Thrust reverser comprising a secondary flow sealing membrane with an improved mounting

Abstract

The invention relates to a thrust reverser for an aircraft propulsion system, the reverser comprising flow deflection means (32), as well as at least one deployable shut-off membrane (58) designed to direct at least a portion of the secondary flow circulating in the secondary stream towards the deflection means (32) when the reverser's moving structure is in the thrust reversal rearward position. The reverser also comprises a rear frame (60) for supporting the deflection means (32). According to the invention, the frame (60) is made in one piece, and one end (58a) of the deployable shut-off membrane (58) is engaged on a retaining rail (72) extending along the rear support frame (60), the retaining rail (72) being integrated into the rear support frame in one piece. Figure for the abstract: Fig. 9

Description

Title of the invention: Thrust reverser comprising a secondary flow sealing membrane with an improved mounting technical field

[0001] The invention relates to the field of nacelles and thrust reversers for aircraft propulsion systems, and, more particularly, to thrust reversers equipped with one or more deployable membranes for closing off the secondary flow. Prior art

[0002] Thrust reversers are devices that allow the airflow through the propulsion assembly to be diverted forward, in order to shorten landing distances and limit the stress on the brakes on the landers.

[0003] Reversing devices currently used in the aeronautical sector include deflection grids integrated into a fixed or movable structure of the reversing device. Solutions with deployable deflection membranes are also known, as are hybrid solutions involving both grids and membranes. The movable structure of the reversing device comprises one or more movable reversing device covers and is mounted to be movable in translation relative to the fixed structure between a forward position for direct thrust and a rearward position for thrust reversal.

[0004] In the thrust reversing position, to deflect / direct at least a portion of the secondary flow towards the deflection grids and / or membranes, the reverser is usually equipped with shutters. These shutters, when deployed, at least partially block the secondary flow. In a known manner, this forces the secondary flow air radially outwards, towards the deflection grids and / or membranes, which then generate the forward counter-thrust airflow.

[0005] The flaps are generally pivotally mounted on the radially inner wall of the reversing valve covers, this wall delimiting the secondary flow radially outwards. Thus, recesses are provided in this radially inner wall of the reversing valve covers to receive the shut-off flaps in the retracted position, as adopted in direct jet operation. However, in direct jet operation, the presence of the recesses and flaps causes aerodynamic disturbances in the secondary flow. Furthermore, this presence locally limits the placement of an acoustic panel on the radially inner wall of the reversing valve covers.

[0006] To provide a technical solution to these problems, it has been proposed to replace the flaps with one or more deployable vein-closing membranes secondary. Such a design is for example known from document FR 3 076 864 Al.

[0007] If the presence of deployable sealing membranes in the secondary vein makes it possible to limit the overall mass of the inverter, there remains a need to further limit this overall mass, while facilitating the mounting of the deployable sealing membranes, on the rear support frame of the grids and / or the deflection membranes. Description of the invention

[0008] To meet this need, the invention first relates to a thrust reverser for an aircraft propulsion system, the reverser comprising a fixed structure equipped with a radially internal boundary wall for a secondary flow of the propulsion system intended to be traversed by a secondary flow, the reverser also comprising a movable structure comprising at least one reverser hood equipped with a radially external wall, and a radially internal wall forming a radially external boundary of the secondary flow, the movable structure being translationally displaceable relative to the fixed structure along a longitudinal central axis of the reverser, between an advanced direct thrust position and a rearward thrust reversal position, the reverser also comprising flow deflection means,as well as at least one deployable sealing membrane designed to direct at least a portion of the secondary flow circulating in the secondary vein towards the deflection means when the moving structure is in the thrust reversal position, the reverser also comprising a rear frame for supporting the deflection means.

[0009] According to the invention, the rear support frame is made in one piece or made by angular sectors of rear support frame attached to one another and each made in one piece, one end of the deployable sealing membrane being engaged on a retaining rail extending along the rear support frame, the retaining rail being integrated into the rear support frame in one piece, or into at least one of the angular sectors of rear support frame.

