24 results about "Thrust reversal" patented technology

An aircraft nacelle provided with a thrust reversal device which comprises at least one diversion system which is configured to divert, in the activated state, an airflow channeled in the nacelle toward a lateral opening of the nacelle, at least one orientation system comprising at least one transverse deflector which is configured to orientate the airflow diverted by the diversion system in the radial directions and toward the upstream end of the nacelle, and at least one longitudinal deflector which is secant to the transverse deflector(s) and which is oriented in a direction which forms an angle of less than 25° with the longitudinal direction.

This invention discloses a drag reduction and thrust reversal device, relating to the field of fluid dynamics technology. The invention includes a front drag reduction air intake assembly, an automatic rotary cutting assembly, two fluid delivery pipes, and the drag reduction and thrust reversal assembly. The automatic rotary cutting assembly is mounted on the front drag reduction air intake assembly. In this invention, the drag reduction and thrust reversal device, composed of the front drag reduction air intake assembly, the automatic rotary cutting assembly, the fluid delivery pipes, and the drag reduction and thrust reversal assembly, efficiently captures oncoming fluid through an inclined inlet at the front. A filter baffle at the inlet blocks large debris, which is then shredded and mixed by fluid-driven rotary cutting blades. The mixture is then transported through the fluid pipes to the end delivery pipes. Under the action of the tail jet pressurization device, the fluid forms a vortex and is ejected at high speed, generating reverse thrust. This converts oncoming resistance into propulsive power, directly propelling the ship forward, achieving the dual effects of drag reduction and thrust reversal, and converting drag energy into forward propulsion.

An aircraft nacelle equipped with a thrust reversal device which comprises: at least one deflection system configured to deflect an air stream channeled in the nacelle toward a lateral opening of the nacelle, in the activated state, at least one orientation system having: at least one transverse deflector configured to orient the air stream deflected by the deflection system in radial directions and toward the upstream end of the nacelle, at least one longitudinal deflector configured to orient the air stream deflected by the deflection system in at least one direction that forms an angle with a radial direction.

A propulsion assembly for an aircraft equipped with a thrust reverser comprising an actuator for moving a movable structure between an advanced direct thrust position and a retracted thrust reversal position, the propulsion assembly further comprising an actuator support device equipped with a first connecting part for connecting it to the deflection edge and / or to the outer shell of the intermediate casing, with a second connecting part for connecting it to a body of the actuator, and with a central part running axially between the shell and the actuator. Moreover, the actuator support device forms a guide for a set of cascades of the movable structure.

The invention relates to an assembly (32) for a dual-flow aircraft turbomachine, comprising: - an inner shroud (42) configured to externally delimit a primary gas flow path (16) of the turbomachine; - an outer shroud (40) configured to internally delimit a secondary gas flow path (18) of the turbomachine; - at least one air discharge duct (46) extending between the inner shroud (42) and the outer shroud (40), the air discharge duct (46) opening into the secondary flow path (18) through an outlet orifice (52) equipped with discharge fins (54). According to the invention, at least some of the discharge fins (54) are mounted to be movable so as to be able to be controlled in incidence between a propulsion position and a thrust reversal position. Figure for the abstract: Figure 1.

An air intake (1) for an aircraft propulsion assembly (8) is disclosed, which extends along a longitudinal axis (X) and comprises a turbojet engine (7) comprising a primary flow path (4) and a secondary flow path (5) for guiding, respectively, a primary flow (F1) and a secondary flow during thrust, and a thrust reverser device for changing the secondary flow into a reversed flow (F-INV) during thrust reversal (B), the air intake (1) comprising a peripheral casing (11) comprising, in each plane radial to the axis (X), a point of maximum curvature (P) of the reversed flow (F-INV), a osculating circle of the radius of curvature defined at each point of maximum curvature (P), the average value (Rmoy) of the radii of curvature satisfying: Rmoy < 0.028*R3, with R3 being the internal radius of the air intake (1).

