THRUST REVERSING DEVICE WITH DOORS AND AT LEAST ONE PULL-BACK DEFECTOR FOR CLOSING A SIDE OPENING

Description

Technical field

[0001] The invention relates to the field of thrust reversers for aircraft propulsion unit nacelle, and more specifically to the field of door reversers.

[0002] In a non-limiting manner, the invention is of particular interest when such a reverser equips a propulsion unit mounted in the vicinity of a tail unit, that is to say generally in the rear part of the fuselage of an aircraft. Prior art

[0003] He is represented at the figure 1 a conventional business aircraft 1 extending along a longitudinal axis A1. This aircraft 1 comprises a fuselage 2, two propulsion units 3 mounted in the rear part of the fuselage 2 (only one propulsion unit being visible at the figure 1), a horizontal tail 4 and a vertical tail 5. The vertical tail 5 comprises a fixed part 6, also called a rudder, and a movable part 7, also called a rudder or symmetry rudder. The rudder 6 is intended to stabilize the aircraft 1 around a yaw axis A2, in particular in order to maintain the longitudinal axis A1 parallel to the axis of the runway during the landing phase in the event of a crosswind (see below). The symmetry rudder 7 is intended to control the moment of the aircraft 1 around the yaw axis A2, in particular in order to be able to maintain the longitudinal axis A1 parallel to the axis of the runway during the landing phase.

[0004] Each of the propulsion units 3 comprises a thrust reverser having an upper door 8 and a lower door 9. At the figure 1, the propulsion units 3 are in a direct thrust configuration in which the doors 8 and 9 are closed so as to block respective reversing openings (not shown in this figure).

[0005] There figure 2 schematically represents the two propulsion units (respectively referenced 3A and 3B) as well as the vertical tail 5 in relation to said longitudinal axis A1 and to a relative wind A3. The relative wind A3 is the wind generated by the sum of the displacement of the aircraft 1 and the wind. At the figure 2, the propulsion units 3A and 3B are in a thrust reversal configuration in which said doors (not shown in this figure) are open so as to release the corresponding reversal openings, namely an upper reversal opening 10A associated with the upper door of the reverser of the propulsion unit 3A and an upper reversal opening 10B associated with the upper door of the reverser of the propulsion unit 3B.

[0006] In a manner known per se, the doors of the propulsion units 3A and 3B in thrust reversal configuration are configured to redirect in an upstream direction A4 a portion of the air leaving the propulsion units 3A and 3B through the reversal openings 10A / 10B.

[0007] There figure 2illustrates a crosswind landing situation, causing aircraft 1 to move around the yaw axis A2 so that its longitudinal axis A1 forms an angle B1 with the relative wind direction A3.

[0008] Under these conditions, the vertical tail 5 is likely to be subjected to asymmetric air currents, taking into account in particular the respective trajectories of the air flows leaving the propulsion units 3A and 3B through the upper reversing openings 10A and 10B.

[0009] Indeed, a portion of the air leaving the propulsion unit 3B, through the upper reversing opening 10B, typically flows along a trajectory 11B passing through a region C1 extending along one of the faces of the vertical tail 5 located on the side of this propulsion unit 3B. A portion of the air leaving the propulsion unit 3A, through the upper reversing opening 10A, typically flows along a trajectory 11A bypassing the fin 6 and also crossing the region C1. On the side of the propulsion unit 3A, a region C2 extending along the other face of the vertical tail 5 is thus undersupplied with air.

[0010] The air starvation of the stabilizer 6 at the level of the C2 region causes a loss of stability of the aircraft 1.

[0011] Furthermore, the control surface 7, thus deflected in the C2 region, exhibits reduced effectiveness, potentially leading to a loss of controllability of aircraft 1 and a runway excursion. Document FR 2 764 340A1 discloses an alternative thrust reversal system according to the prior art. Statement of the invention

[0012] An object of the invention is to provide a door reverser capable of improving the stability and controllability of an aircraft when the doors are open during landing, particularly in crosswinds.