[0010] Thanks to the invention, the deployable sealing membrane can be easily mounted on the retaining rail by simply sliding it into place. This also facilitates maintenance operations requiring the removal of one or more sealing membranes, for example, for inspection, repair, or replacement. Maintenance time and costs are thus advantageously reduced.

[0011] Furthermore, making the retaining rail a single piece with the rear support frame further reduces the overall mass of the inverter and its size. The invention is therefore the result of research technological advancements aimed at significantly improving aircraft performance. Thus, the invention contributes to reducing the environmental impact of aircraft (decarbonization).

[0012] The integration of the retaining rail within the rear support frame also allows the deployable sealing membrane to be brought as close as possible to this rear frame, thereby improving the performance of the inverter.

[0013] It is noted that the principle of the invention does not only apply to a single deployable sealing membrane, but it also applies to several of these membranes, distributed circumferentially around the longitudinal central axis of the inverter.

[0014] The invention preferably provides for at least one of the following optional technical features, taken individually or in combination.

[0015] Preferably, the retaining rail has a hollow track, delimited by two rail sides facing each other.

[0016] According to a first possibility, the two rail sides are embedded in the rear support frame, and they form a rail opening leading to an external surface of the rear support frame.

[0017] According to another possibility, the two rail sides project outwards from an external surface of the rear support frame.

[0018] Preferably, the end of the deployable sealing membrane, engaged on the retaining rail, takes the form of a rod or a rope inserted into the hollow track of the retaining rail.

[0019] Preferably, the rear support frame has a hollow half-section, generally circular or oval in shape. Other shapes are nevertheless conceivable, without departing from the scope of the invention.

[0020] Preferably, the flow deflection means include at least one deployable deflection membrane, one end of which has rear attachments cooperating with the rear support frame.

[0021] Preferably, the rear fasteners form loops surrounding the rear support frame.

[0022] Preferably, the rear support frame extends over a circumferential length L1, and it incorporates one or more retaining rails of cumulative circumferential length L2, with for example L2 > 0.5 LL. However, it is indicated that the relationship between the circumferential length L1 and the cumulative circumferential length L2 may be different, depending on the embodiment envisaged.

[0023] The invention also relates to an aircraft propulsion assembly comprising such a thrust reverser.

[0024] Other advantages and features of the invention will become apparent in the detailed, non-limiting description below. Brief description of the drawings

[0025] The detailed description that follows refers to the accompanying drawings in which:

[0026] [Fig-1] is a schematic half-view in longitudinal section of an assembly propulsion, comprising a thrust reverser shown in direct thrust configuration; [Fig.2] is a longitudinal half-section view of the reverser equipping the propulsion assembly shown in [Fig.1], with the reverser being in the form of a preferred embodiment of the invention, and shown in direct thrust configuration;

[0027] [Fig.3] is a longitudinal half-sectional view similar to that of the figure previous, with the reversing gear represented in an intermediate configuration between the direct thrust configuration and the thrust reversal configuration;

[0028] [Fig.4] is a longitudinal half-sectional view similar to that of the figure previous, with the reversing gear shown in a thrust reversal configuration;

[0029] [Fig. 5] is a view representing a half-section of the rear support frame belonging to the inverter, and on which is mounted a deployable membrane for closing the secondary flow, in a position such as adopted in direct thrust configuration;

[0030] [Fig.6] is a view similar to the previous one, with the deployable membrane secondary flow closure shown in a position such as adopted in thrust reversal configuration;

[0031] [Fig.7] is a view similar to that of [Fig.5], with the rear support frame presented in the form of an alternative;

[0032] [Fig.8] is a view similar to the previous one, with the deployable membrane secondary flow closure shown in a position such as adopted in thrust reversal configuration;

[0033] [Fig.9] is a perspective view of part of the rear support frame, on which is fitted with a deployable deflection membrane, as well as a deployable secondary flow closure membrane;

[0034] [Fig. 10] is a schematic rear view of the rear support frame;

[0035] [Fig. 11] is a schematic rear view of the rear support frame, according to a alternative; and

[0036] [Fig. 12] is a schematic view of two rear support frames, according to another alternative. Detailed description of implementation methods

[0037] Figure [Fig.1] shows a propulsion assembly 1 of an aircraft, having a longitudinal central axis Al.

