Inlet duct for an aircraft propulsion unit for improving the activity of the reverse thrust phase and method using the same

Abstract

The invention relates to an inlet duct (1) of an aircraft propulsion unit (8) comprising a thrust reverser device which modifies a bypass flow circulating from upstream to downstream in an outer secondary air duct (6) into a reverse flow (F-INV) circulating from downstream to upstream, the inlet duct (1) comprising an inner wall (10) provided with openings (14), in each of which an active member (2) comprising a shutter wall (20) and a deflector wall (21) is provided, the active member (2) being mounted in a manner rotatable between a shutter position in which the shutter wall (20) blocks the opening (14) in order to direct the bypass flow and improve the thrust phase, and a deflector position (P2) in which the deflector wall (21) blocks the opening (14) in order to separate the reverse flow (F-INV) and improve the reverse thrust phase (B).

Description

Technical Field

[0001] This invention relates to the field of aircraft propulsion units, and more specifically to an air intake pipe for an aircraft propulsion unit.

[0002] Known location, reference Figure 1A The aircraft propulsion unit 800 extends along a longitudinal axis X extending from upstream to downstream and includes a turbine engine 700 and a nacelle 300. The turbine engine 700 extends along the longitudinal axis X and is configured to propel the aircraft by accelerating an internal airflow F-INT flowing from upstream to downstream within the turbine engine 700. The nacelle 300 extends radially outward about the longitudinal axis X, thereby guiding the internal airflow F-INT within the turbine engine 700. In the following text, the terms "upstream" and "downstream" are defined relative to the direction of extension along the longitudinal axis X. The terms "inner" and "outer" are defined radially relative to the longitudinal axis X.

[0003] Known locations, such as Figure 1A As shown, the turbine engine 700 is a bypass turbine engine and includes an upstream fan 400 that rotates about a longitudinal axis X to accelerate the internal airflow F-INT from upstream to downstream. The turbine engine 700 also includes a radially inner main air duct 500 and a radially outer auxiliary air duct 600 located downstream of the fan 400. The radially inner main air duct 500 is configured to guide a portion of the internal airflow F-INT (referred to as the main airflow F1) for fuel combustion, and the radially outer auxiliary air duct 600 is configured to guide another portion of the internal airflow F-INT (referred to as the bypass airflow F2) to generate thrust for the turbine engine 700.

[0004] As is known, still refer to Figure 1A The nacelle 300 extends radially outward from the fan 400 and radially outward to define an auxiliary air duct 600. The nacelle 300 includes an intake duct 100 located at its upstream end, forming an annular cavity 113 that defines a longitudinal axis X. The intake duct 100 includes an inner wall 110 facing the longitudinal axis X and an outer wall 111 opposite to the inner wall 110, the inner wall 110 and the outer wall 111 being connected upstream by an intake duct lip 112. The intake duct 100 has an aerodynamically conforming circular profile, allowing the upstream airflow F to be separated into an internal airflow F-INT guided by the inner wall 110 and an external airflow F-EXT guided by the outer wall 111.

[0005] refer to Figure 1B To reduce the braking distance of the aircraft, especially during landing, it is known to change the direction of the airflow in the external auxiliary duct 600 to execute the reverse thrust phase B. In the following text, thrust phase A ( Figure 1A ) and reverse thrust phase B ( Figure 1B The distinction is as follows: During the thrust phase, the bypass airflow F2 flows from upstream to downstream in the external auxiliary air duct 600; during the reverse thrust phase, the reverse airflow F-INV flows from downstream to upstream. Specifically, during the reverse thrust phase B, the internal airflow F-INT from the upstream airflow F flows from upstream to downstream at the root of the fan 400 to supply the main airflow F1 in the same way as during the thrust phase A. The main airflow F1 can also be supplied by a portion of the reverse airflow F-INV.

[0006] To perform the reverse thrust phase, patent application FR2120172A1 discloses a method that involves at least partially blocking the external auxiliary air duct 600 downstream of the fan 400 and simultaneously opening a grid (not shown) located in the nacelle 300 to create a reverse airflow F-INV opposite to the bypass airflow F2. However, this reverse thrust system is detrimental to the mass, size, and drag of the aircraft propulsion unit 800.

[0007] refer to Figure 1B A variable-pitch fan 400, abbreviated as "VPF," is known to include blades whose pitch angle is controlled to reverse the flow direction of airflow in an external auxiliary duct 600. Specifically, during the reverse thrust phase B, the reverse airflow F-INV flows from downstream to upstream in the external auxiliary duct 600, then passes through the fan 400 and is guided upstream by the inner wall 110 of the inlet duct 100. The reverse airflow F-INV then opposes the upstream airflow F, thereby achieving braking.

[0008] In fact, it can be seen that the reverse airflow F-INV adheres to the intake pipe 100 and forms an attached reverse airflow F-INV at the intake pipe 100. C That is, it flows along the contour of the intake duct 100 and merges into the external airflow F-EXT, instead of being opposite to the upstream airflow F. This results in an undesirable reduction in braking and thus a decrease in the performance of the aircraft propulsion unit 800 during the reverse thrust phase B. Furthermore, after merging into the external airflow F-EXT, the reverse airflow F-INV re-enters the external auxiliary air duct 600 through the downstream end of the nacelle 300, which will create an undesirable airflow loop, thereby reducing the efficiency of the reverse thrust phase B.