[0013] Another objective of the invention is to provide a gated inverter to improve thrust reversing performance.

[0014] More generally, the invention aims to provide a door inverter allowing better control of the air flows resulting from the opening of the doors.

[0015] To this end, the invention relates to a thrust reverser for an aircraft propulsion unit, this reverser comprising a fixed structure and at least one movable door between: a closed position in which it delimits with the fixed structure a flow duct, the flow duct comprising an ejection outlet delimited at least in part by a rear end of the fixed structure, the door in the closed position being configured to be able to guide a fluid flowing in the duct towards its ejection outlet in order to generate a thrust, and an open position in which the door provides a reversing opening so as to be able to evacuate from the flow duct a part of said fluid, via this reversing opening, and redirect at least a part of the fluid thus evacuated towards a front end of the fixed structure in order to generate a counter-thrust.

[0016] According to the invention, this inverter comprises at least one deflector connected to both the door and the fixed structure so as to fold when the door is closed and to unfold when the door is open, the unfolded deflector obstructing a lateral opening defined between the fixed structure and a lateral end of the open door.

[0017] Obstruction of the side opening prevents lateral flow of fluid exiting the duct through the reversing opening. Without obstruction of this side opening, some of the fluid exiting the duct tends to pass through this side opening and continue its trajectory with a lateral component, disrupting the supply to the tail.

[0018] When the reversing gear of the invention is fitted to a propulsion system mounted on an aircraft fuselage, such a deflector prevents a portion of the fluid exiting the reversing gear from causing an asymmetrical supply to the vertical stabilizer of that aircraft. The invention therefore improves the stability and controllability of the aircraft.

[0019] Furthermore, the reverser of the invention makes it possible to improve thrust reversal performance since at least part of the fluid blocked by the deflector can thus contribute to the braking counter-thrust.

[0020] Furthermore, the foldable / unfoldable nature of the deflector allows it to be retracted when the door is closed, thus limiting or preventing any interaction between the deflector and the fluid flowing in the duct and / or with the fluid flowing outside the inverter. The inverter of the invention therefore maintains good performance in direct thrust mode.

[0021] According to a first variant embodiment, the deflector may comprise movable obstruction blades and one or more connecting rods, each connecting rod being articulated at one of its ends on a first adjacent movable blade among said movable blades and at the other of its ends on a second adjacent movable blade among said movable blades.

[0022] According to this first variant, the deflector can operate on the principle of a fan.

[0023] Preferably, the moving blades can be made of a rigid material, for example a metallic material or a composite material.

[0024] According to a second embodiment, the deflector may comprise at least one wall made of flexible material allowing it to fold when the door is closed and to unfold when the door is open.

[0025] In the context of this invention, the material of the wall forming the deflector is flexible in that it allows the wall to fold upon itself when the door is closed, and to unfold when the door is opened.

[0026] Preferably, the flexible material may be a textile such as a fabric, for example a fabric comprising organic fibers such as chlorofibers, fluorofibers, acrylic fibers, phenolic fibers, aramid fibers, polyvinyl alcohol, polyethylene, polypropylene, polyphenylene sulfide, viscose, polyamide, polyester, polyetheretherketone (PEEK), polyetherimide, polyazole, etc., or inorganic fibers such as ceramic fibers such as silicon carbide fibers, boron carbide fibers, alumina-based ceramic fibers, etc., or a combination of such fibers.

[0027] Such a material makes it possible to obtain the required structural strength and resistance to environmental parameters of the deflector such as temperature and / or the type of fluids to which the deflector is exposed.

[0028] Furthermore, such a material helps to limit the increase in mass associated with the addition of such a deflector.

[0029] The deflector can be a combination of the first and second variants described above. For example, the movable blades of the deflector in the first variant may include a wall made of a flexible material conforming to the second variant.

[0030] In one embodiment, the fixed structure may include beams radially delimiting the inversion opening, the deflector being able to be connected to one of these beams.

[0031] Preferably, the unfolded deflector may have a tangential span dimension greater than or equal to 20%, more preferably greater than or equal to 25%, of a radial distance between a distal end of the open door and the fixed structure.

