Aircraft

Abstract

The invention relates to an aircraft comprising:-a wing (40); a propulsion assembly (42) comprising a nozzle (56) having a trailing edge (56.1); -a pylon (44) connecting the propulsion assembly (42) and the wing (40), comprising at least one secondary aft fairing (64) having a lower face (F64) offset rearward with respect to the trailing edge (56.1), forming an angle of between 2 DEG and 20 DEG with the inner face of the nozzle (56). Thus, the secondary aft cowl (64) forms a deflector that interferes with the gas injection cone exiting the propulsion assembly, thereby leaving the gas injection cone away from the trailing edge (40.2) of the wing (40). According to the solution, pneumatic noise can be reduced.

Description

Technical Field

[0001] The present application relates to an aircraft comprising at least one deflector configured to separate a gas jet cone leaving a propulsion assembly from the trailing edge of a wing. Background Art

[0002] according to Figure 1 In the illustrated embodiment, the aircraft 10 includes a fuselage 12 , wings 14 , and a propulsion assembly 16 positioned beneath the wings 14 and connected to the wings by a pylon 18 .

[0003] like Figure 2 As shown, the wing 14 extends between a leading edge 14.1 and a trailing edge 14.2. The wing 14 comprises at least one pivotable high-lift flap 20 at its trailing edge 14.2, which can be moved between a first position, in which the high-lift flap 20 is located in the extension of the wing 14, and a second lowered position, in which the trailing edge 14.2 is deflected downwards to increase the lift of the wing 14.

[0004] According to the implementation method of the prior art, Figure 2 and 3 As shown, each propulsion assembly 16 includes a power device 22 and a pod 24 surrounding the power device 22 , the pod 24 being used to define a secondary air duct 26 together with the power device 22 .

[0005] For the present application, the longitudinal direction is parallel to the axis A22 of the motorized device 22. The terms "front" and "rear" refer to the direction of flow of air flow in the motorized device 22 during operation, wherein the air flow flows from the front to the rear. The terms "upper" and "upper" refer to the position along the vertical axis, when the aircraft is on the ground, the upper element is farther from the ground than the lower element.

[0006] The motor device 22 comprises, in the rear part, a first nozzle 28 through which the primary air flow passing through the motor device 22 is ejected. The pod 24 comprises, in the rear part, a second nozzle 30 through which the secondary air flow guided by the secondary air duct 26 is ejected. According to one configuration, the first nozzle 28 has a first trailing edge 28.1 offset rearwardly relative to a second trailing edge 30.1 of the second nozzle 30.

[0007] Each pylon 18 comprises a rigid primary structure, which ensures the mutual transmission of forces between the motor 22 and the wing 14 , and a secondary structure 32 which surrounds the primary structure and limits the drag of the pylon 18 .

[0008] The secondary structure 32 includes a front fairing 32.1 positioned at the front of the wing 14 and a rear fairing 32.2 positioned at the rear of the pod 24 on both sides of the midplane PM, the front fairing and the rear fairing (called the rear lower aerodynamic fairing or APF (English "Aft Pylon Fairing")). The secondary structure 32 extends in the secondary air duct 26 between the maneuvering device 22 and the pod 24.

[0009] Each propulsion assembly 16 comprises a thrust reverser. To this end, the pod 24 comprises a front part 24.1 and a rear part 24.2, which can be moved between an inactive position in which the rear part 24.2 is coupled to the front part 24.1 and an active position in which the rear part 24.2 is spaced apart from the front part 24.1 to create (form) a lateral opening between the front part 24.1 and the rear part 24.2. In addition, the thrust reverser also comprises a guide and displacement system, which is configured to guide and displace the rear part 24.2 relative to the front part 24.1.

[0010] Since the guide and displacement system has a portion (component) protruding relative to the rear fairing 32.2, the hanger 18 includes secondary rear fairings 34.1, 34.2 positioned on both sides of the rear fairing 32.2 and protruding relative to the rear fairing. Figure 2 As shown, these secondary rear fairings 34.1, 34.2 comprise portions offset rearwardly relative to the second trailing edge 30.1 of the second nozzle 30, these portions being located in the extension of the second nozzle 30. These secondary rear fairings 34.1, 34.2 do not interfere with the secondary air flow leaving the second nozzle 30.

