[go: up one dir, main page]

EP1996818B1 - Fan propeller, in particular for motor vehicles - Google Patents

Fan propeller, in particular for motor vehicles Download PDF

Info

Publication number
EP1996818B1
EP1996818B1 EP07726892.8A EP07726892A EP1996818B1 EP 1996818 B1 EP1996818 B1 EP 1996818B1 EP 07726892 A EP07726892 A EP 07726892A EP 1996818 B1 EP1996818 B1 EP 1996818B1
Authority
EP
European Patent Office
Prior art keywords
blade
thickness
leading edge
fan impeller
blades
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP07726892.8A
Other languages
German (de)
French (fr)
Other versions
EP1996818A1 (en
Inventor
Stéphane MOREAU
Antoine Levasseur
Aurélien LEVASSEUR
Manuel Henner
Bruno Demory
Cédric LEBERT
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Valeo Systemes Thermiques SAS
Original Assignee
Valeo Systemes Thermiques SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Valeo Systemes Thermiques SAS filed Critical Valeo Systemes Thermiques SAS
Priority to PL07726892T priority Critical patent/PL1996818T3/en
Publication of EP1996818A1 publication Critical patent/EP1996818A1/en
Application granted granted Critical
Publication of EP1996818B1 publication Critical patent/EP1996818B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04D—NON-POSITIVE-DISPLACEMENT PUMPS
    • F04D29/00—Details, component parts, or accessories
    • F04D29/26—Rotors specially for elastic fluids
    • F04D29/32—Rotors specially for elastic fluids for axial flow pumps
    • F04D29/38—Blades
    • F04D29/384—Blades characterised by form