[0032] Preferably, the unfolded deflector may have an axial span dimension greater than or equal to 25%, more preferably greater than or equal to 30%, of an axial distance between a front end of the reversing opening and said distal end of the open door.

[0033] In one embodiment, the deflector may be configured to occupy, when the door is closed, a housing circumferentially defined between the door and the fixed structure and having a radial dimension less than or equal to a thickness of the door.

[0034] When housed in this way, the folded deflector does not obstruct the flow of fluid in the conduit and outside the inverter.

[0035] For example, when the door is closed, this housing may be delimited radially on the inside by an internal surface or wall of the door and / or the fixed structure and radially on the outside by an external surface or wall of the door and / or the fixed structure.

[0036] Such internal and external surfaces or walls allow the dwelling to be sealed airtight when the door is closed.

[0037] In one embodiment, at least one deflector may be located on only one side of a first median longitudinal plane of the inverter.

[0038] In other words, each deflector that is connected to the door or fixed structure and that is configured to obstruct a lateral opening of the inverter is in this case located on the same side of the first median longitudinal plane of the inverter.

[0039] Thus, when the inverter includes several deflectors, these are all located on the same side of the first median longitudinal plane.

[0040] More generally, the inverter may therefore be devoid of such a deflector on the other side of the first median longitudinal plane.

[0041] The invention also relates to a nacelle for an aircraft propulsion unit, this nacelle comprising an inverter as described above.

[0042] The invention also relates to a propulsion unit for an aircraft, this propulsion unit comprising a nacelle as described above.

[0043] Finally, the invention also relates to an aircraft comprising such a propulsion unit.

[0044] In one embodiment, the aircraft may include a fuselage on which the propulsion assembly is mounted, the aircraft fuselage and at least one reverser deflector being located on the same side of said first median longitudinal plane of the reverser.

[0045] Preferably, the aircraft may include an empennage, this empennage and said reversing door being able to be located on the same side of a second median longitudinal plane of the reversing, this second median longitudinal plane being perpendicular to said first median longitudinal plane.

[0046] Other advantages and characteristics of the invention will appear on reading the detailed, non-limiting description which follows. Brief description of the drawings

[0047] The following detailed description refers to the attached drawings in which: [ Fig. 1 ] is a schematic view, already described above, of an aircraft of the prior art, this aircraft comprising propulsion units each equipped with a thrust reverser with doors; [ Fig. 2 ] is a schematic view, already described above, of parts of the aircraft of the figure 1 in the landing phase in a crosswind, the reversers being in a thrust reversal configuration; [ Fig. 3 ] is a schematic axial sectional view of an aircraft propulsion unit; [ Fig. 4 ] is a schematic perspective view of a prior art thrust reverser, this reverser comprising doors in an open position corresponding to a thrust reversal configuration; [ Fig. 5 ] is a schematic axial sectional view of the inverter of the figure 4 , in reverse thrust configuration; [ Fig. 6 ] is a schematic axial sectional view of the inverter of the figure 4, in direct push configuration, with the doors in the closed position; [ Fig. 7 ] is a schematic perspective view of a thrust reverser with gates according to the invention, in a thrust reversing configuration, this reverser comprising a first type of flexible deflectors for closing lateral openings; [ Fig. 8 ] is a schematic view of the inverter of the figure 7 , in direct thrust configuration, the deflectors are folded within housings each delimited by one of the doors and by a beam of the inverter; Fig. 9 ] is a schematic view of a thrust reverser with gates according to the invention, in a thrust reversing configuration, this reverser comprising a second type of flexible deflectors to close said lateral openings; [ Fig. 10] is a partial schematic view of a door thrust reverser according to the invention, in thrust reverser configuration, this reverser comprising a deflector provided with a hinged folding / unfolding mechanism; [ Fig. 11 ] is a schematic cross-sectional view of the inverter of the figure 10 , in reverse thrust configuration; [ Fig. 12 ] is a schematic cross-sectional view of the inverter of the figure 10 , in an intermediate configuration; [ Fig. 13 ] is a schematic cross-sectional view of the inverter of the figure 10 , in direct thrust configuration; [ Fig. 14 ] is a partial schematic view of a door thrust reverser according to the invention, in thrust reverser configuration, this figure illustrating relative dimensions of a side opening shutter deflector. Detailed description of implementation methods

[0048] He is represented at the figure 3a propulsion unit 20 intended to be mounted on an aircraft such as the aircraft 1 of the figure 1 .