[0011] In operation, the air flow exiting the first nozzle 28 and the second nozzle 30 forms a spray cone 36 behind the propulsion assembly 16, the angle of which increases as it moves away from the propulsion assembly.

[0012] In certain circumstances, in particular when the high-lift flap 20 is in the lowered position (during take-off and landing phases), the jet cone 36 approaches or interferes with (perturbs or interferes with) the trailing edge 14.2 of the wing 14, such as Figure 2 As shown, this produces aerodynamic noise.

[0013] In order to improve performance, the diameter of the propulsion assemblies is getting larger and larger. As a result, the ejection cone of the gas leaving such propulsion assemblies is getting closer and closer to the wing 14, which tends to increase the aerodynamic noise, especially during the take-off phase. Summary of the invention

[0014] The object of the present invention is to remedy all or part of the disadvantages of the prior art.

[0015] To this end, the invention relates to an aircraft comprising a wing, at least one propulsion assembly and, for each propulsion assembly, a pylon connecting the propulsion assembly to the wing. The propulsion assembly comprises a thrust reverser, a maneuvering device axis and at least one nozzle having a trailing edge and an inner face extending to the trailing edge and inclined relative to the maneuvering device axis. The pylon comprises at least left and right lateral fairings positioned on either side of a midplane and at least one secondary rear fairing comprising a lower face offset rearwardly relative to the trailing edge of the nozzle, an upper face and at least one ridge connecting the lower face and the upper face, the ridge having a rear end and a point of departure from the midplane at the trailing edge of the nozzle.

[0016] According to the present invention, the bottom of the secondary rear fairing forms an angle between 2° and 20° with the inner surface of the nozzle, the angle formed by the bottom of the secondary rear fairing and the axis of the maneuvering device is greater than the angle formed between the inner surface of the nozzle and the axis of the maneuvering device, and each secondary rear fairing is constructed to accommodate at least one (single piece) of equipment of the thrust reverser.

[0017] According to this arrangement, the secondary rear fairing forms a deflector which interferes with the ejection cone of the gases leaving the propulsion assembly to keep it away from the trailing edge of the wing. This solution allows reducing aerodynamic noise.

[0018] According to another feature, the angle formed between the lower surface of the secondary rear cowl and the inner surface of the nozzle is approximately 12°.

[0019] According to another feature, the pylon includes left and right secondary aft fairings that project relative to the left and right side fairings, respectively.

[0020] According to another feature, the nozzle outlet diameter is measured at the trailing edge. In addition, each secondary rear fairing has an offset length corresponding to the distance between the rear end of the nozzle and the trailing edge, between 25% and 100% of the nozzle outlet diameter.

[0021] According to another feature, the offset length is substantially equal to 50% of the outlet diameter of the nozzle.

[0022] According to another feature, the nozzle outlet diameter is measured at the trailing edge. In addition, each secondary rear fairing has a width between 4% and 20% of the nozzle outlet diameter.

[0023] According to another feature, the width is substantially equal to 11% of the outlet diameter of the nozzle.

[0024] According to another feature, the surface area of ​​the nozzle outlet is measured at the trailing edge. In addition, the surface area of ​​the underside of each secondary rear fairing is between 2% and 10% of the nozzle outlet surface area.

[0025] According to another feature, the surface area of ​​the underside of each secondary aft cowl is substantially equal to 4% of the outlet surface area of ​​the nozzle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Other features and advantages will become apparent from the following description of the invention, given by way of example and with reference to the accompanying drawings, in which:

[0027] - Figure 1 This is a perspective view of the aircraft.

[0028] - Figure 2 is a schematic side view of a propulsion assembly showing an embodiment of the prior art,

[0029] - Figure 3 is a perspective view showing a propulsion assembly of an embodiment of the prior art,

[0030] - Figure 4 is a schematic side view of a propulsion assembly according to an embodiment of the present invention,

[0031] - Figure 5 is a perspective view showing a propulsion assembly according to an embodiment of the present invention,

[0032] - Figure 6 is a schematic top view showing a rear portion of a propulsion assembly equipped with a secondary rear fairing according to an embodiment of the present invention,

[0033] - Figure 7 is a schematic side view of a secondary rear fairing according to an embodiment of the present invention,

[0034] - Figure 8 is a schematic diagram comparing the inner surface of a secondary rear fairing according to an embodiment of the prior art and according to an embodiment of the present invention,

[0035] - Fig. 9 It is a schematic diagram of the measurement curve of aerodynamic noise when there is a secondary rear fairing according to an embodiment of the prior art and according to an embodiment of the present invention. DETAILED DESCRIPTION

[0036] according to Figure 4 and Figure 5 In the embodiment shown, the aircraft comprises a fuselage, wings 40 and at least one propulsion assembly 42 including a pylon 44 for connecting it to the wings 40 .