Definitions

  • a fan impeller includes a hub and blades extending radially outwardly from the hub, the blades having a flattened cross section with an airfoil profile with a leading edge and an edge between which a rope is defined.
  • Such propellers are used in particular for cooling the drive motor of motor vehicles, the propeller producing a flow of air through a heat exchanger, namely the cooling radiator of the drive motor.
  • the hub of the propeller also called “bowl” is adapted to be wedged on the shaft of a motor, which can be an electric motor driven by a control electronics.
  • flatened transverse section here means the plane closed curve obtained by cutting the blade by a cylindrical surface of revolution about the axis of the helix, and by unrolling this cylindrical surface flat.
  • the string is then defined as the line segment connecting the leading edge and the trailing edge.
  • Fan propellers are generally made by molding a plastic material. To reduce manufacturing costs, it is usual to make the blades of the propeller in the form of an airfoil profile of thickness as low as possible.
  • Thin blade propellers are compatible with a decrease in axial size, but are however better adapted to the cooling of motor vehicle engines in the case where the propeller is at a significant distance (typically several centimeters) from the radiator cooling beam.
  • thin-blade propellers as taught for example by FR-A-2,781,843 and US 2005/232778 have their aeraulic and acoustic performance degraded when they are at a close distance from the beam of a heat exchanger, for example a cooling radiator. This degradation is mainly due to the disturbances caused by the strong turbulence resulting from the heat exchangers.
  • Near distance here means a distance that is typically of the order of 1 cm.
  • the invention provides a solution to these problems.
  • a fan propeller of the type defined above in which the blade has a relative thickness which reaches its maximum value in the first quarter of the length of the rope from the leading edge, the relative thickness being defined by the ratio between the thickness of the blade and the length of the rope.
  • the blade has its maximum thickness in the first quarter of the rope from the leading edge. Furthermore, it is advantageous that this maximum relative thickness is at least 12%.
  • the blade of the propeller of the invention has a more massive profile, of the bulbous type, in the region immediately following the leading edge.
  • the leading edge has a radius of curvature as large as possible. This contributes to giving the profile of the blade a bulbous shape in the region following the leading edge.
  • the aircraft wing profile has a mean line (neutral fiber) without inflection point.
  • the airfoil profile comprises a lower surface having a curvature inversion. This characteristic makes it possible in particular to limit the disturbances and noise generated by the trailing edge.
  • the radially outer ends of the blades are interconnected by a ferrule.
  • the propeller 10 as represented on the Figures 1 to 3 comprises a multiplicity of blades 12, here nine in number, which extend generally radially from a central hub 14, also called “bowl”, and connected together, at the periphery of the propeller, by a ferrule 16.
  • the hub, the blades and the ferrule are formed integrally by molding, in particular a plastics material.
  • the hub 14 has a cylindrical wall of revolution 18 to which the feet of the blades 12 are connected and a flat front wall 20 facing upstream relative to the direction of the air flow produced by the rotation of the propeller.
  • the direction of rotation of the helix is indicated by the arrow F on the figures 1 and 3 .
  • a hole 22 to allow to wedge the propeller on a drive shaft (not shown) connected to an electric motor (not shown).
  • the blades 12 are generally identical and have a generally curved shape from the wall 18 of the hub 14 to the shell 16.
  • the cross section of the blade has a general airfoil profile with a leading edge 24 and a trailing edge 26.
  • airfoil profile is meant here an aerodynamic profile with rounded leading and trailing edges with no protruding angle and / or continuously varying thickness.
  • the rope 28 that is to say the line segment extending between the leading edge 24 and the trailing edge 28, is inclined at an acute angle with respect to a plane radial P, that is to say a plane perpendicular to the axis of the helix.
  • This acute angle generally varies over the length of the blade, from the root of the blade which is fixed to the hub to the head of the blade which is fixed to the ferrule.
  • the length of the rope 28, between the leading edge 24 and the trailing edge 26, has a value L which is reported on the figure 4 .
  • FIG 5 generally illustrates a blade profile, not in accordance with the invention.
  • the figure 5 shows the flattened cross section of the blade, according to the previous definition, which has an airfoil profile.
  • the rope C of the profile extends between the leading edge BA and the trailing edge BF and has a length L.
  • the wing has an upper surface Ext ("extrados") and a lower surface Int ("intrados").
  • the profile comprises a mean line LM, also called “neutral fiber", which extends substantially halfway between the intrados and the extrados.
  • the thickness E of the blade is defined with respect to a circle whose center is located on the middle line (neutral fiber) and which comes into contact with the intrados and the extrados.
  • the points of tangency P 1 and P 2 of the circle with respectively the extrados and the intrados delimit a line segment which defines the thickness E at the considered points.
  • a relative thickness E rel is also possible to define as being the ratio between the thickness E of the profile and the length L of the rope.
  • the profile of the aircraft wing type has a thickness that is generally greater than the similar profiles of the prior art (see in particular FR-A-2,781,843 ).
  • the blade has a relative thickness E rel that reaches its maximum value E max in the first quarter of the length of the rope from the leading edge 24.
  • This maximum relative thickness E max is at least 12%. According to the invention, it may have a value of up to 20%, and which will most often be of the order of 15%.
  • the profile has, on the leading edge side, a characteristic bulbous shape, that is to say a more massive shape than in the case of the blades of the prior art. To favor this bulbous shape, the leading edge 24 has the largest possible radius of curvature.
  • the trailing edge 26 has a thickness as small as possible. This means that after the zone where the thickness is maximum, the upper surface 30 and the lower surface 32 are progressively closer to one another. In the example, the intrados 32 has an inversion of curvature, which makes it possible to reduce the thickness of the blade as one approaches the trailing edge 26.
  • the figure 7 is a similar representation, the difference being that the maximum thickness is on the abscissa. It can be seen that the yield or efficiency (dashed curve) has a peak in the position corresponding to substantially 12%. In addition, the sound pressure level decreases and reaches acceptable values between 12% and 20%. This shows that for values of E max between 12% and 20%, the sound pressure level is particularly low. On the other hand, the efficiency is greatest when one is close to the value of 12%. It then tends to decrease as we approach the value of 20%.
  • the invention finds particular application to the cooling helices of motor vehicle engines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Description

L'invention concerne une hélice de ventilateur comprenant un moyeu et des pales s'étendant radialement vers l'extérieur à partir du moyeu, les pales ayant une section transversale aplatie à profil en aile d'avion avec un bord d'attaque et un bord de fuite entre lesquels est définie une corde.A fan impeller includes a hub and blades extending radially outwardly from the hub, the blades having a flattened cross section with an airfoil profile with a leading edge and an edge between which a rope is defined.

De telles hélices sont utilisées notamment pour le refroidissement du moteur d'entraînement de véhicules automobiles, l'hélice produisant un flux d'air à travers un échangeur de chaleur, à savoir le radiateur de refroidissement du moteur d'entraînement.Such propellers are used in particular for cooling the drive motor of motor vehicles, the propeller producing a flow of air through a heat exchanger, namely the cooling radiator of the drive motor.