[0038] Hereafter, the terms "upstream" and "downstream" are defined relative to a general SI direction of gas flow through the propulsion unit 1, along the axis Al when this unit generates direct thrust. The terms "upstream" and "downstream" could respectively be substituted by the terms "forward" and "reverse," with the same meaning, and in relation to a direction opposite to the aforementioned SI direction. Furthermore, the figures include a reference frame L, R, and C defining respectively orthogonal longitudinal, radial, and circumferential directions, these directions corresponding to those of the propulsion unit 1, as well as to those of its reversing mechanism.

[0039] The propulsion unit 1 comprises a turbomachine 2, a nacelle 3 and a mast (not shown), intended to connect the propulsion unit 1 to a wing (not shown) of the aircraft.

[0040] In this example, the turbomachine 2 is a twin-spool, turbofan engine comprising, from front to rear, a fan 5, a low-pressure compressor 6, a high-pressure compressor 7, a combustion chamber 8, a high-pressure turbine 9, and a low-pressure turbine 10. The compressors 6 and 7, the combustion chamber 8, and the turbines 9 and 10 form a gas generator. The turbofan engine 2 has a fan casing 11 connected to the gas generator by structural arms 12.

[0041] The nacelle 3 comprises a front section forming an air inlet 13, a middle section which includes two blower hoods 14 enveloping the blower housing 11, and a rear section 15.

[0042] During operation, an airflow 20 enters the propulsion assembly 1 through the air inlet 13, passes through the fan 5, and then splits into a primary flow 20A and a secondary flow 20B. The primary flow 20A flows in a primary gas circulation channel 21A through the gas generator. The secondary flow 20B flows in a secondary channel 21B surrounding the gas generator. The secondary channel 21B is radially delimited inwards by a fixed internal shroud that encloses the gas generator. In this example, the fixed internal fairing comprises a first section 17 belonging to the middle section 14, and a second section 18 extending rearward from the first section 17, so as to form part of the rear section 15. This second section 18 is an integral part of a fixed structure of a thrust reverser which will be described below.This same section will subsequently be referred to as wall 18, radially internal delimitation of secondary vein 21B.

[0043] Radially outwards, the secondary stream 21B is delimited by the fan housing 11, and, in the configuration of [Fig. 1], by one or more movable reversing hoods 33 forming part of the rear section 15 of the nacelle 3, which will be described later. More specifically, between the fan housing 11 and the reversing hoods 33, there is an outer ring 40 of an intermediate housing 42, the latter comprising the aforementioned structural arms 12, the radially external end of which is fixed to this ring 40. This ring therefore also contributes to delimiting the secondary stream 21B radially outwards, being located in the downstream axial extension of the fan housing 11.

[0044] The nacelle 3 therefore includes a thrust reverser 30 (shown schematically and partially in [Fig. 1]), centered on the axis Al and comprising on the one hand a fixed structure 31 attached to the fan casing 11, and on the other hand a structure 29 movable relative to the fixed structure 31. The fixed structure 31 includes for example a front frame 46 which connects it fixedly to the fan casing 11, preferably via a knife flange assembly located downstream of the outer ferrule 11. This front frame 46 contains a profiled aerodynamic part called a deflection edge 46B, which guides the flow in reverse jet.

[0045] In this preferred embodiment, the fixed structure 31 also includes several deployable deflection membranes 32, one of which is schematically shown in a non-deployed configuration in [Fig. 1]. Alternatively, these flow deflection means could be replaced by deflection grids. A hybrid solution with membranes and grids is also possible, without departing from the scope of the invention.

[0046] Furthermore, the movable structure 29 comprises the aforementioned movable reversing unit hoods 33, for example, two hoods 33 each extending over an angular range of approximately 180°. This configuration with two hoods 33 is particularly well-suited to a nacelle design in which the hoods / walls 18 are also hinged, the reversing unit 30 then having a so-called "D-Duct" architecture. In this architecture, the hoods 18 and 33 are connected so as to open / close simultaneously during engine maintenance operations. However, other architectures are possible, such as a so-called "C-Duct" architecture or an "O-Duct" architecture.