[0009] To improve the performance of the aircraft propulsion unit 800 during the reverse thrust phase B, an internal duct is known, as described in patent application FR1904092A1, to be formed within the inlet 100. This internal duct opens during the reverse thrust phase B to redirect a portion of the reverse airflow (F-INV) and improve its separation. A resiliently deformable inlet is also known, as described in patent application FR1904096A1, to change its profile during the reverse thrust phase B. However, a drawback of this solution is the need for a complex and expensive inlet design.

[0010] An intake duct 100 comprising a deflector, rectifier blades, and a moving portion is also known through patent applications FR1904087A1, FR1904094A1, and FR1904089A1. This deflector, rectifier blades, and moving portion deploy during the reverse thrust phase B and retract during the thrust phase A. However, a disadvantage of such a solution is that, in the retracted position, the annular cavity 113 of the intake duct 100 has a considerably large internal dimension. Furthermore, such a solution requires forming a shell within the inner wall 110, which compromises aerodynamic performance in the deployed position. An intake duct including a deflector is also known through patent application FR3095241A1.

[0011] Therefore, the present invention relates to an air intake 100 of an aircraft propulsion unit 800, which improves the performance of the reverse thrust phase B without reducing the performance of the thrust phase A, while having a simple and economical structure and limited size. Summary of the Invention

[0012] This invention relates to a nacelle air intake for an aircraft propulsion unit extending along a longitudinal axis from upstream to downstream and including a turbine engine. The turbine engine includes a radially inner main air duct and a radially outer auxiliary air duct configured to guide a main airflow and a bypass airflow respectively from upstream to downstream during the thrust phase. The turbine engine includes a fan located upstream and rotating about the longitudinal axis. The aircraft propulsion unit includes a thrust reversing device configured to convert the bypass airflow into a reverse airflow flowing from downstream to upstream in the outer auxiliary air duct during the reverse thrust phase. The nacelle extends radially outside the turbine engine and includes the air intake at its upstream end. The air intake includes an inner wall facing the longitudinal axis, an outer wall opposite to the inner wall, and an air intake lip connecting the inner wall and the air intake lip upstream.

[0013] The significant feature of this invention is: The inner wall includes multiple openings, each opening having an upstream end and a downstream end, and The intake pipe includes multiple movable members, one of which is rotatably mounted in each opening. Each movable member includes a shielding wall and a deflecting wall opposite to the shielding wall. The movable member is configured to rotate between a shielding position and a deflecting position. At the blocked position, the blocking wall faces the longitudinal axis, blocks the opening and extends along the extension of the inner wall, thereby guiding the bypass airflow to improve the thrust phase; At the deflection position, the deflection wall faces the longitudinal axis, blocks the opening, and is configured to separate the reverse airflow to improve the reverse thrust phase.

[0014] Due to the multiple moving parts, the air intake has a variable geometry. This advantageously improves the performance of the aircraft propulsion unit during the reverse thrust phase without compromising its performance during the thrust phase. In fact, the moving parts in the deflected position advantageously allow the reverse airflow to separate from the inner wall, so that it is opposed to the upstream airflow and generates effective braking force. The thus separated reverse airflow no longer adheres to the nacelle, preventing it from re-entering the outer auxiliary airflow at the downstream end and creating an unwanted airflow loop. While improving the reverse thrust phase at the deflected position, the obstruction position of the moving parts achieves the reproduction of the air intake's aerodynamic profile during the thrust phase by sealing the opening in the continuation of the inner wall.

[0015] Advantageously, in the deflected position, the movable member further allows the opening to be sealed in the same way as in the blocked position. No unwanted airflow enters the intake duct, which improves aerodynamic performance, enhances de-icing, and increases the durability of the intake duct. The movable member, with its two opposing walls, advantageously allows the opening to be sealed in two positions, each wall ensuring the opening is sealed in one location. This result is simple, economical, and reduces size because the movable member is rotatably mounted to move from one position to another.

[0016] According to a preferred aspect, at least two of the openings are separate. In other words, each moving part is installed in a given opening that is separated from the other openings by a fixed wall. This improves the robustness and durability of the intake pipe.

[0017] According to another preferred aspect, at least two of the openings are adjacent to each other to form an integral opening, in which at least two movable members are installed. The adjacent installation of at least two movable members improves the deflection of the reverse airflow. Preferably, the integral opening is annular to achieve continuous circumferential deflection of the reverse airflow.

[0018] Preferably, all openings are located in the same cross-section of the longitudinal axis. In other words, a plane transverse to the longitudinal axis passes through all openings. More precisely, a plane transverse to the longitudinal axis passes through all upstream ends of the openings. Another plane transverse to the longitudinal axis passes through all downstream ends of the openings. Preferably, the openings are equidistantly distributed on the circumference of the inner wall to achieve uniform deflection of the reverse airflow.

[0019] According to one aspect of the invention, each movable element includes a separating end connecting the shielding wall and the deflecting wall, the separating end being configured to extend radially inward relative to the inner wall in the deflected position. In other words, the separating end does not extend to an extension of the inner wall, but rather toward the longitudinal axis. This allows the reverse airflow guided by the deflecting wall to exit the inner wall, thereby achieving separation of the reverse airflow.