Le moyeu de l'hélice, appelé aussi « bol », est propre à être calé sur l'arbre d'un moteur, pouvant être un moteur électrique piloté par une électronique de commande.The hub of the propeller, also called "bowl", is adapted to be wedged on the shaft of a motor, which can be an electric motor driven by a control electronics.

L'expression « section transversale aplatie » entend désigner ici la courbe fermée plane obtenue en coupant la pale par une surface cylindrique de révolution autour de l'axe dé l'hélice, et en déroulant à plat cette surface cylindrique. La corde est alors définie comme le segment de droite reliant le bord d'attaque et le bord de fuite.The expression "flattened transverse section" here means the plane closed curve obtained by cutting the blade by a cylindrical surface of revolution about the axis of the helix, and by unrolling this cylindrical surface flat. The string is then defined as the line segment connecting the leading edge and the trailing edge.

Dans le cas où une telle hélice est utilisée pour le refroidissement d'un moteur de véhicule automobile, elle se trouve placée soit en avant soit en arrière du radiateur servant au refroidissement du moteur.In the case where such a propeller is used for cooling a motor vehicle engine, it is placed either in front or behind the radiator for cooling the engine.

La conception de ces hélices pose de nombreux problèmes en pratique lorsque l'on cherche à améliorer leurs performances aérauliques et acoustiques.The design of these propellers poses many problems in practice when one seeks to improve their aeraulic and acoustic performance.

Les hélices de ventilateur sont généralement réalisées par moulage d'une matière plastique. Pour diminuer les coûts de fabrication, il est habituel de réaliser les pales de l'hélice sous la forme d'un profil en aile d'avion d'épaisseur aussi faible que possible.Fan propellers are generally made by molding a plastic material. To reduce manufacturing costs, it is usual to make the blades of the propeller in the form of an airfoil profile of thickness as low as possible.

Par ailleurs, la plupart des hélices de ventilateur connues ont une profondeur axiale importante pour permettre de diminuer les charges qui s'exercent sur les pales et par conséquent le bruit généré par le ventilateur.Moreover, most known fan propellers have a large axial depth to allow decreasing the loads on the blades and therefore the noise generated by the fan.

Les hélices à pales minces sont compatibles avec une diminution de l'encombrement axial, mais sont cependant mieux adaptées au refroidissement de moteurs de véhicules automobiles dans le cas où l'hélice se situe à une distance importante (typiquement de plusieurs centimètres) par rapport au faisceau du radiateur de refroidissement.Thin blade propellers are compatible with a decrease in axial size, but are however better adapted to the cooling of motor vehicle engines in the case where the propeller is at a significant distance (typically several centimeters) from the radiator cooling beam.

Compte tenu du fait que la place disponible dans le compartiment moteur des véhicules automobiles est souvent très limité, il est souhaitable non seulement de disposer d'hélices d'encombrement réduit dans la direction axiale, mais aussi de pouvoir réduire la distance entre l'hélice et le faisceau du radiateur de refroidissement.In view of the fact that the space available in the engine compartment of motor vehicles is often very limited, it is desirable not only to have propellers of reduced size in the axial direction, but also to be able to reduce the distance between the propeller and the cooling radiator bundle.

Or, les hélices à pales minces, comme enseignées par exemple par FR-A-2 781 843 et US 2005/232778 , voient leurs performances aérauliques et acoustiques dégradées lorsqu'elles se trouvent à une distance proche du faisceau d'un échangeur de chaleur, par exemple d'un radiateur de refroidissement. Cette dégradation est due principalement aux perturbations engendrées par la forte turbulence issue des échangeurs de chaleur. L'expression "distance proche" entend désigner ici une distance qui est typiquement de l'ordre de 1 cm.However, thin-blade propellers, as taught for example by FR-A-2,781,843 and US 2005/232778 have their aeraulic and acoustic performance degraded when they are at a close distance from the beam of a heat exchanger, for example a cooling radiator. This degradation is mainly due to the disturbances caused by the strong turbulence resulting from the heat exchangers. The expression "near distance" here means a distance that is typically of the order of 1 cm.