[0049] In the present description, the terms “upstream”, “downstream”, “front” and “rear” are defined relative to a direction A5 of air flow around the propulsion unit 20 when the latter generates thrust, that is to say a direction A5 opposite to the direction of movement of the aircraft that it propels.

[0050] In a manner known per se, the propulsion unit 20 comprises a turbomachine 21 shrouded by a nacelle 22. In this example, the turbomachine 21 is a twin-spool, twin-flow turbojet.

[0051] The turbojet engine 21 has a longitudinal central axis A6 around which its various components extend, in this case, from the front to the rear of the turbojet engine 21, a fan 23, a low-pressure compressor 24, a high-pressure compressor 25, a combustion chamber 26, a high-pressure turbine 27 and a low-pressure turbine 28. The compressors 24 and 25, the combustion chamber 26 and the turbines 27 and 28 form a gas generator.

[0052] During operation of the turbojet 21, an air flow 30 enters the nacelle 22 through an air inlet upstream of the propulsion unit 20, passes through the fan 23 and then divides into a central primary flow 30A and a secondary flow 30B. The primary flow 30A flows in a primary gas circulation vein 31A passing through the gas generator. The secondary flow 30B flows in a secondary vein 31B surrounding the gas generator and delimited radially outwards by the nacelle 22.

[0053] The invention relates more specifically to a thrust reverser 40 of the type illustrated in figure 4 In this figure, the inverter 40 is a prior art inverter in the sense that it does not include any side opening obstruction deflector (see further below). The figure 4thus makes it possible to illustrate more precisely the structure of this reverser 40 and certain trajectories of the fluid leaving this reverser 40 when the latter is in a thrust reversal configuration (see further below).

[0054] Generally speaking, the reverser 40 has the function of reversing part of the thrust generated by the propulsion unit 20 in order to brake the aircraft during its landing.

[0055] Of course, the inverter 40 can equip a propulsion unit different from that of the figure 3 without departing from the scope of the invention.

[0056] In reference to the figure 4 , the inverter 40 comprises on the one hand a fixed structure 41 extending along a longitudinal central axis A7.

[0057] The fixed structure 41 comprises in this example a front frame 42, a rear section 43 and two beams 44 connecting the front frame 42 and the rear section 43 to each other.

[0058] The front frame 42 has an annular shape configured to connect the inverter 40 to the nacelle 22, according to any conventional assembly technique.

[0059] In this example, the rear section 43 has an annular shape defining an ejection shroud. This ejection shroud 43 defines a rear end of both the reverser 40, the nacelle 22 and the propulsion assembly 20.

[0060] When the reverser 40 is mounted on the propulsion assembly 20, the longitudinal central axis A7 of the reverser 40 and the longitudinal central axis A6 of the propulsion assembly 20 coincide.

[0061] The front frame 42, the rear section 43 and the beams 44 delimit, radially outwards, a flow duct D1 for a fluid coming from a part of the propulsion assembly 20 located upstream of the reverser 40.

[0062] More precisely, the fluid likely to flow in the conduit D1 is in this example made up of a mixture of gas leaving the primary vein 31A and air coming from the secondary vein 31B, that is to say a mixture of the primary 30A and secondary 30B flows.

[0063] The flow duct D1 comprises an inlet delimited by the front frame 42 and an ejection outlet delimited by the rear section 43.

[0064] In order to be able to carry out the thrust reversal, the fixed structure 41 comprises in this example two reversal openings in the form of radial openings.

[0065] Each of these reversing openings is delimited, longitudinally, by the front frame 42 and the rear section 43 and, radially, by the beams 44.