[0020] Preferably, the separating end is bent inward to improve separation.

[0021] Preferably, the separating end is configured to protrude upstream relative to the opening in the deflected position. In other words, the separating end extends upstream of the opening. This allows for the gradual separation of the reverse airflow from the inner wall while maintaining the aerodynamic performance of the intake duct.

[0022] According to one aspect of the invention, the separating end is pointed. Preferably, the separating end extends at an angle of less than 30°. This facilitates airflow separation and prevents the reverse airflow from bypassing the separating end.

[0023] According to one aspect of the invention, the separating end is configured to extend to the downstream end in the obstructed position. Advantageously, in the obstructed position, the separating end ensures continuity between the inner wall and the obstruction wall and improves aerodynamic performance. Thus, the separating end advantageously performs two different functions depending on whether it is in the covered position or the deflected position.

[0024] According to one aspect of the invention, each movable member includes a sealing end connecting the blocking wall and the deflecting wall, the sealing end being configured to engage with the upstream end in the blocking position and with the downstream end in the deflecting position. Advantageously, the sealing end can easily and conveniently restrict the rotation of the movable member between the blocking position and the deflecting position.

[0025] According to one aspect of the invention, the sealing end is configured to be located radially outward of the inner wall when rotating between the blocked position and the deflected position. In other words, the intake pipe includes an annular cavity with a longitudinal axis defined by the inner wall, the outer wall, and the intake pipe lip, and the sealing end extends into the annular cavity. This allows rotation of the moving member in a given direction to be limited to half a turn. It also allows the sealing end to be protected from the internal airflow and the reverse airflow, thereby preventing unnecessary rotation of the moving member.

[0026] Preferably, the blocking end includes a first groove formed on the side of the shielding wall and configured to complement the upstream end in shape to hold the movable member in the shielding position, and the separating end is located in the extension of the inner wall to improve aerodynamic performance.

[0027] Preferably, the sealing end includes a second groove formed on the side of the deflection wall and configured to complement the downstream end of the opening in shape to hold the movable element in the separated position and prevent the separated end from abutting the upstream end, thereby improving its durability.

[0028] According to one aspect of the invention, each movable member rotates about an axis of rotation tangential to the inner wall and located in a cross-section along the longitudinal axis. This allows the rotation of the movable member between the blocked position and the deflected position to be improved using forces from the internal airflow and the reverse airflow.

[0029] According to one aspect of the invention, the movable element extends on both sides of the pivot. This allows switching from one position to another by simply reversing the movable element in the opening.

[0030] Preferably, the shaft is mounted closer to the upstream end than the downstream end of the opening. Preferably, the shaft is equidistant from both the separating end and the sealing end. This allows the separating end to protrude from the opening and thus improves separation. This feature allows for improved passive switching during turbine engine operation.

[0031] The present invention also relates to a nacelle for an aircraft propulsion unit extending along a longitudinal axis from upstream to downstream and including a turbine engine, the turbine engine including a radially inner main air duct and a radially outer auxiliary air duct configured to guide a main airflow and a bypass airflow respectively from upstream to downstream during the thrust phase, the turbine engine including a fan located upstream and rotating about the longitudinal axis, the aircraft propulsion unit including a thrust reversing device configured to convert the bypass airflow into a reverse airflow flowing from downstream to upstream in the outer auxiliary air duct during the reverse thrust phase, the nacelle extending radially outside the turbine engine about the turbine engine and including an air intake as described above at its upstream end.

[0032] The present invention also relates to a nacelle for an aircraft propulsion unit extending along a longitudinal axis from upstream to downstream and including a turbine engine, the turbine engine including a radially inner main air duct and a radially outer auxiliary air duct configured to guide a main airflow and a bypass airflow respectively from upstream to downstream during the thrust phase, the turbine engine including a fan located upstream and rotating about the longitudinal axis, the aircraft propulsion unit including a thrust reversing device configured to change the bypass airflow into a reverse airflow flowing from downstream to upstream in the outer auxiliary air duct during the reverse thrust phase, the nacelle extending radially outside the turbine engine about the turbine engine and including an air intake as described above at its upstream end.

[0033] Preferably, the fan includes variable-pitch blades to form the thrust reversing device. This thrust reversing device is highly efficient and has reduced size and weight. It is suitable for large-diameter, high-dilution-rate turbine engines.

[0034] The present invention also relates to a method of using an air intake of an aircraft propulsion unit as described above, wherein each movable element is initially in the blocked position to guide the bypass airflow to improve the thrust phase, the method comprising rotating each movable element in the deflection position during the reverse thrust phase to separate the reverse airflow.

[0035] This method is advantageously simple and quick to implement, achieved solely by rotating the moving parts, and is repeatable. Preferably, the rotation is achieved by at least one active control element. Preferably, the rotation of each moving part is achieved synchronously.

[0036] The present invention also relates to a method of using an air intake of an aircraft propulsion unit as described above, wherein each movable element is initially in the deflected position to separate the reverse airflow to improve the reverse thrust phase, the method comprising rotating each movable element in the blocked position during the thrust phase to guide the bypass airflow.

[0037] Preferably, the rotation of each moving part is passively achieved by the action of the internal airflow on the separation end.