L'invention vient apporter une solution à ces problèmes.The invention provides a solution to these problems.

Elle propose à cet effet une hélice de ventilateur du type défini précédemment, dans laquelle la pale présente une épaisseur relative qui atteint sa valeur maximale dans le premier quart de la longueur de la corde en partant du bord d'attaque, l'épaisseur relative étant définie par le rapport entre l'épaisseur de la pale et la longueur de la corde.It proposes for this purpose a fan propeller of the type defined above, in which the blade has a relative thickness which reaches its maximum value in the first quarter of the length of the rope from the leading edge, the relative thickness being defined by the ratio between the thickness of the blade and the length of the rope.

La pale présente son épaisseur maximale dans le premier quart de la corde en partant du bord d'attaque. Par ailleurs, il est avantageux que cette épaisseur relative maximale soit d'au moins 12 %.The blade has its maximum thickness in the first quarter of the rope from the leading edge. Furthermore, it is advantageous that this maximum relative thickness is at least 12%.

On réalise ainsi une hélice de ventilateur dont les pales sont beaucoup plus épaisses dans la région qui suit immédiatement le bord d'attaque (dans le premier quart de la longueur de la corde).This produces a fan propeller whose blades are much thicker in the region immediately following the leading edge (in the first quarter of the length of the rope).

Il a été constaté qu'un tel profil de pale permet d'améliorer les performances aérauliques et acoustiques spécialement dans le cas où l'hélice se trouve à proximité immédiate du faisceau d'un échangeur de chaleur, ce qui permet d'optimiser les performances du ventilateur tout en limitant l'encombrement axial de l'ensemble du ventilateur et de l'hélice. Autrement dit, la pale de l'hélice de l'invention présente un profil plus massif, du type bulbe, dans la région qui suit immédiatement le bord d'attaque.It has been found that such a blade profile makes it possible to improve air and acoustic performance, especially in the case where the propeller is in the immediate vicinity of the bundle of a heat exchanger, which makes it possible to optimize the performances. fan while limiting the axial size of the entire fan and propeller. In other words, the blade of the propeller of the invention has a more massive profile, of the bulbous type, in the region immediately following the leading edge.

Selon une autre caractéristique de l'invention, le bord d'attaque présente un rayon de courbure le plus grand possible. Ceci contribue à donner au profil de la pale une forme en bulbe dans la région qui suit le bord d'attaque.According to another characteristic of the invention, the leading edge has a radius of curvature as large as possible. This contributes to giving the profile of the blade a bulbous shape in the region following the leading edge.

Selon encore une autre caractéristique de l'invention, le profil en aile d'avion présente une ligne moyenne (fibre neutre) sans point d'inflexion.According to yet another characteristic of the invention, the aircraft wing profile has a mean line (neutral fiber) without inflection point.

En outre, il est avantageux que le profil en aile d'avion comporte un intrados présentant une inversion de courbure. Cette caractéristique permet notamment de limiter les perturbations et le bruit engendrés par le bord de fuite.In addition, it is advantageous that the airfoil profile comprises a lower surface having a curvature inversion. This characteristic makes it possible in particular to limit the disturbances and noise generated by the trailing edge.

Dans un mode de réalisation préféré, les extrémités radialement extérieures des pales sont reliées entre elles par une virole.In a preferred embodiment, the radially outer ends of the blades are interconnected by a ferrule.

Cependant, il entre également dans le cadre de l'invention de réaliser une hélice dans laquelle les extrémités précitées sont libres.However, it is also within the scope of the invention to provide a helix in which the aforementioned ends are free.

Dans la description qui suit, faite seulement à titre d'exemple, on se réfère aux dessins annexés, sur lesquels :