[0047] Each inverter cowling 33 comprises a radially external wall 50 forming an external aerodynamic nacelle surface, and a radially internal wall 52 contributing to the delimitation of the secondary flow 21B radially outwards. This wall 52 is located in the downstream continuity of the deflection edge 46B, in direct thrust configuration. The two walls 50, 52 define a housing 54 open axially at the upstream end of the reversing hood 33, and in which is located at least a part of the deflection diaphragms 32 in direct thrust configuration.

[0048] Figure 1 shows the reversing gear 30 in a forward thrust configuration, known as the "direct jet" configuration, corresponding to a standard flight configuration. In this configuration, the cowlings 33 of the movable structure 29 are in a closed position, known as the forward thrust or "direct jet" position, in which these reversing gear cowlings 33 bear against the fixed structure 31, in particular against the deflection edge 46B, which is an integral part of the latter. Indeed, in the direct thrust configuration, the upstream end 52a of the radially internal wall 52 of each cowling 33 bears axially against the deflection edge 46B.

[0049] The movable structure 29 is thus translationally movable relative to the fixed structure 31 along the axis A1 of the reverser, between the forward direct thrust position shown in [Fig. 1], and a rearward thrust reversal position which will be described later. In the forward direct thrust position of the movable structure 29, the deflection membranes 32 in the folded / non-deployed configuration are arranged in the housing 54 of the reverser covers 33, being isolated from the secondary stream 21B by the radially internal wall 52 of these sliding covers 33. This wall 52, forming the external wall of the secondary stream, is also called the internal acoustic panel.

[0050] The direct thrust configuration is also shown in [Fig. 2], while the thrust reversal rearward position of the moving structure 29 is shown in [Fig. 4]. [Fig. 3] shows the reverser in an intermediate position between the positions of Figures 2 and 4.

[0051] In [Fig.4], it is shown that the deflection edge 46B and the upstream end of the movable hood 33 axially delimit between themselves, on the secondary vein 21B, a radial extraction opening 56 of at least a part 20B' of the secondary flow 20B. This opening 56 of the secondary vein 21B is therefore delimited upstream by the deflection edge 46B, which, conventionally, flares radially outwards towards the rear, to delimit an airflow 20B' intended to pass through this opening 56 when the movable system is in this rearward thrust reversal position. In other words, the deflection edge 46B, here made rigidly, moves progressively away from the axis Al from front to back, to guide / deflect the air through the opening 56 and towards the deployable deflection membrane 32, in thrust reversal configuration.Conversely, this opening 56 of the secondary vein 21B is notably delimited downstream by . the upstream end 52a of the radially internal part 52 of the hood 33, but also by the upstream end of the radially external wall 50 of this same hood.

[0052] In order to force at least a portion 20B' of the secondary flow 20B towards the opening 56, the inverter 30 comprises one or more deployable shut-off membranes 58. Hereafter, a single membrane 58 will be described, the assembly of which, for example, has an angular amplitude identical or similar to that of the assembly of deflection membranes 32, and which lies in the same axial and radial plane of the propulsion assembly. Thus, several circumferentially adjacent membranes 58 may be provided within the secondary flow 21B. However, the angular extent of the shut-off membrane 58 may be greater than that of the deflection membrane 32, without departing from the scope of the invention.

[0053] Subsequently, only one sealing membrane 58 will be described, but it must be considered that they are all of identical or similar design, in particular with regard to their mounting on the inverter.

[0054] The membrane 58 can be made of a material known to those skilled in the art for this type of application. For example, it can be an unimpregnated fabric, such as aramid fibers. The membrane 58 can also be made of a composite material with a particularly flexible matrix, such as aliphatic polyurethane, which allows its use under different temperature conditions, notably lower temperatures for an aliphatic polyurethane membrane than for a silicone membrane. The matrix provides low flexural strength, and the resulting structure behaves like a membrane.One of the major properties of this sealing membrane 58 is its ability to fold in a perfectly reversible manner (elastically or by fiber sliding) with a very small radius of curvature relative to its surface area, and to have a very small thickness, for example, on the order of 0.1 to 3 mm. For information purposes, it has been observed that this membrane 58 behaves like a boat sail or a parachute / flying wing when it is pressurized.