[0037] like Figure 4As shown, the wing 40 extends between a leading edge 40.1 and a trailing edge 40.2. The wing comprises at least one pivotable high-lift flap 46 at the trailing edge 40.2, the high-lift flap 46 being movable between a first position, in which the high-lift flap 46 is positioned in a first position in the extension of the wing 40, and a second position, in which the trailing edge 40.2 moves downward to increase the lift of the wing 40.

[0038] like Figure 5 As shown, each propulsion assembly 42 comprises a motorized device 48 and a pod 50 surrounding the motorized device 48 so as to form a secondary air duct 52 together with the motorized device 48. The motorized device 48 has a motorized device axis A48.

[0039] The motor device 48 comprises, in the rear part, a first nozzle 54 through which the primary air flow is ejected, the first nozzle 54 having a first trailing edge 54.1. The nacelle 50 comprises, in the rear part, a second nozzle 56 through which the secondary air flow guided by the secondary air duct 52 is ejected, the second nozzle 56 having a second trailing edge 56.1. According to one configuration, the first trailing edge 54.1 of the first nozzle 54 is offset rearwards relative to the second trailing edge 56.1 of the second nozzle 56.

[0040] like Figure 8 As shown, the second nozzle 56 has an inner face F56 extending to a second trailing edge 56.1 and forming a first angle α1 with a longitudinal direction parallel to the motor axis A48. The second nozzle 56 has an outlet diameter D56 measured at the second trailing edge 56.1 and an outlet surface area.

[0041] During operation, the air flow leaving the first nozzle 54 and the second nozzle 56 forms a spray cone C behind the propulsion assembly 42 , the angle of which increases as it moves away from the propulsion assembly 42 .

[0042] Each pylon 44 comprises a rigid primary structure, which ensures the mutual transmission of forces between the maneuvering device 48 and the wing 40 , and a secondary structure 58 which surrounds the primary structure and limits the drag of the pylon 44 .

[0043] The secondary structure 58 is substantially symmetrical with respect to the median plane PM and extends between a leading edge 58.1 and a trailing edge 58.2. The secondary structure 58 comprises two left and right parts, which are positioned on both sides of the median plane PM, and each of which comprises a right front fairing or a left front fairing 60 positioned in front of the wing 40 and extending from the leading edge 58.1 and a right rear fairing or a left rear fairing 62 positioned behind the pod 50 and extending to the trailing edge 58.2 of the secondary structure 58, which is called a lower rear aerodynamic fairing or APF (called "Aft Pylon Fairing" in English). The right rear fairing or the left rear fairing extends in the secondary air duct 52 between the maneuvering device 48 and the pod 50.

[0044] Of course, the invention is not limited to this embodiment of the aircraft and the propulsion assembly 42. Whatever the embodiment, the aircraft comprises a wing 40, at least one propulsion assembly 42 and, for each propulsion assembly, a pylon 44 for connecting the propulsion assembly 42 to the wing, the propulsion assembly 42 comprising a maneuvering device axis A48 and at least one nozzle 56 having a trailing edge 56.1 and an inner face F56 extending obliquely to the trailing edge 56.1 relative to the maneuvering device axis A48, the pylon 44 comprising at least right and left fairings 62 positioned on either side of the median plane PM.

[0045] According to one configuration, the secondary structure 58 includes right and left secondary aft fairings 64 and 66, which are located on both sides of the secondary structure 58 and protrude respectively relative to the left and right side fairings 62. The right and left secondary aft fairings 64 and 66 are substantially symmetrical relative to the median plane PM.

[0046] These left and right secondary aft fairings are configured to accommodate at least one device of the thrust reverser, such as a guidance and displacement system.

[0047] According to one configuration, each right or left secondary aft fairing 64 , 66 comprises a front portion 68 offset forwardly relative to a transverse plane PT containing the second trailing edge 56 . 1 of the second nozzle 56 and a rear portion 70 offset rearwardly relative to the transverse plane PT.