[0038] The present invention also relates to a method of using an aircraft propulsion unit as described above, wherein the turbine engine is in the thrust phase in an initial state, wherein a bypass airflow circulates from upstream to downstream, each movable element of the intake pipe is in the shielded position in the initial state to guide the bypass airflow, wherein, in the reverse thrust phase of the turbine engine, the thrust reversing device is configured to convert the bypass airflow into a reverse airflow circulating from downstream to upstream, and each movable element is rotated to the deflection position to separate the reverse airflow.

[0039] The present invention also relates to a method of using an aircraft propulsion unit as described above, wherein the turbine engine is initially in the reverse thrust phase, wherein airflow circulates from downstream to upstream, each movable element of the intake pipe is initially in the deflection position to separate the reverse airflow, wherein, in the thrust phase of the turbine engine, the thrust reversing device is configured to change the reverse airflow into a bypass airflow circulating from upstream to downstream, and each movable element is rotated to the blocking position to guide the bypass airflow. Attached Figure Description

[0040] The invention will be better understood by reading the following description given as an example and by referring to the accompanying drawings given as a non-limiting example, wherein the same reference numerals refer to similar objects: Figure 1A and Figure 1B These are cross-sectional views of existing aircraft propulsion units during the thrust phase and the reverse thrust phase. Figure 2A and Figure 2B This is a cross-sectional view of an aircraft propulsion unit according to an embodiment of the present invention during the thrust phase and the reverse thrust phase. Figure 3A and Figure 3B yes Figure 2A and Figure 2B A schematic diagram of the air intake of the aircraft propulsion unit during the thrust phase and the reverse thrust phase; Figure 4 yes Figure 3A and Figure 3B A schematic diagram of the moving parts of the intake pipe; Figure 5A and Figure 5B They are Figure 3A and Figure 3B A cross-sectional view of the intake pipe, in which the moving parts are in the blocked position and the deflected position, respectively; Figure 5C and Figure 5D yes Figure 3A and Figure 3B Schematic cross-sectional views of the intake pipe in the blocked position and the deflected position, respectively; Figure 6A , Figure 6B and Figure 6C This is the use of the present invention. Figure 3A and Figure 3B A schematic diagram of the rotation of a movable component between a blocked position and a deflected position in one embodiment of the method for the intake pipe; Figure 7A and Figure 7B It is for use Figure 3A and Figure 3B A schematic diagram of the rotation of the movable member between a blocked position and a deflected position in another embodiment of the intake pipe method.

[0041] It should be noted that the accompanying drawings are provided to illustrate the invention and may be used to better define the invention if necessary. Detailed Implementation

[0042] Aircraft Propulsion Unit like Figure 2A As shown and previously described, the aircraft propulsion unit 8 extends along a longitudinal axis X extending from upstream to downstream and includes a turbine engine 7 and a nacelle 3. The turbine engine 7 extends along the longitudinal axis X and is configured to propel the aircraft by accelerating the internal airflow F-INT flowing from upstream to downstream within the turbine engine 7. The nacelle 3 extends radially outward about the longitudinal axis X, thereby guiding the internal airflow F-INT within the turbine engine 7. Subsequently, the terms "upstream" and "downstream" are defined relative to the direction of extension of the longitudinal axis X. The terms "inner" and "outer" are defined radially relative to the longitudinal axis X.

[0043] Still Figure 2A As shown and as previously described, the turbine engine 7 is a bypass type and includes an upstream fan 4 that rotates about a longitudinal axis X to accelerate the internal airflow F-INT from upstream to downstream. The turbine engine 7 also includes a radially inner main air duct 5 and a radially outer auxiliary air duct 6 located downstream of the fan 4. The radially inner main air duct 5 is configured to guide a portion of the internal airflow F-INT (referred to as the main airflow F1) for fuel combustion, and the radially outer auxiliary air duct 6 is configured to guide another portion of the internal airflow F-INT (referred to as the bypass airflow F2) to generate thrust for the turbine engine 7.

[0044] Still referencing Figure 2A As previously described, the nacelle 3 extends radially outward from the fan 4 and radially outward to define an auxiliary air duct 6. At its upstream end, the nacelle 3 includes an intake duct 1 of an annular cavity 13 defining a longitudinal axis X. The intake duct 1 includes an inner wall 10 facing the longitudinal axis X and an outer wall 11 opposite to the inner wall 10. The inner wall 10 and the outer wall 11 are connected upstream by an intake duct lip 12 including a leading edge. The intake duct 1 allows the upstream airflow F to be separated into an internal airflow F-INT guided by the inner wall 10 and an external airflow F-EXT guided by the outer wall 11.

[0045] Thrust Phase A and Reverse Thrust Phase B like Figure 2BAs shown and previously described, in order to reduce the braking distance of the aircraft, especially during landing, the aircraft propulsion unit 8 also includes a thrust reversing device to change the direction of airflow in the external auxiliary air duct 6. In the following text, thrust phase A ( Figure 2A ) and reverse thrust phase B ( Figure 2B The distinction is as follows: During the thrust phase, the bypass airflow F2 flows from upstream to downstream in the external auxiliary air duct 6. During the reverse thrust phase, the reverse airflow F-INV flows from downstream. Specifically, during the reverse thrust phase B, the internal airflow F-INT from the upstream airflow F flows from upstream to downstream at the root of the fan 4 to supply the main airflow F1 in the same way as during the thrust phase A. The main airflow F1 can also be supplied by a portion of the reverse airflow F-INV.