[0066] The 40 inverter of the figure 4 further includes a mobile structure in the form of two pivoting doors 46 and 47.

[0067] Doors 46 and 47 are respectively referred to as the lower door and upper door, in reference to their relative positioning with respect to the vertical when the inverter 40 is connected to an aircraft in flight configuration.

[0068] Each of the doors 46 and 47 is movable relative to the fixed structure 41, around a respective axis of rotation (not shown), between an open position, illustrated in figures 4 And 5 , and a closed position shown in the figure 6 .

[0069] To modify the position of the doors 46 and 47, the inverter 40 comprises two jacks 48 and 49 which are each connected on the one hand to the front frame 42 of the fixed structure 41 and on the other hand to a respective one of the doors 46 and 47.

[0070] In reference to the figure 6, in which the doors 46 and 47 are in the closed position, each of the doors 46 and 47 closes a respective one of the reversing openings so as to delimit, in continuity with the fixed structure 41, the flow conduit D1.

[0071] In the closed position, the doors 46 and 47 make it possible to guide towards the ejection outlet a fluid E1 entering the duct D1 at the level of the front frame 42 and flowing in the duct D1 in a direction generally parallel to the longitudinal central axis A7. As indicated above, the flow of fluid E1 comprises in this example a mixture of the primary 30A and secondary 30B flows generated by the operation of the turbojet 21.

[0072] In this configuration of the reverser 40 in which the doors 46 and 47 are in the closed position, the propulsion unit 20 can generate direct thrust. This configuration of the reverser 40 is called direct thrust, or “direct jet”.

[0073] In reference to the Figure 5 , in which the doors 46 and 47 are in the open position, the doors 46 and 47 clear the reversing openings of the fixed structure 41.

[0074] This open position makes it possible to evacuate from the flow duct D1, via the reversing openings, parts E2 and E3 of the fluid E1 flowing in the duct D1. It also makes it possible to redirect at least a part E4 and E5 of the fluid thus evacuated upstream, that is to say in particular towards the front frame 42 of the fixed structure 41 and more generally towards the front of the propulsion assembly 20 and of the aircraft 1. The fluid thus redirected upstream generates a counter-thrust.

[0075] To direct the fluid upstream, the gates 46 and 47 each comprise an inner wall 50 having a proximal end 51 configured to extend radially through the flow duct D1, so as to prevent all or most of the fluid E1 flowing in the duct D1 from continuing its trajectory to the ejection outlet. The orientation of the inner wall 50 is such that the fluid E1 thus blocked continues its trajectory by passing through the reversing openings and having at least one component oriented upstream.

[0076] In a manner known per se, it is possible to maximize this component and improve thrust reversal performance by placing a spoiler 52 at a distal end 53 of the internal wall 50 of each of the doors 46 and 47.

[0077] When doors 46 and 47 are in the open position, the reverser 40 is in a so-called thrust reversal configuration, also called “reverse jet”.

[0078] In this description, the expression "open position" means a maximum open position as shown in figures 4 And 5 , it being understood that the doors 46 and 47 temporarily occupy intermediate positions during changes in configuration of the inverter 40.

[0079] In practice, the inverter 40 of the figure 4 does not allow all of the E1 fluid to be redirected upstream when gates 46 and 47 are open.

[0080] In particular, a fraction E6 of the fluid leaving the flow conduit D1 through the reversing openings tends to continue its trajectory downstream by crossing lateral openings respectively defined between lateral ends 54 of the doors 46 and 47 and the beams 44 of the fixed structure 41 when the doors 46 and 47 are open (see figure 4 ).

[0081] Not only does this fraction of fluid E6 oppose counter-thrust, but it is also likely to reduce the stability and controllability of the aircraft for the reasons explained above with reference to the figure 2 .

[0082] To overcome one or both of these drawbacks, it is proposed to equip the inverter 40 with at least one deflector as described below with reference to figures 7 to 14 .