  • la figure 1 est une vue de face d'une hélice de ventilateur selon l'invention ;
  • la figure 2 est une vue de profil de l'hélice de la figure 1 ;
  • la figure 3 est une vue en perspective, partiellement en coupe, de l'hélice des figures 1 et 2 montrant le profil non développé d'une pale obtenu en coupant la pale par une surface cylindrique de révolution autour de l'axe de l'hélice ;
  • la figure 4 représente à échelle agrandie le profil aplati de la pale, tel qu'obtenu à partir du profil non-développé de la.figure 3 ;
  • la figure 5 est un schéma explicatif d'un profil de pale, de manière générale ;
  • la figure 6 est un graphique montrant des courbes de niveau de pression acoustique et de rendement (efficacité) d'une hélice selon l'invention en fonction de l'emplacement de l'épaisseur maximale du profil par rapport à la longueur de la corde ; et
  • la figure 7 est un graphique montrant des courbes de niveau de pression acoustique et de rendement (efficacité) d'une hélice selon l'invention, pour une épaisseur relative maximale donnée.
In the description which follows, made only by way of example, reference is made to the appended drawings, in which:
  • the figure 1 is a front view of a fan propeller according to the invention;
  • the figure 2 is a profile view of the helix of the figure 1 ;
  • the figure 3 is a perspective view, partly in section, of the helix of Figures 1 and 2 showing the undeveloped profile of a blade obtained by cutting the blade by a cylindrical surface of revolution about the axis of the helix;
  • the figure 4 represents on an enlarged scale the flattened profile of the blade, as obtained from the undeveloped profile of the blade. figure 3 ;
  • the figure 5 is an explanatory diagram of a blade profile, in general;
  • the figure 6 is a graph showing sound pressure level curves and efficiency (efficiency) a propeller according to the invention as a function of the location of the maximum thickness of the profile relative to the length of the rope; and
  • the figure 7 is a graph showing curves of sound pressure level and efficiency (efficiency) of a propeller according to the invention, for a given maximum relative thickness.

L'hélice 10 telle que représentée sur les figures 1 à 3 comprend une multiplicité de pales 12, ici au nombre de neuf, qui s'étendent généralement radialement à partir d'un moyeu central 14, encore appelé "bol", et reliées entre elles, à la périphérie de l'hélice, par une virole 16. Le moyeu, les pales et la virole, sont formés d'une seule pièce par moulage, en particulier d'une matière plastique.The propeller 10 as represented on the Figures 1 to 3 comprises a multiplicity of blades 12, here nine in number, which extend generally radially from a central hub 14, also called "bowl", and connected together, at the periphery of the propeller, by a ferrule 16. The hub, the blades and the ferrule are formed integrally by molding, in particular a plastics material.

Le moyeu 14 présente une paroi cylindrique de révolution 18 à laquelle se raccordent les pieds des pales 12 et une paroi frontale plane 20 tournée vers l'amont, par rapport au sens du flux d'air produit par la rotation de l'hélice. Le sens de rotation de l'hélice est désigné par la flèche F sur les figures 1 et 3.The hub 14 has a cylindrical wall of revolution 18 to which the feet of the blades 12 are connected and a flat front wall 20 facing upstream relative to the direction of the air flow produced by the rotation of the propeller. The direction of rotation of the helix is indicated by the arrow F on the figures 1 and 3 .

Dans la paroi frontale 20 est aménagé un trou 22 pour permettre de caler l'hélice sur un arbre d'entraînement (non représenté) relié à un moteur électrique (non représenté).In the front wall 20 is provided a hole 22 to allow to wedge the propeller on a drive shaft (not shown) connected to an electric motor (not shown).

Les pales 12 sont généralement identiques et ont une forme généralement incurvée depuis la paroi 18 du moyeu 14 jusqu'à la virole 16.The blades 12 are generally identical and have a generally curved shape from the wall 18 of the hub 14 to the shell 16.

On se réfère maintenant plus particulièrement aux figures 3 et 4 pour décrire la configuration d'une pale 12 de l'hélice dont on a représenté la section transversale circulaire non développée sur la figure 3 et la section transversale aplatie sur la figure 4. On désigne ici par l'expression "section transversale aplatie" la courbe fermée plane obtenue en coupant la pale par une surface cylindrique de révolution autour de l'axe de l'hélice (voir la figure 3), et en déroulant à plat cette surface cylindrique (voir la figure 4).We now refer more particularly to Figures 3 and 4 to describe the configuration of a blade 12 of the propeller which has been shown the undeveloped circular cross section on the figure 3 and the section transverse flattened on the figure 4 . The term "flattened cross-section" is used here to denote the plane closed curve obtained by cutting the blade by a cylindrical surface of revolution about the axis of the propeller (see FIG. figure 3 ), and by unrolling this cylindrical surface flat (see figure 4 ).

