 73, and thus the telescopic connecting rod 44 can rotate relative to the fixed outer structure around the rotation axis of the sixth hinge. The mating element is here a hole for receiving the sixth hinge 73, which is also formed by a shaft fixed to the fixed outer structure 22 to ensure that the telescopic rod 62 is guided rotationally around the rotation axis of the sixth hinge 73.

[0106] In this example, the rotation axes of the hinges 56 , 57 , 58 , 71 , 72 , and 73 are substantially parallel to each other and substantially perpendicular to the longitudinal center axis A1 .

[0107] The actuation system 40 and the flap 26 thus mounted on the reverser 20 make it possible to change the position of the flap 26 by simply mechanically actuating the flap 26 when the movable cowl 25 changes position.

[0108] Figures 2 to 7 The reverser 20 is shown in different configurations, in particular in the direct thrust configuration ( Figure 2 ), thrust reverse structure ( Figure 7 ) and intermediate structures ( Figures 3 to 6 ) of the actuator, which makes it possible to explain the movement mechanism of the actuation system 40.

[0109] In this particular example, when the reverser 20 is changed from the direct thrust configuration ( Figure 2 ) to thrust-reversal configuration ( Figure 7 )hour, Figures 2 to 7 The configurations correspond to positions of the movable outer structure part 25 having completed 0%, 19%, 25%, 40%, 75% and 100% of the opening stroke, respectively.

[0110] Conversely, when the reverser 20 is in the thrust reversal configuration ( Figure 7 ) to direct thrust configuration ( Figure 2 )hour, Figures 2 to 7 The configurations correspond to positions of the movable outer structure part 25 having completed 100%, 81%, 75%, 60%, 25% and 0% of the opening stroke, respectively.

[0111] The following description relates to the opening stroke and applies by analogy to the closing stroke. Figure 8 All reference numerals in the reference numerals not in Figures 2 to 7 is repeated in each of the figures and, in the following, by default refers to Figure 8 .

[0112] In direct thrust configuration ( Figure 2 ), the telescopic connecting rod 44 is retracted. The transmission member 42 is oriented so that the transmission direction DR1 passing through the first hinge 56 and the second hinge 57 is substantially parallel to the longitudinal center axis A1, and so that the first hinge 56 is upstream relative to the second hinge 57. In addition, the telescopic connecting rod 44 is oriented so that the direction A2 forms an angle of less than 45° with the transmission direction DR1, and the distal end 63 of the telescopic rod 62 is upstream relative to the second hinge 57.

[0113] When the opening stroke begins, the movement of the movable cowl 25 exerts a driving force on the first mating element of the transmission member 42 in the direction D1 through the first hinge 56. This force is transmitted to the telescopic tube 61 through the section 51 and the second hinge 57.

[0114] When the reverser 20 is in the direct thrust configuration ( Figure 2 ), considering the configuration of the actuation system 40, the movement of the movable fairing 25 causes the telescopic connecting rod 44 to be extended until Figure 3 The structure, in Figure 3 In the configuration, the connecting rod 44 is fully extended.

[0115] Removable fairing 25 from Figure 2 The closed position to Figure 3 The movement of the position defines the first stage of the opening stroke.

[0116] During this first phase, neither the transmission member 42 nor the flap 26 are driven to rotate relative to the movable fairing 25 , taking into account the deployment of the telescopic connecting rod 44 , which delays the deployment of the flap 26 .

[0117] The second stage of opening travel is in the movable fairing 25 from Figure 3 The structure moves to Figure 7 Completed during construction.

[0118] During this second phase, the telescoping connecting rod 44 remains fully deployed and behaves like a standard connecting rod by transferring movement in the direction D1 from the distal end of the telescoping tube 61 to the distal end 63 of the telescoping rod 62 .

[0119] During this second phase of the opening stroke, the movement of the movable cowl 25 still exerts a driving force on the transmission member 42 in the direction D1 through the first hinge 56. This force is transmitted to the telescopic connecting rod 44 through the section 51 and the second hinge 57.

