An aircraft (1) having a fuselage (2), a power plant (10), a rotary wing (15) having at least one main rotor (16), and a fixed wing (20) comprising two half-wings (21, 22) extending on either side of the fuselage (2). The aircraft (1) also has at least two propulsive propellers (30) on either side o
An aircraft (1) having a fuselage (2), a power plant (10), a rotary wing (15) having at least one main rotor (16), and a fixed wing (20) comprising two half-wings (21, 22) extending on either side of the fuselage (2). The aircraft (1) also has at least two propulsive propellers (30) on either side of the fuselage (2). Each is positioned on respective ones of the half-wings (21, 22), and an anti-torque and yaw-control tail rotor (35). A transmission system (40) connects the power plant (10) to each main rotor (16) and the tail rotor (35). The transmission system (40) connects the power plant (10) to each propeller (30) via a respective differential mechanism (50) that is controllable on request so that each propeller (30) can be driven in cruising flight and need not be driven in rotation by the power plant (10) on the ground or while hovering.
대표청구항▼
1. An aircraft comprising a fuselage, a power plant, a rotary wing having at least one main rotor providing at least part of the lift of the aircraft, a fixed wing providing at least part of the lift of the aircraft in cruising flight, said fixed wing comprising two half-wings extending on either si
1. An aircraft comprising a fuselage, a power plant, a rotary wing having at least one main rotor providing at least part of the lift of the aircraft, a fixed wing providing at least part of the lift of the aircraft in cruising flight, said fixed wing comprising two half-wings extending on either side of the fuselage, said aircraft including at least two propulsive propellers situated on either side of the fuselage and each positioned on a respective half-wing, the aircraft including an anti-torque and yaw-control tail rotor, wherein the aircraft includes a transmission system connecting the power plant to each main rotor and to the tail rotor to drive each main rotor and the tail rotor continuously, said transmission system connecting the power plant to each propeller via a differential mechanism that is controllable on request so that each propeller may be driven in cruising flight and need not be driven in rotation by the power plant on the ground, said differential mechanism of a particular propeller comprising: an inlet gearwheel driven by the power plant via a lateral portion of said transmission system, said inlet gearwheel being secured to a shell carrying at least one planet gear;an idler shaft passing through said inlet gearwheel, said idler shaft being constrained to rotate with an inlet sun gear meshing with the planet gear and being free to rotate relative to said inlet gear;a propeller shaft driving said particular propeller, the propeller shaft being constrained to rotate with an outlet sun gear, the outlet sun gear meshing with the planet gear; anda propeller brake for braking said propeller shaft and an inlet brake for braking the idler shaft. 2. An aircraft according to claim 1, wherein the aircraft includes control means for: controlling the propeller brake so as to prevent the propeller shaft from rotating and controlling the inlet brake so as to release the idler shaft in order to perform a function of stopping the propeller while allowing the idler shaft to be driven by the lateral portion; andcontrolling the propeller brake to release the propeller shaft and controlling the inlet brake to block the idler shaft so as to perform a function of transmitting rotary motion from the lateral portion to the propeller shaft in order to rotate the propeller. 3. An aircraft according to claim 1, wherein said idler shaft meshes with an accessory gearbox. 4. An aircraft according to claim 1, wherein said idler shaft is connected to a kinetic energy storage system. 5. An aircraft according to claim 1, wherein said transmission system connects the power plant: to a first propeller via a first differential mechanism controllable by a pilot so that said first propeller can be driven by the power plant in cruising flight and in hovering flight, and need not be driven in rotation by the power plant on the ground or in hovering flight; andto a second propeller via a second differential mechanism controllable by a pilot so that said second propeller can be driven by the power plant in cruising flight and in hovering flight, and need not be driven in rotation by the power plant on the ground or in hovering flight. 6. An aircraft according to claim 1, wherein each half-wing extends transversely from said fuselage from a root zone towards an end zone passing via an intermediate zone carrying a propeller, said end zone being connected to said intermediate zone by a controllable hinge so that said end zone can be moved and directed towards the ground in hovering flight in order to minimize the area of the fixed wing having the air passing through the rotary wing impacting thereagainst and so as to protect the propeller from coming into contact with the ground. 