The invention relates to a thrust reverser (30) for an aircraft propulsion system, the reverser comprising a movable structure (29) that can be moved in translation relative to a fixed structure (18) between an advanced position of direct thrust and a rearward position of thrust reversal, the reverser comprising an actuation system (70) for moving the movable structure, consisting of one or more actuators (70a, 70b1, 70b2) each comprising an actuation member (72) that is movable in translation and centered on an actuation axis (74), the two movable reverser hoods being arranged symmetrically with respect to each other along a first median plane (P1) of the reverser. According to the invention, among the actuator(s) of the actuation system (70), an eccentric actuator (70a) is provided, the actuation axis of which (74) is circumferentially offset with respect to the first median plane (P1). Figure for the abstract: Fig. 6

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

The invention relates to a thrust reverser for an aircraft propulsion assembly, comprising a fixed structure (31) and a movable structure (29), as well as a deployable deflection grid (32) which comprises a plurality of vane assemblies (32a) arranged successively in the axial direction. The thrust reverser also comprises a follower member (72) for connection between a rear grid support element (60) and the most downstream vane assembly (32a') of the grid, the member (72) being mounted movably relative to the assembly (32a') so as to adopt a retracted position when the movable structure (29) occupies its forward position for direct thrust, as well as a position of axial offset from the grid when the movable structure (29) occupies its rearward position for thrust reversal, in which the assembly (32a') is located axially further away from the rear grid support element (60) than in the forward position for direct thrust.

The system (101) herein comprises a local control module (120) and an analog wired connection, the local control module comprising an analog input port (121), the analog wired connection being located between the analog input (121) and a global control module (104), the analog wired connection referred to as a control connection (122). The local control module (120) is designed to receive a movement command from the global control module (104) through the control connection (122) and the analog input (121) to control the electric actuator (114) to move the cover (112). Furthermore, the local control module (120) comprises a transmission digital output (152) separate from the analog input (121), the local control module (120) being designed to transmit operational information from the thrust reversal system (101) through the digital output (120).

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

The invention relates to a thrust reverser for an aircraft propulsion system, the reverser comprising a fixed structure (31) and a movable structure (29), as well as a deployable deflection grid (32) comprising several axially arranged fin assemblies (32a). It also includes a follower member (72) for connecting a rear grid support element (60) to the most downstream fin assembly (32a') of the grid, the member (72) being movable relative to the assembly (32a') so as to adopt a retracted position when the movable structure (29) is in its forward direct thrust position, and an axially offset position of the grid when the movable structure (29) is in its rearward thrust reversal position, in which the assembly (32a') is further axially away from the rear grid support element (60) than in the forward direct thrust position. Figure for the abridged version: Fig. 3

A thrust reverser comprises: a stationary structure and a movable structure mounted opposite an opening; an actuator for selectively moving the movable structure between a direct jet position and a thrust reversal position; wherein the thrust reverser comprises a device for measuring a distance between a first measurement point and a second measurement point which is rigidly connected to the movable structure, and one of the measurement points comprises an emitter of a wave flow and the other one of the measurement points comprises a reflector element of at least a portion of the wave flow.

This invention relates to the field of positioning and navigation technology, specifically to a high-precision positioning method for smart wearable devices in complex environments. The method includes: collecting the wearer's motion data and acquiring satellite signal strength; determining the thrust fluctuation value and thrust reversal anomaly degree for each cycle based on the motion data within each cycle; using the thrust fluctuation value and thrust reversal anomaly degree of the current cycle to determine whether the current cycle is a normal walking state; if it is determined to be a normal walking state, obtaining a step length reference value based on the distribution characteristics of thrust fluctuation values ​​in historical normal walking cycles; determining the environmental health score for the current cycle based on the satellite signal strength corresponding to the current cycle and the number of satellites searched by the smart wearable device; if the environmental health score is lower than a preset safety threshold, updating the wearer's position based on the step length reference value and real-time azimuth angle. This invention improves the positioning accuracy of smart wearable devices in complex environments.