[0120] The telescopic connecting rod 44 is fully extended and the corresponding orientation of the segments 51 according to the first transmission direction DR1 and the corresponding orientation of the connecting rod 44 according to the direction A2 enable the transmission member 42 to be driven to rotate relative to the movable fairing 25 in the first rotation direction S1 about the rotation axis of the first hinge 56.

[0121] The rotation of the transmission member 42 is produced by the interaction of:

[0122] - on the one hand, a driving force applied to the transmission member 42 by the first articulation 56, which driving force is applied to the first mating element of the transmission member 42 in a direction parallel to the longitudinal centre axis A1 and in the same direction as D1,

[0123] - on the other hand, a corresponding driving force exerted on the transmission member 42 by the second articulation 57, which driving force is exerted on the second mating element of the transmission member 42 in a direction parallel to the longitudinal center axis A1 and in a direction opposite to the direction D1,

[0124] During the opening stroke, the rotation of the transmission member 42 causes the third articulation 58 to be rotationally moved about the rotation axis of the first articulation 56 , thereby causing a displacement of the connecting rod 46 , so that its end articulated to the flap 26 moves according to a path directed radially inwards.

[0125] With the flap 26 being articulated to the movable fairing 25 via the fifth articulation 72 by means of the rear end E2 of the flap, the rotation of the transmission member 42 during the opening stroke leads to the deployment of the flap 26 .

[0126] When the reverser 20 reaches the thrust reversal configuration ( Figure 7 ), the first transmission direction DR1 is substantially parallel to the direction A2 of the telescopic connecting rod 44 , so that force can be linearly transmitted between the movable fairing 25 and the front frame 22 through the telescopic connecting rod 44 and the segment 51 of the transmission member 42 .

[0127] Furthermore, in this thrust reversal configuration, the second transmission direction DR2 is substantially parallel to the direction A3, the connecting rod 46 extends along the direction A3, so that forces can be transmitted linearly between the flap 26 and the movable fairing 25 via the transmission member 42 and the segment 52 of the transmission member 42. The flap 26 further extends in a plane substantially perpendicular to the direction A3 of the connecting rod 46.

[0128] This results in a modification of the force path of the flap 26 and of the actuation system 40 when the reverser 20 is in the thrust reversal configuration.

[0129] As per Figures 2 to 7 As can be deduced from the previous description, in this example, the actuation system 40 remains completely contained in the space delimited radially internally by the flap 26, and this is true in each of the configurations of the reverser 20. Thus, it is possible to use a continuous, integral flap 26, i.e. one that does not include an opening intended to be passed through by a portion of the actuation system 40 during certain phases.

[0130] The reverser 20 may include a shroud (not shown) configured to protect the telescopic connecting rod 44 from protrusions that could damage its mechanism and / or reduce disturbances to the portion 10B1 of the secondary flow 10B redirected toward the cascade vanes 27 in the thrust reversal configuration.

[0131] The foregoing description is by no means limiting. For example, in an embodiment not shown, the cascade blades 27 are fixed, fastened to the fixed outer structure 22. In another embodiment not shown, the drive connecting rod 44 is not a telescopic connecting rod, but a conventional connecting rod with two hinged parts similar to the connecting rod 46.