7. The aircraft according to claim 1, wherein the inlet gearwheel meshes with a gearwheel of the associated lateral portion of the transmission system. 8. The aircraft according to claim 1, wherein the shell is hollow and carries the at least one planet gear within the shell on a support shaft. 9. The aircraft according to claim 1, wherein the inlet gearwheel and the shell are constrained to rotate together about a longitudinal axis of symmetry (AX1) of the inlet gearwheel; and wherein the at least one planet gear is configured to move in translation relative to the shell about a direction AX2 arranged at an angle with the longitudinal axis of symmetry (AX1). 10. The aircraft according to claim 9, wherein the idler shaft extends along the longitudinal axis of symmetry (AX1). 11. The aircraft according to claim 10, wherein a first end portion of the idler shaft projects into the shell and is secured to the inlet sun gear, and a second end portion of the idler shaft co-operates with the inlet brake. 12. The aircraft according to claim 9, wherein the propeller shaft extends along the longitudinal axis of symmetry (AX1). 13. The aircraft according to claim 12, wherein a first end portion of the propeller shaft projects into the shell and is secured to the outlet sun gear, and a second end portion of the propeller shaft co-operates with the propeller brake and drives said particular propeller. 14. The aircraft according to claim 1, wherein the propeller shaft is free to rotate relative to said inlet gear. 15. The aircraft according to claim 1, wherein the outlet sun gear is parallel to the inlet sun gear, the inlet and outlet sun gears rotating about an axis AX1, and the inlet gearwheel rotating about an axis AX2 generally perpendicular to the axis AX1. 16. An aircraft comprising: a fuselage supporting a power plant;a rotary wing supported by the fuselage, the wing having a main rotor providing at least a portion of the lift of the aircraft;an anti-torque and yaw-control tail rotor;a fixed wing providing at least a portion of the lift of the aircraft in cruising flight, said fixed wing having first and second half-wings, each half wing supported on a respective side of the fuselage;first and second propulsive propellers, each propeller positioned on a respective half-wing to either side of the fuselage; anda transmission system connecting the power plant to the main rotor and the tail rotor to continuously drive the main rotor and the tail rotor, the transmission system connecting the power plant to at least one of the first and second propellers via a differential mechanism, the differential mechanism adapted to be controllable on request between a first arrangement and a second arrangement, wherein the power plant drives the propeller in cruising flight in the first arrangement, wherein the power from the power plant is interrupted in the second arrangement such that the propeller is not driven in rotation by the power plant on the ground, wherein the differential mechanism further comprises: an inlet gearwheel driven by a portion of the transmission system extending laterally in the aircraft,a shell carrying at least one planet gear, an inlet sun gear, and an outlet sun gear, the inlet gearwheel and the shell constrained for rotation together,an idler shaft passing through said inlet gearwheel, said idler shaft being constrained to rotate with the inlet sun gear meshing with the planet gear, the idler shaft being free to rotate relative to the inlet gear,a propeller shaft driving the propeller, the propeller shaft being constrained to rotate with the outlet sun gear meshing with the planet gear, the propeller shaft being free to rotate relative to the inlet gear,a propeller brake for braking said propeller shaft, andan inlet brake for braking the idler shaft. 17. The aircraft according to claim 16 wherein the differential mechanism is a first differential mechanism connecting the transmission system to the first propeller; and wherein the transmission system has a second differential mechanism connecting the transmission system to the second propeller. 18. The aircraft according to claim 17 wherein the first differential mechanism is positioned within the first half-wing; and wherein the second differential mechanism is positioned within the second half-wing. 19. The aircraft according to claim 16 further comprising a controller configured to: (i) control the propeller brake to prevent the propeller shaft from rotating and control the inlet brake to release the idler shaft thereby stopping the propeller while allowing the idler shaft to be driven in rotation by the transmission system, and (ii) control the propeller brake to release the propeller shaft and control the inlet brake to prevent the idler shaft from rotating thereby transmitting rotary motion from the transmission system to the propeller shaft to rotate the propeller and stopping the idler shaft.
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