[0083] Each of the figures 7 to 14 includes a reference frame Z1, Z2 and Z3 defining lateral, vertical and longitudinal directions respectively.

[0084] He is represented at the figure 7 a 40 inverter which is different from that of the figure 4 in that it includes four deflectors 60A, 60B, 60C and 60D.

[0085] In reference to this figure 7With respect to the aforementioned reference frame, a first median longitudinal plane P1 and a second median longitudinal plane P2 are defined. In this example, the median longitudinal plane P1 is a vertical plane parallel to the directions Z2 and Z3 and passing through the central longitudinal axis A7 of the inverter 40 and through the cylinders 48 and 49. The median longitudinal plane P2 is a horizontal plane parallel to the directions Z1 and Z3 which also passes through the central longitudinal axis A7 and is perpendicular to the vertical plane P1.

[0086] There figure 7 shows the reverser in reverse thrust configuration.

[0087] Each of the deflectors 60A, 60B, 60C and 60D is connected on the one hand to one of the doors 46 and 47 and, on the other hand, to one of the beams 44 of the fixed structure 41.

[0088] More specifically, the deflector 60A is connected to a first of the beams 44 and to one of the lateral ends 54 of the upper door 47. The deflector 60B is connected to the other beam 44, called the second beam, and to the other lateral end of the upper door 47. The deflector 60C is connected to said first beam 44 and to one of the lateral ends of the lower door 46. The deflector 60D is connected to said second beam 44 and to the other lateral end of the lower door 46.

[0089] In this example, each of the deflectors 60A, 60B, 60C and 60D is formed of a wall of flexible material allowing it to fold when the door 46 or 47 to which it is connected is closed and allowing it to unfold when this door 46 or 47 is opened.

[0090] In the thrust reversal configuration of the figure 7, doors 46 and 47 are in the open position and the unfolded deflectors 60A, 60B, 60C and 60D each obstruct part of a respective side opening.

[0091] Thus, the lateral opening obstructed by the deflector 60A is defined between the first beam 44 and the lateral end 54 of the upper door 47 to which this deflector 60A is connected. The same applies to the other deflectors 60B, 60C and 60D.

[0092] With reference to the 60A deflector of the figure 7 , such an obstruction makes it possible to block a fraction of fluid E7 exiting the flow conduit D1 through the upper inversion opening.

[0093] In this example, the deflector 60A also allows at least part E8 of the blocked fluid to be redirected towards the upper door 47, which increases the back pressure.

[0094] Similarly, the other deflectors 60B, 60C and 60D also fulfill these functions of sealing and redirecting fluid.

[0095] The inverter 40 of the invention is shown in the figure 8 in direct thrust configuration.

[0096] With reference to this figure, the deflectors 60A-60D are each configured to fold into a respective housing 61 when the doors 46 and 47 are in the closed position.

[0097] Regarding the deflectors 60A and 60B connected to the upper door 47, the corresponding housing 61 is delimited circumferentially between the upper door 47 and one of the respective beams 44 and radially between an internal surface 62 and an external surface 63 of the upper door 47, i.e. in the thickness of the door 47.

[0098] This applies by analogy to deflectors 60C and 60D connected to the lower door 46.

[0099] There figure 9shows a variant of the implementation that differs from that of the figure 7 in that the deflectors 60 comprise rods 65 embedded in the fabric of the walls, so as to guide the deflectors 60 when closing the doors 46 and 47 and thus facilitate their folding within their housing 61.

[0100] In the embodiments of the figures 7 to 9 , each of the side openings is obstructed by one of the deflectors 60, 60A, 60B, 60C or 60D when the doors 46 and 47 are in the open position.

[0101] There figure 10 shows another type of deflector 70.

[0102] The deflector 70 in this example comprises five movable blades 71A-71E and four connecting rods 72A-72D.

[0103] Each of the connecting rods 72A-72D is articulated at one of its ends on a first adjacent movable blade among said movable blades 71A-71E and, at the other of its ends, on a second adjacent movable blade among said movable blades 71A-71E.