[0055] A first end 58a of the sealing membrane 58 is mounted on a rear support frame 60 specific to the present invention, belonging to the fixed structure 31 and running along the circumferential direction C. This frame 60 is located in or near a rear axial end of the opening 56, and it also serves to support the membranes 32. Similarly, a front support frame 70 is provided, also belonging to the fixed structure 31 and running along the circumferential direction C, this front frame 70 being located in or near a front axial end of the opening 56 and serving to support the membranes 32.

[0056] In addition, a second end 58b of the sealing membrane 58, opposite the first membrane end 58a, is fixed to the wall 18.

[0057] For this purpose, connecting rods 62 can be used, the first end of each of which is mounted on the wall 18, preferably via a pivot or ball joint 64. This joint 64 can be made using a fitting fixed to the fixed wall 18 and cooperating with the first end of connecting rod 62a.

[0058] The connecting rods 62 are spaced circumferentially from each other within the secondary vein 21 B, and their number can vary.

[0059] Each connecting rod 62 is designed to move from a radially projecting position in the secondary channel 21B, shown in [Fig. 2] and adopted when the moving structure 29 occupies its forward direct thrust position, to a downstream folded-down position, shown in [Fig. 4] and adopted when the moving structure 29 occupies its rearward thrust reversal position. In the projecting position, each connecting rod 62 can adopt a radial or substantially radial orientation with respect to the axis A1, while in the folded-down position, each connecting rod can adopt an axial or substantially axial orientation.

[0060] The second end of each connecting rod 62, opposite the first end, can be connected directly to the second end 58b of the membrane 58. However, other preferred solutions are considered, such as those aimed at integrating cables and / or reinforcing straps within the means of attaching the membrane 58 to its associated elements 18, 60.

[0061] As can be seen in Figures 3 and 4, when the movable structure 29 moves and reaches its rearward thrust reversal position at the end of this movement, the sealing membrane 58 is partially supported against the upstream end 52a of the radially internal wall 52 of the reversing hood, thus corresponding to the acoustic panel. More precisely, during the rearward movement of the movable structure 29, the membrane 58 slides on this upstream end 52a of the radially internal wall 52.

[0062] In the thrust reversal position of [Fig. 4], the membrane 58 is therefore axially supported downstream against the upstream end 52a. It should be noted that, depending on the extent of the axial stroke of the reverser, the membrane 58 may no longer be in contact with the internal acoustic panel 52 in the fully deployed position of the reverser, where the cover 33 is in its rearmost position. The option with contact corresponds to a minimized stroke of the reverser, while the option without contact generally corresponds to a smoother membrane shape in reverse jet, and therefore more aerodynamically efficient.

[0063] Thus, the portion of the membrane 58 that is radially outward relative to its bearing area on the wall 52 closes off a portion of the upstream axial opening of housing 54, while the other part located radially inwards occludes at least a part of the secondary vein 21B, thereby deviating / orienting at least a part 20B' of the secondary flow 20B towards the opening 56 in the direction of the deployable deviating membrane 32.

[0064] It is noted that the membranes 58 could be provided in combination with more conventional shutter flaps, without departing from the scope of the invention.

[0065] The material used to make the membranes 32 is any one of those already mentioned above, for making the sealing membrane 58.

[0066] Each deployable sealing membrane 58 is mounted on the rear support frame 60, by means which are specific to the present invention, and which will now be detailed with reference to figures 5 to 9.

[0067] Figures 5 and 6 show the rear support frame 60 in half-section, corresponding to a transverse half-section of this frame. The other half-section of this frame, symmetrical with respect to the axis Al, has an identical or similar shape.

[0068] In this embodiment, the rear support frame 60 is made in one piece, that is to say, in one piece, preferably of metallic or composite material. The frame 60 extends here, for example, continuously and in one piece over an angular sector close to 360° around the axis Al, possibly interrupted for the passage of the mast, or any other element of the propulsion assembly.

[0069] The frame 60, preferably centered on the axis Al, preferably has a hollow half-section, generally circular or oval in shape. Other shapes are nevertheless conceivable for the frame 60, preferably, but not necessarily closed.