[0046] exist Figure 2B In the example, the thrust reversing device is formed by fan 4, which is a variable pitch type, abbreviated as "VPF". This type of variable pitch fan 4 includes blades, the pitch angle of which is controlled (see [link to example]). Figure 2B This reverses the direction of airflow in the external auxiliary air duct 6. In fact, during the reverse thrust phase B, the reverse airflow F-INV flows from downstream to upstream in the external auxiliary air duct 6, then passes through the fan 4 and is guided upstream by the inner wall 10 of the intake pipe 1. The reverse airflow F-INV then opposes the upstream airflow F, thus achieving braking.

[0047] It goes without saying that thrust reversing devices can take forms other than those described in this example. For example, it is known from patent application FR2120172A1 that the external auxiliary air duct 6 is at least partially blocked downstream of the fan 4, and a grid (not shown) located in the nacelle 3 is opened together to form a reverse airflow F-INV opposite to the direction of the bypass airflow F2. However, this thrust reversing system has a larger mass and size than the variable pitch fan 4.

[0048] Intake pipe with variable geometry refer to Figure 2A and Figure 2B According to the present invention, the intake pipe 1 is of a variable geometry type, that is, it has a profile suitable for the thrust phase A and another profile suitable for the reverse thrust phase B. More precisely, according to the present invention, the intake pipe 1 includes a plurality of openings 14 formed in the inner wall 10 and a plurality of movable members 2. A movable member 2 is rotatably mounted in each opening 14. Each movable member 2 includes a blocking wall 20 and a deflecting wall 21 opposite to the blocking wall 20, and the movable member 2 is configured to rotate between a blocking position P1 and a deflecting position P2. At the obstruction position P1 ( Figure 2AThe shielding wall 20 faces the longitudinal axis X, and its blocking opening 14 extends in the extension of the inner wall 10 of the intake pipe 1, thereby guiding the bypass airflow F2 to improve the thrust phase A. At the deflection position P2 ( Figure 2B The deflector wall 21 faces the longitudinal axis X, and its sealing opening 14 is configured to separate the reverse airflow F-INV to improve the reverse thrust phase B.

[0049] like Figure 2B As shown, the movable part 2, in the deflection position P2, advantageously allows a deflected reverse airflow F-INV to be formed at the intake pipe 1. D Unlike existing technologies, this deflected reverse airflow separates from the inner wall 10. This contrasts with the undesirable attached reverse airflow F-INV found in existing technologies. C Different (see Figure 1B ), deflecting the reverse airflow F-INV D In contrast to the upstream airflow F, this enhances the reverse thrust phase B.

[0050] Opening exist Figure 3A and Figure 3B In this example, the intake pipe 1 includes twenty openings 14-1, 14-2, and 14-3. The openings 14-1, 14-2, and 14-3 lie on the same cross-section along the longitudinal axis X. Therefore, the same cross-section passes through each opening 14-1, 14-2, and 14-3. The openings 14-1, 14-2, and 14-3 are spaced apart from each other, and in this example, are equidistantly distributed around the circumference of the inner wall 10. Therefore, the inner wall 10 includes fixed blades 18, each extending between two adjacent openings 14. The fixed blades 18 extend longitudinally along the longitudinal axis X and connect the inner wall 10 upstream and downstream of the openings 14, respectively.

[0051] Still referencing Figure 3A and Figure 3B Each opening 14 contains a movable element 2, such that the intake pipe 1 comprises the same number of openings 14 and movable elements 2. Similar to the openings 14, the movable elements 2 are mounted on the same cross-section along the longitudinal axis X, spaced apart from each other, and in this example, equidistantly distributed along the circumference of the inner wall 10. This intake pipe 1 advantageously allows the reverse airflow F-INV to be uniformly separated throughout during the reverse thrust phase B. Furthermore, the movable elements 2 can easily achieve contactless or interference-free rotation.

[0052] It should be noted that in this example, the number of openings 14 is 20, but this number can be any number within the framework of the present invention. Preferably, the number of openings 14 is greater than 10 to achieve sufficient separation and less than 40 to reduce complexity. Furthermore, it goes without saying that the positions of the openings 14 on the inner wall 10 can be different. As an example, the openings 14 can be staggered rather than located on the same cross-section. The openings 14 can also be closer to each other on the inclined portions of the inner wall 10 to locally enhance separation. In particular, the openings 14 can be adjacent on the entire inner wall 10 or at the corners of the inner wall 10, i.e., connected to each other and forming a spherical opening for continuous separation. It should be noted that no fixed blades 18 extend between adjacent openings 14, and the associated moving parts 2 are mounted adjacently in the same spherical opening.