[0104] More specifically, in this example, connecting rod 72A is articulated at one of its ends, called the proximal end, to the movable blade 71A, by a first pivot-type joint 73A. Connecting rod 72A is articulated at its other end, called the distal end, to the movable blade 71B, by a second pivot-type joint 73B.

[0105] According to the same principle, connecting rod 72B is articulated to the movable blades 71B and 71C, connecting rod 72C is articulated to the movable blades 71C and 71D, and connecting rod 72D is articulated to the movable blades 71D and 71E.

[0106] In this example, the movable blade 71A is connected to the upper door 47 while the movable blade 71E is connected to the beam 44.

[0107] The 71A-71E movable blades are obstruction blades that perform the same obstruction function as the flexible wall of the 60 and 60A-60D deflectors. figures 7 And 9 .

[0108] In particular, the deflector 70 of the figure 10 is configured so that, in thrust reversal configuration, the movable blades 71A-71E are arranged side by side so as to together obstruct the lateral opening defined between the corresponding beam 44 and the lateral end of the upper door 47.

[0109] THE figures 11 to 13 show the deflector 70 of the figure 10 in different configurations. At the figure 11 The upper door 47 is in the open position. At the figure 13 The upper door 47 is in the closed position. At the figure 12 , the upper door 47 is in an intermediate position between the open position and the closed position.

[0110] In an embodiment not shown, the proximal end of each of the connecting rods of the deflector 70 is articulated to a corresponding movable blade by a joint that coincides with the axis of rotation of the door to which the deflector 70 is connected. It is thus possible to articulate these different elements at the proximal end of the connecting rods by a single joint.

[0111] What has been described above with reference to the figures 7 to 9 applies by analogy to deflector 70 of the figure 10 .

[0112] In particular, the deflector 70 is configured in this example so as to fold within a housing 61 circumferentially delimited between the upper door 47 and the corresponding beam 44 and, radially, within the thickness of the upper door 47. When the latter is in the closed position ( figure 13), the housing 61 is delimited radially on the inside by an internal wall 81 of the beam 44 and radially on the outside by a wall carrying said external surface 63 of the upper door 47.

[0113] Similarly, each of the lateral openings of the reverser 40 in the thrust reverser configuration may be obstructed by a deflector similar to the deflector 70 of the figure 10 .

[0114] He is represented at the figure 14 a 40 inverter of the same type as that of the figure 9 , with a deflector 80 according to the invention. The deflector 80 may be similar to the deflector 60A of the figure 7 , to one of the 60 deflectors of the figure 9 or to the deflector 70 of the figure 10 .

[0115] In this example, the deflector 80 is connected to the upper door 47 and to one of the beams 44 of the fixed structure.

[0116] The deflector 80 unfolded, i.e. when the upper door 47 is in the open position, has in this example a tangential span dimension X1 corresponding approximately to half the radial distance Y1 between the beam 44 and the distal end 53 of the open upper door 47, the distance Y1 being in this example measured at the lateral end of the door 47. Good obstruction performance can be obtained with a dimension X1 greater than or equal to 25% of the dimension Y1.

[0117] In this example, the unfolded deflector 80 also has an axial span dimension X2 corresponding approximately to half the axial distance Y2 between a front end of the reversing opening and said distal end 53 of the open door 47, the distance Y2 also being measured at the lateral end of the door 47. Good obstruction performance can be obtained with a dimension X2 greater than or equal to 30% of the dimension Y2.

[0118] Each of the deflectors 60, 60A-60D and 70 described above may have span dimensions of the same order.

[0119] In an embodiment not shown, in which the inverter 40 equips a propulsion unit 20 mounted on the fuselage 2 of an aircraft such as the airplane 1 of the figure 1 , the inverter 40 comprises a single deflector as described above, for example the deflector 60A of the figure 7 , one of the 60 deflectors of the figure 9or the 70 deflector of the figure 10 This single deflector is connected to the fixed structure 41 and to the upper door 47 so as to be located on the same side as the fuselage 2 relative to the vertical plane P1 and on the same side as the empennage 5 of this aircraft 1 relative to the horizontal plane P2.