[0070] One of the features of the invention is that the first end 58a of the deployable sealing membrane 58 is engaged on a retaining rail 72, which extends along the frame 60. More specifically, the retaining rail 72 is integrated into the one-piece rear support frame 60, that is to say, it is obtained during the manufacture of the rest of the frame, as opposed to a separate solution.

[0071] In the embodiment shown in Figures 5 and 6, the retaining rail 72 has a hollow track 74, delimited by two opposite rail sides 76. In these figures, the rail 72 is shown in a clockwise position at 6 o'clock, but this position may be different, for example at 7 o'clock or 8 o'clock.

[0072] The two rail sides are embedded in the rear support frame, in that they extend into the recess. They form a rail opening 78 opening onto an external surface 80 of the rear frame 60. The external surface 80 is circular, interrupted only by the rail opening 78, which circumferentially follows the extension direction of the frame 60 along direction C. This rail opening 78 thus takes the form of an arc of a circle.

[0073] The first end 58a of the deployable sealing membrane 58 is engaged in the retaining rail 72. This may involve the textile portion of the first end 58a of the membrane engaging with the rail, or a connecting piece integrated into this end, such as a slider. For example, the slider would then incorporate a connecting loop with the textile portion of the membrane, as well as a thickened portion designed to fit into the rail.

[0074] In the example shown in the figures, the first thickened end 58a takes the form of a rod or a bead 75, inserted into the hollow track 74 of the retaining rail. The rod or bead 75 then preferably extends continuously over the entire circumferential length of the membrane 58, and preferably over all or part of the circumferential length of the rail 72 with which it cooperates.

[0075] Alternatively, the bead or rope 75 may be discontinuous along the membrane. Several portions of bead / rope may then be provided, spaced circumferentially from each other, and for example not directly attached to the fabric of the membrane, but attached to the end of straps forming extensions of this membrane, still forming an integral part thereof, as for the connecting piece mentioned above.

[0076] In the embodiment shown in Figures 5 and 6, the hollow half-section of the rear support frame 60 is formed by continuous material over 360°. This material forms a rail body in the shape of a circular arc over an angular amplitude slightly less than 360°, defining two opposite ends separated by the rail opening 78. The continuity of material indicated above arises from the fact that these same two ends are extended by the two rail sides 76, themselves connected by a rail end 82 located inside the frame body. The material is thus continuous over 360°, forming a closed hollow 83.

[0077] According to another embodiment shown in figures 7 and 8, the rail body is in the form of an uninterrupted arc of a circle, and with the other difference being the two rail sides 76 projecting outwards from the external surface 80 of the rear support frame 60.

[0078] As mentioned previously, the retaining rail 72 can extend along direction C by the same circumferential length as the frame 60, and the latter can comprise several of these rails 72, spaced apart along this same direction C. In [Fig. 9], the rear support frame 60 is shown with the deflection membranes 32 mounted on this frame by means of a rear end 32a extending along the circumferential direction C, and which comprises rear loop-shaped fasteners 84 surrounding the rear frame 60. These loops 84, only one of which is visible in [Fig. 9], are spaced apart along direction C. They are, for example, arranged between two retaining rails 72, such as shown in [Fig.9]. Therefore, each of these rails 72 can have, at least at one of its two opposite ends, a notch 86 on the external surface 80 of the frame 60, in order to allow the introduction of the bead / of the rope 75 into each corresponding rail 72.

[0079] Figure 10 shows the rear support frame 60 made in one piece with its retaining rails 72, shown only schematically between the loops 84 for attaching the deflection membranes. The frame 60 extends over a circumferential length L1, here close to 360°, being interrupted at its clockwise position at 12 o'clock for the passage of the mast. Furthermore, all the retaining rails 72 have a cumulative circumferential length L2, which satisfies the condition L2 > 0.5 L1, and more preferably the condition L2 > 0.7 L1. However, in other preferred embodiments, the ratio between the lengths L2 and L1 may be less than 0.5.

[0080] Thanks to the invention, the retaining rail solution 72 facilitates the mounting and dismounting of the diaphragms 58, and reduces the overall mass of the inverter. As previously stated, mounting / dismounting can be achieved by simply sliding the diaphragm ropes in their respective rails from one end of these rails.