[0053] Preferably, such as Figure 3A and Figure 3B As shown, the openings 14 are identical to each other, meaning they have the same shape and size. This allows for the use of identical moving parts 2 with standard shapes and sizes, thus enabling mass production. The size of the openings 14 is determined by the diameter of the inner wall 10 of the intake pipe 1 and the number of openings 14. Regarding the shape of the openings 14, as will be seen later, each opening 14 includes an upstream end 15 and a downstream end 16 (see...). Figure 3A ), so as to mate with movable part 2. Figure 3A and Figure 3B In the example, each upstream end 15 and downstream end 16 extends in a cross-section along the longitudinal axis X. The upstream end 15 and downstream end 16 are connected by a bent side end 19 (see [reference]). Figure 3A The opening 14 is designed to have a variable circumferential width along the longitudinal axis X, which is minimum at the upstream end 15 and the downstream end 16 and maximum between the upstream and downstream ends. As will be seen later, this shape allows for improved fit with the moving part 2 and facilitates the sealing of the opening 14 by the moving part 2. It goes without saying that the opening 14 can have different shapes, such as having a constant circumferential width along the longitudinal axis X.

[0054] Active parts The following describes the movable part 2, followed by its fit with the opening 14. This description applies to each movable part 2.

[0055] refer to Figure 4 The movable element 2 includes a through-hole 28 extending along the rotation axis X2, allowing rotation about a pivot extending along the rotation axis X2. The movable element 2 also includes a baffle wall 20 and a deflector wall 21 opposite to the baffle wall 20, the baffle wall 20 and the deflector wall 21 extending longitudinally on either side of the through-hole 28 relative to the rotation axis X2. The baffle wall 20 is convex, with the same profile as the inner wall 10 of the intake pipe 1. The deflector wall 21 is concave to deflect the reverse airflow F-INV.

[0056] like Figure 4 As shown, the movable component 2 also includes a separating end 22 and a sealing end 23. The sealing end 23 is connected to the shielding wall 20 on one side and the deflection wall 21 on the other side, and extends longitudinally relative to the rotation axis X2. Furthermore, the movable component 2 includes a side wall 27 that extends laterally relative to the longitudinal axis X and is penetrated by the through-hole 28. The side wall 27 connects the shielding wall 20, the deflection wall 21, the separating end 22, and the sealing end 23.

[0057] refer to Figure 4 The separating end 22 is pointed, preferably with an angle α less than 30°, to effectively separate the reverse airflow F-INV. The blocking end 23 is configured to mate with the upstream end 15 and downstream end 16 of the opening 14. In this example, the blocking end 23 includes a first groove 24 and a second groove 25. The first groove is formed on the side of the shielding wall 20 and configured to complement the shape of the upstream end 15 of the opening 14, and the second groove is formed on the side of the deflection wall 21 and configured to complement the shape of the downstream end 16 of the opening 14. It goes without saying that the blocking end 23 can mate with the upstream end 15 and / or downstream end 16 of the opening 14 in different ways. Still in this example, the sidewall 27 preferably has the same shape as the side end 19 of the opening 14. This allows the movable element 2 to block the opening 14 in the same way in the shielding position P1 as in the deflection position P2.

[0058] like Figure 4 As shown, the movable element 2 extends on both sides of the through-hole 28. Preferably, the through-hole 28 is approximately centered, i.e., it is equidistant from both the separating end 22 and the sealing end 23. The term "approximately" here means that a 10% deviation is permissible. This allows for passive switching, as will be presented later.

[0059] Preferably, the moving part 2 is monolithic, i.e., made of the same material, to ensure its strength and durability. Preferably, the moving part 2 comprises a composite material with good mechanical strength. Still preferably, the moving part 2 is obtained by machining or by 3D printing.

[0060] Occlusion position P1 and deflection position P2 refer to Figure 5A and Figure 5B The movable element 2 is rotatably mounted in the opening 14 about a pivot 26 tangential to the inner wall 10 and located in a cross section along the longitudinal axis X. This advantageously allows the rotation of the movable element 2 to be improved by utilizing the forces from the longitudinally flowing internal airflow F-INT and the reverse airflow F-INV. In this example, as will be seen later, the pivot 26 is eccentrically positioned upstream in the opening 14 to improve the switching of the reverse thrust phase B. According to one aspect, as... Figures 6A to 6CAs shown, the rotating shaft 26 is connected to an active control element 29, such as an actuator, to drive the movable element 2 in a manner complementary to or non-complementary to the force of the airflow. Therefore, the position of the movable element 2 can be easily controlled to achieve separation.

[0061] like Figure 5A and Figure 5B As shown, compared to the upstream end 15 and downstream end 16 of the opening 14, the blocking end 23 of the movable member 2 is farther from the pivot 26, thus restricting the rotation of the movable member 2 between the blocked position P1 and the deflection position P2. This allows the blocking end 23 to be held inside the annular cavity 13 and the separating end 22 to be held outside the annular cavity 13 in the internal airflow F-INT. In other words, by connecting the blocking end 23 to the inner wall 10, the rotation of the movable member 2 is restricted to half a turn.

[0062] Preferably, the rotating shaft 26 is shared by several moving parts 2, and preferably has an annular shape with a longitudinal axis X shared by all moving parts 2, so as to rotate the moving parts simultaneously. This rotating shaft 26 facilitates centralized control of multiple moving parts 2.