Comme on le voit sur les figures 3 et 4, la section transversale de la pale présente un profil général en aile d'avion avec un bord d'attaque 24 et un bord de fuite 26. Par l'expression « profil en aile d'avion », on entend désigner ici un profil aérodynamique avec des bords d'attaque et de fuite arrondis à contour sans angle saillant et/ou une épaisseur qui varie de manière continue.As we see on the Figures 3 and 4 , the cross section of the blade has a general airfoil profile with a leading edge 24 and a trailing edge 26. By the expression "aircraft wing profile" is meant here an aerodynamic profile with rounded leading and trailing edges with no protruding angle and / or continuously varying thickness.

En considérant le profil aplati de la figure 4, on voit que la corde 28, c'est-à-dire le segment de droite qui s'étend entre le bord d'attaque 24 et le bord de fuite 28, est inclinée d'un angle aigu ● par rapport à un plan radial P, c'est-à-dire un plan perpendiculaire à l'axe de l'hélice. Cet angle aigu ● varie généralement sur la longueur de la pale, depuis le pied de la pale qui est fixé au moyeu jusqu'à la tête de la pale qui est fixée à la virole.Considering the flattened profile of the figure 4 it can be seen that the rope 28, that is to say the line segment extending between the leading edge 24 and the trailing edge 28, is inclined at an acute angle with respect to a plane radial P, that is to say a plane perpendicular to the axis of the helix. This acute angle generally varies over the length of the blade, from the root of the blade which is fixed to the hub to the head of the blade which is fixed to the ferrule.

La longueur de la corde 28, comprise entre le bord d'attaque 24 et le bord de fuite 26, présente une valeur L qui est reportée sur la figure 4.The length of the rope 28, between the leading edge 24 and the trailing edge 26, has a value L which is reported on the figure 4 .

Pour faciliter la compréhension de la suite, on se réfère maintenant à la figure 5 qui illustre de manière générale un profil de pale, non conforme à l'invention. La figure 5 montre la section transversale aplatie de la pale, selon la définition précédente, qui présente un profil en aile d'avion. La corde C du profil s'étend entre le bord d'attaque BA et le bord de fuite BF et possède une longueur L. L'aile possède une surface supérieure Ext ("extrados") et une surface inférieure Int ("intrados"). Le profil comporte une ligne moyenne LM, encore appelée "fibre neutre", qui s'étend sensiblement à mi-distance entre l'intrados et l'extrados.To facilitate the understanding of the rest, we now refer to the figure 5 which generally illustrates a blade profile, not in accordance with the invention. The figure 5 shows the flattened cross section of the blade, according to the previous definition, which has an airfoil profile. The rope C of the profile extends between the leading edge BA and the trailing edge BF and has a length L. The wing has an upper surface Ext ("extrados") and a lower surface Int ("intrados"). The profile comprises a mean line LM, also called "neutral fiber", which extends substantially halfway between the intrados and the extrados.

L'épaisseur E de la pale est définie par rapport à un cercle dont le centre est situé sur la ligne moyenne (fibre neutre) et qui vient en contact avec l'intrados et l'extrados. Les points de tangence P1 et P2 du cercle avec respectivement l'extrados et l'intrados délimitent un segment de droite qui définit l'épaisseur E aux points considérés. Sur la figure 5 on a représenté plusieurs cercles de ce type en différents endroits le long de la ligne moyenne. On voit que le diamètre du cercle, qui correspond à l'épaisseur E, varie en fonction de la position du centre le long de la ligne moyenne. À partir de là, on peut définir également une épaisseur relative Erel comme étant le rapport entre l'épaisseur E du profil et la longueur L de la corde.The thickness E of the blade is defined with respect to a circle whose center is located on the middle line (neutral fiber) and which comes into contact with the intrados and the extrados. The points of tangency P 1 and P 2 of the circle with respectively the extrados and the intrados delimit a line segment which defines the thickness E at the considered points. On the figure 5 several circles of this type have been shown in different places along the mean line. We see that the diameter of the circle, which corresponds to the thickness E, varies according to the position of the center along the mean line. From here, it is also possible to define a relative thickness E rel as being the ratio between the thickness E of the profile and the length L of the rope.