[0081] According to an alternative shown in [Fig. 11], the rear support frame 60 is not made in one piece, but is obtained by angular sectors of the rear support frame 60a placed one on top of the other in direction C, each made in one piece. In this case, at least one retaining rail (not shown schematically in [Fig. 11]) is integrated into at least one of these angular sectors of the rear support frame 60a.

[0082] Finally, [Fig. 12] shows another alternative, with the reverser having two rear support frames 60, each extending over an angular amplitude of approximately 180°. This makes it possible to provide between them two openings 88, respectively in the 12 o'clock and 6 o'clock positions, for the passage of the mast and any other element of the propulsion system.

[0083] Each frame 60, of reduced amplitude, is then made according to any of the ways described above with reference to figures 5 to 11.

[0084] Various modifications can be made by a person skilled in the art to the invention just described, solely by way of non-limiting examples, the scope of which is defined by the appended claims. For example, the thrust reverser 30 can alternatively have a "C" or "O" shaped architecture. Furthermore, the membranes specific to the invention can coexist with conventional grids within the reverser. Moreover, all the features disclosed above, in the various preferred embodiments and their alternatives, are combinable with each other. Furthermore, it is noted that in all the figures which have As described above, elements bearing the same numerical references correspond to identical or similar elements.

Claims

Demands

1. Thrust reverser (30) for an aircraft propulsion system, the reverser comprising a fixed structure (31) equipped with a radially internal boundary wall (18) of a secondary flow (21B) of the propulsion system intended to be traversed by a secondary flow (20B), the reverser also comprising a movable structure (29) comprising at least one reverser cowl (33) equipped with a radially external wall (50), and a radially internal wall (52) forming a radially external boundary of the secondary flow (21B), the movable structure being translationally movable relative to the fixed structure along a longitudinal central axis (Al) of the reverser, between an advanced direct thrust position and a rearward thrust reversal position, the reverser also comprising flow deflection means (32),as well as at least one deployable shut-off membrane (58) designed to direct at least a portion of the secondary flow circulating in the secondary channel (21B) towards the deflection means (32) when the moving structure (29) is in the thrust reversing rearward position, the reverser also comprising a rear support frame (60) for the deflection means (32), characterized in that the rear support frame (60) is made in one piece or made by angular sectors of the rear support frame (60a) placed one on top of the other and each made in one piece, and in that one end (58a) of the deployable shut-off membrane (58) is engaged on a retaining rail (72) extending along the rear support frame (60), the retaining rail (72) being integrated into the rear support frame in one piece, or into at least one of the angular sectors of the rear support frame (60a).,

2. Inverter according to claim 1, characterized in that the retaining rail (72) has a hollow track (74), delimited by two rail sides (76) facing each other.

3. Inverter according to claim 2, characterized in that the two rail sides (76) are embedded in the rear support frame (60), and they form a rail opening (78) leading to an external surface (80) of the rear support frame (60).

4. Inverter according to claim 2, characterized in that the two rail sides (76) project outwards from an external surface (80) of the rear support frame (60).

5. Inverter according to any one of claims 2 to 4, characterized in that the end (58a) of the deployable sealing membrane (58), engaged on the retaining rail (72), takes the form of a rod or a sling (75) inserted into the hollow track (76) of the retaining rail (72).

6. Inverter according to any one of the preceding claims, characterized in that the rear support frame (60) has a hollow half-section, generally circular or oval in shape.

7. Inverter according to any one of the preceding claims, characterized in that the flow deflection means (32) comprise at least one deployable deflection membrane, one end of which (32a) has rear attachments (84) cooperating with the rear support frame (60).

8. Inverter according to claim 7, characterized in that the rear fasteners (84) form loops surrounding the rear support frame (60).

9. Inverter according to any one of the preceding claims, characterized in that the rear support frame (60) extends over a circumferential length L1, and in that it incorporates one or more retaining rails (72) of cumulative circumferential length L2, with L2 > 0.5 L1.

10. Aircraft propulsion assembly (1) comprising a thrust reverser (30) according to any one of the preceding claims.