[0063] like Figure 5A As shown, in the blocked position P1, the blocking wall 20 faces the longitudinal axis X and blocks the opening 14 in the extension of the inner wall 10 to maintain the aerodynamic performance of the intake manifold 1 during the thrust phase A. The sealing end 23 extends inward on the inner surface 10int of the inner wall 10 in a radial bearing manner. More precisely, the first groove 24 of the sealing end 23 is shaped to complement the upstream end 15 of the opening 14. This allows the moving part 2 to be held in the blocked position P1. The separating end 22 extends along the outer surface 10ext of the inner wall 10. More precisely, the separating end 22 ensures continuity between the blocking wall 20 and the downstream end 16 of the opening 14. Figure 5C As shown, in the shielded position P1, the intake pipe 1 has a gradually expanding internal cross section for the internal airflow F-INT flowing from upstream to downstream and a smooth profile to avoid streamline separation.

[0064] like Figure 5BAs shown, in the deflection position P2, the deflection wall 21 faces the longitudinal axis X, and due to the eccentric assembly of the pivot 26, the separating end 22 protrudes upstream and inward relative to the opening 14. The concave shape of the deflection wall 21 and the pointed shape of the separating end 22 effectively separate the reverse airflow F-INV from the inner wall 10 while maintaining aerodynamic performance. Furthermore, the deflection wall 21 blocks the opening 14 in the deflection position P2, thereby preventing airflow within the intake pipe 1. This helps ensure aerodynamic performance without interfering with de-icing. On the other hand, the blocking end 23 extends inward on the inner surface 10int of the inner wall 10 in a radial bearing manner. More precisely, the second groove 25 of the blocking end 23 is shaped to complement the upstream end 15 of the opening 14, and more precisely mates with the upstream protruding edge 17 of the upstream end 15. The blocking end 23 advantageously ensures that the deflection position P2 is maintained independently, so that the separating end 22 does not press against the inner wall 10, which improves its durability. Figure 5D As shown, in the deflection position P2, the intake pipe 1 has a tapered internal cross section for the reverse airflow F-INV, thereby advantageously forming a tapered nozzle.

[0065] The thinner separating end 22 eliminates the need to hold the movable part 2 in place. The thicker sealing end 23 allows the movable part 2 to be held in place.

[0066] In summary, the variable geometry intake pipe 1 of the present invention includes a movable member 2 rotatably mounted in the opening 14, such that a blocking wall 20 (blocking position P1) or a deflecting wall 21 (deflecting position P2) blocks the opening 14. Due to the reverse airflow F-INV D Instead of adhering closely to the contour of the intake pipe 1, it is deflected to be opposite to the entire upstream airflow F, which facilitates braking and advantageously improves the performance of the reverse thrust phase B. Furthermore, this avoids the formation of an unwanted attached reverse airflow loop F-INV as in the prior art. C (See) Figure 1B Aerodynamic performance is maintained during thrust phase A.

[0067] How to use refer to Figure 6A , Figure 6B and Figure 6C The following describes the method using the intake manifold 1 as previously described. The turbine engine 7 is initially considered to be in thrust phase A and the moving part 2 is in the blocked position P1 (see...). Figure 2A During the reverse thrust phase B, the blade pitch angle of fan 4 is changed, generating a reverse airflow F-INV in the external auxiliary duct 6 (see [link]). Figure 2B ).like Figures 6A to 6CAs shown in sequence, during rotation E1, the active control member 29 rotates each movable member 2 to the deflection position P2 by simply rotating half a turn. This rotation is advantageously improved by the force exerted on the inwardly extending separation end 22 by the reverse airflow F-INV flowing from downstream to upstream. On the other hand, the sealing end 23 extends outward into the annular cavity 13 of the intake pipe 1, thus being protected from the reverse airflow F-INV.

[0068] Subsequently, in the new thrust phase A, the blade pitch angle of fan 4 is changed again, generating internal airflow F-INT in the external auxiliary air duct 6 (see...). Figure 2A And stop the reverse airflow F-INV. (e.g.) Figures 6C to 6A As shown in sequence, during rotation E2, the active control member 29 rotates each movable member 2 to the blocked position P1 by a simple reverse half-turn. This rotation is advantageously improved by the force exerted on the inwardly extending separation end 22 by the internal airflow F-INT flowing from upstream to downstream. On the other hand, the blocking end 23 extends outward into the annular cavity 13 of the intake pipe 1, thus being protected from the influence of the internal airflow F-INT.

[0069] The rotations E1 and E2 of the movable part 2 between the obstructed position P1 and the deflected position P2 are advantageously quick, easy, and reproducible on demand.

[0070] exist Figure 6A , Figure 6B and Figure 6C In the example, rotation of E1 or E2 is controlled by active control element 29. Alternatively, as Figure 7A and Figure 7B As shown, at least a portion of the rotation E1 or E2 can be passively achieved by the internal airflow F-INT and the reverse airflow F-INV. Figure 7A and Figure 7B In the example, rotations E1 and E2 are achieved entirely passively.

[0071] Therefore, such as Figure 7A As shown, in the obstructed position P1, a reduced space is formed between the downstream end 16 of the opening 14 and the separating end 22 of the movable member 2, allowing the reverse airflow F-INV to engulf this space and create a lever effect to initiate the rotation E1 of the movable member 2 towards the deflection position P2. Once rotation E1 begins, the action of the reverse airflow F-INV on the deflection wall 21 allows it to reach the deflection position P2. Preferably, the separating end 22 extends radially inward relative to the downstream end 16 to allow air to pass between the separating end 22 and the downstream end 16 and initiate rotation E1.