Claims

1. A thrust reverser (20) for an aircraft propulsion unit (1), the thrust reverser (20) comprising a fixed outer structure (22), a movable outer structure (25), at least one openable and closeable flap (26), and a control mechanism, the openable and closeable flap comprising a rear end (E2) hinged to the movable outer structure (25), the control mechanism being configured to transform the thrust reverser (20) between the following configurations: a direct thrust configuration in which the movable outer structure (25) is in a closed position and the opening and closing flaps (26) are in a retracted position to direct the fluid flow (10B) in a duct (11B) delimited radially on the outside by the movable outer structure (25), and a thrust reversal configuration in which the movable outer structure (25) is in an open position leaving the radial opening unobstructed, and in which the retractable flap (26) is in a deployed position to divert at least a portion (10B1) of the fluid flow towards the radial opening, The thrust reverser (20) is characterized in that the control mechanism includes at least one transmission component (42), the transmission component includes a first section (51), a second section (52) and a third section (53), the first section, the second section and the third section are connected together to form a triangle and extend along a first transmission direction (DR1), a second transmission direction (DR2) and a third transmission direction (DR3) that are mutually secant, respectively, the first section (51) and the second section (52) form a vertex including a first mating element, the first section (51) and the third section (53) form a vertex including a second mating element, the second section (52) and the third section (53) form a vertex including a third mating element, and the transmission component (42): - connected to the movable outer structure (25) via a first hinge (56) so that the transmission member (42) can rotate relative to the movable outer structure (25) around the rotation axis of the first hinge (56), the first hinge cooperating with the first cooperating element, - connected to the fixed outer structure (22) via a first connecting member (44), the transmission member (42) being hinged to the first connecting member (44) via a second hinged portion (57), the second hinged portion cooperating with the second mating element, the first connecting member (44) being configured such that: when the movable outer structure (25) moves toward the open position, the transmission member (42) is rotationally moved about the rotation axis of the first hinged portion (56) in a first direction (S1), and when the movable outer structure (25) moves toward the closed position, the transmission member is rotationally moved about the rotation axis of the first hinged portion in a second direction (S2), - connected to the opening and closing flap (26) via a second connecting member (46), the transmission member (42) is hinged to the second connecting member (46) via a third hinge (58), the third hinge cooperates with the third matching element, and the second connecting member (46) is constructed so that when the transmission member (42) moves along the first direction (S1), the opening and closing flap (26) moves toward the deployed position, and when the transmission member (42) moves along the second direction (S2), the opening and closing flap moves toward the retracted position.

2. The thrust reverser (20) according to claim 1, wherein: The first connecting member (44) comprises at least one driving connecting rod, which is hinged to the transmission member (42) on the one hand and to the fixed outer structure (22) on the other hand.

3. The thrust reverser (20) according to claim 2, wherein: The driving connecting rod is a telescopic connecting rod.

4. The thrust reverser (20) according to claim 3, wherein: The telescopic connecting rod comprises a guide portion (61) and a sliding portion (62) in an inner shell of the guide portion (61), the telescopic connecting rod is hinged to the transmission member (42) via the guide portion (61), and the telescopic connecting rod is hinged to the fixed outer structure (22) via a distal end portion (63) of the sliding portion (62).

5. The thrust reverser (20) according to claim 1, wherein: The opening and closing flap (26) includes a front end portion (E1) and a rear end portion (E2), and in the direct thrust structure, the front end portion and the rear end portion are configured so that the fluid flow (10B) flows in the duct (11B) along a direction (D1) from the front end portion (E1) toward the rear end portion (E2).

6. The thrust reverser (20) according to claim 1, wherein: The second connecting member (46) comprises at least one connecting rod, which is hinged to the transmission member (42) on the one hand and to the opening and closing flap (26) on the other hand.

7. The thrust reverser (20) according to claim 1, wherein: In the direct thrust configuration, in the thrust reversal configuration, and during transition from one of these configurations to another, the control mechanism is configured such that the transmission member (42) is accommodated within a space defined radially inwardly by the opening and closing flaps (26).

8. The thrust reverser (20) according to claim 1, wherein: The first articulation (56) and the second articulation (57) define the first transmission direction (DR1), the first articulation (56) and the third articulation (58) define the second transmission direction (DR2), and wherein, in the thrust reversal configuration: - the first transmission direction (DR1) is substantially parallel to the direction (A2) along which the first connecting member (44) extends, and / or - the second transmission direction (DR2) is substantially parallel to the direction (A3) along which the second connecting member (46) extends.

9. The thrust reverser (20) according to claim 1, comprising movable cascade vanes (27).

10. A propulsion unit (1) for an aircraft, the propulsion unit (1) comprising a thrust reverser (20) according to claim 1.

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