[0120] The invention is in no way limited to inverters of the type described above. For example, the invention applies in a similar manner to an inverter such as that described in document FR 2 764 000 A1.

[0121] The invention also applies to reversers comprising more than two doors, for example to reversers intended to reverse only the secondary flow of a propulsion unit.

[0122] More generally, the principle of the invention can be implemented in any application requiring improved control of the air jets exiting the thrust reverser. For example, the invention is also of interest in applications in which the reverser is fitted to a propulsion unit mounted under a wing of an aircraft.

Claims

1. A thrust reverser (40) for a propulsion unit (20) of an aircraft (1), this thrust reverser (40) comprising a fixed structure (41) and at least one door (47) which is movable between: - a closed position in which it delimits, with the fixed structure (41), a flow conduit (D1), the flow conduit (D1) comprising an ejection outlet which is at least partially delimited by a rear end (43) of the fixed structure (41), the door (47) in the closed position being configured to be able to guide a fluid (E1), which is flowing in the conduit (D1), towards the ejection outlet thereof in order to generate a thrust, and - an open position in which the door (47) releases a reversal opening so as to be able to discharge, from the flow conduit (D1), a portion (E3) of said fluid, via this reversal opening, and to redirect at least one portion (E4) of the fluid thus discharged towards a front end (42) of the fixed structure (41) in order to generate a counter-thrust, this thrust reverser (40) being characterised in that it comprises at least one deflector (60A-60D, 60, 70, 80) which is connected both to the door (47) and to the fixed structure (41) so as to be folded when the door (47) is closed and to be unfolded when the door (47) is open, the unfolded deflector (60A-60D, 60, 70, 80) obstructing a lateral opening defined between the fixed structure (41) and a lateral end (54) of the open door (47).

2. The thrust reverser (40) according to claim 1, wherein the deflector (70) comprises movable obstruction blades (71A-71E) and one or more connecting rods (72A-72D), each connecting rod (72A-72D) being hinged, at one of the ends thereof, on a first adjacent movable blade from said movable blades (71A-71E) and, at the other of the ends thereof, on a second adjacent movable blade from said movable blades (71A-71E).

3. The thrust reverser (40) according to claim 1 or 2, wherein the deflector (60A-60D, 60, 80) comprises at least one wall made of flexible material allowing it to be folded when the door (47) is closed and to be unfolded when the door (47) is open.

4. The thrust reverser (40) according to claim 3, wherein the flexible material is a textile such as a fabric.

5. The thrust reverser (40) according to any one of claims 1 to 4, wherein the fixed structure (41) comprises beams (44) radially delimiting the reversal opening, the deflector (60A-60D, 60, 70, 80) being connected to one of these beams (44).

6. The thrust reverser (40) according to any one of claims 1 to 5, wherein the deflector (60A-60D, 60, 70, 80) is configured so as to occupy, when the door (47) is closed, a housing (61) delimited circumferentially between the door (47) and the fixed structure (41) and having a radial dimension which is less than or equal to a thickness of the door (47).

7. A nacelle (22) for a propulsion unit (20) of an aircraft (1), this nacelle (22) comprising a thrust reverser (40) according to any one of claims 1 to 6.

8. A propulsion unit (20) for an aircraft (1), this propulsion unit (20) comprising a nacelle (22) according to claim 7.

9. An aircraft (1) comprising a propulsion unit (20) according to claim 8, this aircraft (1) comprising a fuselage (2) on which the propulsion unit (20) is mounted, the fuselage (2) of the aircraft (1) and the at least one deflector (60A-60D, 60, 70, 80) of the thrust reverser (40) being located on the same side of a first median longitudinal plane (P1) of the thrust reverser (40).

10. The aircraft (1) according to claim 9, this aircraft (1) comprising an empennage (5), this empennage (5) and said door (47) of the thrust reverser (40) being located on the same side of a second median longitudinal plane (P2) of the thrust reverser (40), this second median longitudinal plane (P2) being perpendicular to said first median longitudinal plane (P1).