[0072] refer to Figure 7BThe rotation E2 from the deflection position E2 to the blocking position E1 is achieved by the action of the internal airflow F-INT on the separation end 22 at the upstream end 15 of the opening 14 and on the blocking wall 20. Advantageously, at the deflection position P2, the separation end 22 protrudes upstream and inward, which allows the internal airflow F-INT to exert a lever effect and begin to rotate E2.

Claims

1. An air intake (1) of a nacelle (3) of an aircraft propulsion unit (8), the aircraft propulsion unit (8) extending along a longitudinal axis (X) extending from upstream to downstream and including a turbine engine (7), the turbine engine (7) including a radially inner main air duct (5) and a radially outer auxiliary air duct (6), the radially inner main air duct (5) and the radially outer auxiliary air duct (6) being configured to guide a main airflow (F1) and a bypass airflow (F2) respectively from upstream to downstream during the thrust phase (A), the turbine engine (7) including a fan (4) located upstream and rotating about the longitudinal axis (X), the aircraft propulsion unit (8) including thrust A thrust reversing device, configured to convert the bypass airflow (F2) into a reverse airflow (F-INV) flowing from downstream to upstream in the external auxiliary air duct (6) during the reverse thrust phase (B), the nacelle (3) extending radially outside the turbine engine (7) and including the intake pipe (1) at its upstream end, the intake pipe (1) including an inner wall (10) facing the longitudinal axis (X), an outer wall (11) opposite to the inner wall (10), and an intake lip (12) connecting the inner wall (10) and the outer wall (11) upstream, the intake pipe (1) being characterized in that: The inner wall (10) includes a plurality of openings (14), each opening (14) including an upstream end (15) and a downstream end (16), and The intake pipe (1) includes a plurality of movable parts (2), one movable part (2) is rotatably mounted in each opening (14), each movable part (2) includes a shielding wall (20) and a deflection wall (21) opposite to the shielding wall (20), the movable part (2) is configured to rotate between a shielding position (P1) and a deflection position (P2): At the shielding position (P1), the shielding wall (20) faces the longitudinal axis (X), blocks the opening (14) and extends along the inner wall (10), thereby guiding the bypass airflow (F2) to improve the thrust phase (A). At the deflection position (P2), the deflection wall (21) faces the longitudinal axis (X), blocks the opening (14) and is configured to separate the reverse airflow (F-INV) to improve the reverse thrust phase (B).

2. The intake pipe (1) as described in claim 1, characterized in that, Each movable element (2) includes a separating end (22) connecting the shielding wall (20) and the deflection wall (21), the separating end (22) being configured to extend radially inward relative to the inner wall (10) in the deflection position (P2).

3. The intake pipe (1) as described in claim 2, characterized in that, The separation end (22) is pointed.

4. The intake pipe (1) as described in claim 2, characterized in that, The separating end (22) is configured to extend to the downstream end (16) when in the blocked position (P1).

5. The intake pipe (1) as described in claim 1, characterized in that, Each movable element (2) includes a blocking end (23) connecting the shielding wall (20) and the deflection wall (21), the blocking end (23) being configured to engage with the upstream end (15) in the shielding position (P1) and with the downstream end (16) in the deflection position (P2).

6. The intake pipe (1) as described in claim 5, characterized in that, The blocking end (23) is configured to be located radially outside the inner wall (10) when rotating between the blocking position (P1) and the deflection position (P2).

7. The intake pipe (1) as described in claim 1, characterized in that, Each movable part (2) rotates about a pivot (26) about a rotation axis (X2) in a cross section that is tangent to the inner wall (10) and located in the longitudinal axis (X).

8. The intake pipe (1) as described in claim 7, characterized in that, The movable part (2) extends on both sides of the pivot (26).

9. An aircraft propulsion unit (8) extending along a longitudinal axis (X) extending from upstream to downstream and including a turbine engine (7), the turbine engine (7) including a radially inner main air duct (5) and a radially outer auxiliary air duct (6), the radially inner main air duct (5) and the radially outer auxiliary air duct (6) being configured to guide a main airflow (F1) and a bypass airflow (F2) respectively from upstream to downstream during a thrust phase (A), the turbine engine (7) including a fan (4) located upstream and rotating about the longitudinal axis (X), the aircraft propulsion unit (8) including a thrust reversing device, the thrust reversing device being configured to convert the bypass airflow (F2) into a reverse airflow (F-INV) flowing from downstream to upstream in the outer auxiliary air duct (6) during a reverse thrust phase (B), characterized in that, The nacelle (3) extends radially outside the turbine engine (7) around the turbine engine and includes an intake pipe (1) at its upstream end as claimed in any one of claims 1 to 8.

10. A method of using the air intake (1) of an aircraft propulsion unit (8) as claimed in any one of claims 1 to 8, characterized in that, Each movable element (2) is in the initial state in the blocked position (P1) to guide the bypass airflow (F2) to improve the thrust phase (A), the method including rotating (E1) each movable element (2) in the deflection position (P2) to separate the reverse airflow (F-INV) during the reverse thrust phase (B).

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