The invention belongs to the field of flight mechanics, and particularly relates to a method for determining a safety speed-altitude envelope of aircraft thrust reverser in the air. The method comprises the following steps: determining a backstepping fault most critical mode through airplane air-opening backstepping fault mode analysis; the maximum asymmetric torque and the maximum asymmetric torque coefficient in the backstepping fault most critical mode are calculated; constructing a lateral balance equation of the aircraft under the asymmetric moment, solving the rudder skewness required for balancing the asymmetric moment under different speeds, and constructing a curve of the rudder skewness changing along with the speed; obtaining a rudder deviation limiting curve, selecting an intersection point of the rudder deviation limiting curve and the rudder deviation curve changing along with the speed, and obtaining an aircraft speed left boundary limit value by selecting an abscissa of the intersection point; and on the basis of the normal flight speed-altitude envelope of the aircraft, replacing the left boundary of the normal flight speed-altitude envelope with an aircraft speed left boundary limit value, namely the constructed aircraft air thrust reversal safety speed-altitude envelope.

The invention relates to an actuation device (1) for an aircraft thrust reversal system (3) comprising at least one thrust reversal device (2), the actuation device (1) comprising at least one power drive unit (10), the at least one power drive unit is located on the upstream side of the first lost motion lock (12a) and is designed to actuate the input shaft (11) of the first lock (12a), the first lock is designed to actuate, when unlocked, an output shaft located on the downstream side, the output shaft driving the flexible synchronizing shaft (13), and the actuation device (1) further comprises at least one first movable cylinder rod (14b), a first movable cylinder rod is mechanically connected to the flexible synchronization shaft and is fixed to a movable element of the thrust reversal device (2), the first movable rod belonging to a first set of movable rods associated with the first lock (12a).

A blade cascade (22) for a cascade thrust reverser (19) of an aircraft propulsion assembly nacelle, comprising: a first blade stage (22A) and a second blade stage (22B) stacked, each blade stage comprising a plurality of rows of blades (50A, 50B) and spars (52A, 52B), the blades and spars intersecting each other thereby forming a honeycomb structure (53A, 53B) for passing air flow; and a leading end flange (40) and a trailing end flange (42) each rigidly connected to all or some spars of at least one of the blade stages. The honeycomb structures are connected to each other independently of the front end flange and the rear end flange by connecting means (66) configured to prevent relative displacement between the honeycomb structures. This results in good thrust reversion performance, compatibility with inexpensive manufacturing processes, and reduced vibration instability and aerodynamic disturbances.

This invention discloses an aerodynamic vector nozzle capable of large vector angle deflection and rapid thrust reverser function, belonging to the field of aerospace vehicle engine exhaust systems. It can rapidly achieve large vector angle deflection of the main jet and thrust reverser control through the injection and cutoff of passive secondary flow, enabling multi-mode thrust switching in the aircraft propulsion system. The invention includes a main jet channel, a secondary flow channel, an expansion channel, a thrust reverser channel, and an exit channel. This nozzle controls the jet deflection solely through minor disturbances in the passive secondary flow within the secondary channel and the double-sided Coanda walls in the expansion channel, distributing the jet flow to the thrust reverser channel and the exit channel to achieve large vector angle deflection and thrust reverser function. Thrust reverser control can be completed rapidly within 0.2 seconds, with a thrust reverser coefficient reaching 0.215. This invention eliminates the need for complex mechanical moving parts and high-pressure gas source control devices, enabling rapid jet vector deflection, rapid thrust variation, and thrust reverser control. It boasts advantages such as a large deflection vector angle, fast control response, and rapid thrust reverser capability.

The invention relates to a thrust reverser (30) for an aircraft propulsion system, the reverser comprising a fixed structure (31) and a movable structure (29), and at least one deployable deflection diaphragm (32) designed to deflect at least a portion (20B') of a secondary flow when this diaphragm is in a deployed configuration, the diaphragm comprising an opening contour (112) having a rear portion of the opening contour (112b). According to the invention, the reverser is configured such that the diaphragm (32) moves from a folded configuration to the deployed configuration by rearward displacement of its rear portion of the opening contour (112b), driven by the movable structure (29) during its translational movement from its forward direct thrust position to its rearward thrust reversal position. Figure for the abstract: Fig. 5

Method for braking an aircraft turbine engine including a fan or a propeller connected to a turbine by a shaft and an electric generator connected to the shaft, the method comprising the following steps:a request to brake the turbine engine by thrust reversal;a calculation of a turbine braking setpoint by a control system; andin response to the braking setpoint, an adjustment by the control system of a resistance of a dissipative load to draw electric power from the electric generator to the dissipative load.