[0048] According to one configuration, the right and left secondary aft fairings 64 , 66 do not extend beyond the trailing edge 58 . 2 of the secondary structure 58 of the pylon 44 .

[0049] Each right secondary rear fairing 64 or left secondary rear fairing 66 includes a lower surface F64 (oriented toward the ground when the aircraft is landed), an upper surface F64' opposite to the lower surface F64, and a ridge (rib) portion 72 connecting the lower surface F64 and the upper surface F64'. The ridge 72 extends between a rear end 72.1 and a front end 72.2 located at the right or left lateral fairing 62. According to one configuration, the ridge 72 gradually moves away from the right or left lateral fairing 62 from the rear end 72.1 to a distance point P (farthest from the right or left lateral fairing 62), and then gradually approaches the right or left lateral fairing 62 from the distance point P to the front end 72.2. According to one configuration, the distance point P is located at the transverse plane PT, aligned with the second trailing edge 56.1 of the second nozzle 56.

[0050] According to another configuration, the right secondary rear fairing 64 and the left secondary rear fairing 66 extend beyond the trailing edge of the secondary structure 58.2 of the pylon 44. According to this configuration, the portion of the right secondary rear fairing 64 and the left secondary rear fairing 66 offset toward the rear relative to the trailing edge 58.2 of the secondary structure 58 of the pylon 44 forms a secondary rear fairing, which includes a lower portion F64, an upper portion F64', two ridges connecting the lower portion F64 and the upper portion F64', the ridges are symmetrical relative to the middle plane PM, and have a common (common to the two ridges) rear end 72.1 located at the middle plane PM.

[0051] Regardless of the embodiment, the pylon 44 includes at least one secondary rear fairing 64, which includes a lower portion F64 offset toward the rear relative to the second trailing edge 56.1 of the second nozzle 56, an upper portion F64', and at least one ridge 72 connecting the lower portion F64 and the upper portion F64', the ridge 72 having a rear end 72 and a distance point P, the rear end 72 is closest to the middle plane PM and farthest from the second trailing edge 56.1 of the second nozzle 56, and the distance point P is located at the second trailing edge 56.1 of the second nozzle 56.

[0052] Each secondary rear fairing 64, 66 has: a width E, which corresponds to the distance separating the away point P from the right or left lateral fairing 62; an offset length L, which corresponds to the distance separating the rear end 72.1 from the second trailing edge 56.1 of the second nozzle 56; and a surface area S64, which corresponds to the surface area of ​​the lower face F64 offset rearward relative to the second trailing edge 56.1 of the second nozzle 56 and in contact with the secondary air flow leaving the second nozzle 56.

[0053] According to some features of the present invention, the lower surface F64 of each secondary rear fairing 64, 66 forms an angle θ between 2° and 20° with the inner surface F56 of the second nozzle 56, and the angle θ is preferably greater than 5°, about 12°; the angle between the lower surface F64 of each secondary rear fairing 64, 66 and the longitudinal direction is greater than the angle α1 between the inner surface F56 of the second nozzle 56 and the longitudinal direction, as shown in FIG. Figure 8 Therefore, Figure 4 As shown, each secondary rear fairing 64, 66 forms a deflector capable of interfering with the ejection cone C of the gases leaving the propulsion assembly 42 so as to keep it away from the trailing edge 40.2 of the wing 40. This solution allows reducing the aerodynamic noise that could occur due to the interaction between the trailing edge 40.2 of the wing 42 and the ejection cone C of the gases leaving the propulsion assembly 42.

[0054] like Fig. 9 As shown, a first measurement curve 74 of aerodynamic noise in the presence of at least one secondary rear fairing 64, 66 that interferes with the ejection cone C of the gas leaving the propulsion assembly 42 is shifted downward relative to a second measurement curve 76 of aerodynamic noise in the presence of at least one secondary rear fairing 64, 66 that does not interfere with the ejection cone C of the gas leaving the propulsion assembly 42. As an example, providing at least one secondary rear fairing 64, 66 that interferes with the secondary air flow allows a sound level reduction (noise reduction) of about 5 dB to be achieved for sound frequencies that produce a higher (maximum) sound level (sound level, i.e., "sound level").

[0055] According to another feature, the offset length L of each secondary rear fairing 64, 66 is between 25% and 100% of the outlet diameter D56 of the second nozzle 56. According to one configuration, the offset length L is substantially equal to 50% of the outlet diameter D56 of the second nozzle 56. According to one embodiment, the offset length L of (some) secondary rear fairings 64, 66 according to the present invention is increased by about 50% compared to the secondary rear fairings of the prior art.

[0056] According to another feature, the surface area S64 of the lower face F64 of each secondary aft cowl 64, 66 is between 2% and 10% of the outlet surface area of ​​the second nozzle 56. According to one configuration, the surface area S64 of the lower face F64 of each secondary aft cowl 64, 66 is substantially equal to 4% of the outlet surface area of ​​the second nozzle 56.

[0057] According to another feature, the width E of each secondary aft cowl 64, 66 is between 4% and 20% of the outlet diameter D56 of the second nozzle 56. According to one configuration, the width E is substantially equal to 11% of the outlet diameter D56 of the second nozzle 56.

Claims

1. An aircraft, comprising a wing (40), at least one propulsion assembly (42) and a pylon (44) for each propulsion assembly (42), the pylon (44) connecting the propulsion assembly (42) and the wing (40), the propulsion assembly (42) comprising a thrust reverser, a maneuvering device axis (A48) and at least one nozzle (56), the nozzle (56) having a trailing edge (56.1) and an inner face (F56) extending to the trailing edge (56.1) and inclined relative to the maneuvering device axis (A48), the pylon (44) comprising at least one nozzle (56) positioned in the middle a right fairing (62) and a left fairing (62) on both sides of the plane (PM) and at least one secondary rear fairing (64), the secondary rear fairing (64) comprising a lower surface (F64) offset rearward relative to the trailing edge (56.1) of the nozzle (56.1), an upper surface (F64') and at least one ridge (72) connecting the lower surface (F64) and the upper surface (F64'), the ridge (72) having a rear end (72.1) and a point of departure (P) located at the trailing edge (56.1) of the nozzle (56.1) and away from the middle plane (PM); It is characterized in that The lower surface (F64) of the secondary rear fairing (64) forms an angle (θ) between 2° and 20° with the inner surface (F56) of the nozzle (56), the angle formed by the lower surface (F64) of the secondary rear fairing (64) and the axis (A48) of the maneuvering device is greater than the angle formed between the inner surface (F56) of the nozzle (56) and the axis (A48) of the maneuvering device, and each secondary rear fairing (64) is constructed to accommodate at least one device of the thrust reverser.

2. The aircraft according to claim 1, characterized in that The angle formed between the lower surface (F64) of the secondary rear fairing (64) and the inner surface (F56) of the nozzle (56) is approximately 12 degrees.

3. The aircraft according to claim 1 or 2, characterized in that: The pylon (44) includes a right secondary rear fairing (64) and a left secondary rear fairing (66) protruding relative to the right fairing (62) and the left fairing (62), respectively.

4. An aircraft according to any one of the preceding claims, characterised in that The nozzle (56) has an exit diameter (D56) measured at the trailing edge (56.1), and wherein each secondary rear fairing (64, 66) has an offset length (L) corresponding to the distance separating the rear end (72.1) and the trailing edge (56.1) of the nozzle (56) and ranging between 25% and 100% of the exit diameter (D56) of the nozzle (56).

5. The aircraft according to claim 4, characterized in that The offset length (L) is substantially equal to 50% of the outlet diameter (D56) of the nozzle (56).

6. An aircraft according to any one of the preceding claims, characterised in that The nozzle (56) has an outlet diameter (D56) measured at the trailing edge (56.1), and each secondary rear fairing (64, 66) has a width (E) between 4% and 20% of the outlet diameter (D56) of the nozzle (56).

7. The aircraft according to claim 6, characterized in that The width (E) is substantially equal to 11% of the outlet diameter (D56) of the nozzle (56).

8. An aircraft according to any one of the preceding claims, characterised in that The nozzle (56) has a surface area of ​​the outlet measured at the trailing edge (56.2), and wherein the surface area (S64) of the lower face (F64) of each secondary rear fairing (64, 66) is between 2% and 10% of the surface area of ​​the outlet of the nozzle (56).

9. The aircraft according to claim 8, characterized in that The surface area (S64) of the lower face (F64) of each secondary rear fairing (64, 66) is substantially equal to 4% of the surface area of ​​the outlet of the nozzle (56).

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