Ces rappels étant faits, on revient maintenant à la figure 4. On voit que le profil du type aile d'avion présente une épaisseur généralement plus importante que les profils analogues de la technique antérieure (voir en particulier FR-A-2 781 843 ). Dans l'invention, la pale présente une épaisseur relative Erel qui atteint sa valeur maximale Emax dans le premier quart de la longueur de la corde en partant du bord d'attaque 24. Cette épaisseur relative maximale Emax est d'au moins 12 %. Selon l'invention, elle peut présenter une valeur allant jusqu'à 20 %, et qui le plus souvent sera de l'ordre de 15 %. Il en résulte que le profil présente, du côté du bord d'attaque, une forme caractéristique en bulbe, c'est-à-dire une forme plus massive que dans le cas des pales de la technique antérieure. Pour favoriser cette forme en bulbe, le bord d'attaque 24 présente un rayon de courbure le plus grand possible.These reminders being made, we now come back to the figure 4 . It can be seen that the profile of the aircraft wing type has a thickness that is generally greater than the similar profiles of the prior art (see in particular FR-A-2,781,843 ). In the invention, the blade has a relative thickness E rel that reaches its maximum value E max in the first quarter of the length of the rope from the leading edge 24. This maximum relative thickness E max is at least 12%. According to the invention, it may have a value of up to 20%, and which will most often be of the order of 15%. As a result, the profile has, on the leading edge side, a characteristic bulbous shape, that is to say a more massive shape than in the case of the blades of the prior art. To favor this bulbous shape, the leading edge 24 has the largest possible radius of curvature.

Par ailleurs, le bord de fuite 26 présente une épaisseur aussi faible que possible. Cela signifie que, après la zone où l'épaisseur est maximale, l'extrados 30 et l'intrados 32 se rapprochent progressivement l'un de l'autre. Dans l'exemple, l'intrados 32 présente une inversion de courbure, ce qui permet de réduire l'épaisseur de la pale à mesure que l'on s'approche du bord de fuite 26.Moreover, the trailing edge 26 has a thickness as small as possible. This means that after the zone where the thickness is maximum, the upper surface 30 and the lower surface 32 are progressively closer to one another. In the example, the intrados 32 has an inversion of curvature, which makes it possible to reduce the thickness of the blade as one approaches the trailing edge 26.

On remarque sur les figures 3 et 4 que, en partant du bord d'attaque, l'épaisseur croît de manière continue jusqu'à Emax puis décroît de manière continue jusqu'au bord de fuite.We notice on Figures 3 and 4 that, starting from the leading edge, the thickness increases continuously until E max then decreases continuously to the trailing edge.

Le fait d'avoir l'épaisseur la plus importante dans le premier quart de la longueur de la corde, en partant du bord d'attaque 24, permet de réduire le bruit généré par les turbulences de l'air lorsque l'hélice est située à proximité immédiate d'un échangeur de chaleur, c'est-à-dire à une distance qui peut être typiquement de l'ordre de 1 cm pour un radiateur standard de refroidissement d'un moteur de véhicule automobile.Having the greatest thickness in the first quarter of the length of the rope, starting from the leading edge 24, reduces the noise generated by the turbulence of the air when the propeller is located in the immediate vicinity of a heat exchanger, that is to say at a distance that can typically be of the order of 1 cm for a standard cooling radiator of a motor vehicle engine.

De plus, le fait de réduire l'épaisseur du profil au niveau du bord de fuite 26 permet aussi de limiter les perturbations et le bruit engendrés par le bord de fuite du profil:

  • La ligne moyenne LM ou fibre neutre est sans point d'inflexion. Elle est de.préférence donnée par une formule polynomiale, comme enseignée par la publication FR-A-2 781 843 , déjà citée.
In addition, reducing the thickness of the profile at the trailing edge 26 also limits the disturbances and noise generated by the trailing edge of the profile:
  • The average line LM or neutral fiber is without point of inflection. It is preferably given by a polynomial formula, as taught by the publication FR-A-2,781,843 already mentioned.

On se réfère maintenant à la figure 6 qui montre les variations du niveau de pression acoustique NPA (exprimé en décibels) ainsi que la variation du rendement ou efficacité R (exprimé en pourcentage) en fonction de la position de l'épaisseur maximale relative Emax par rapport à la longueur de la corde. On a identifié en abscisse les points qui correspondent respectivement au quart, à la moitié, aux trois quarts et à la totalité de la longueur L. On voit que la courbe correspondant au rendement ou efficacité (représentée en trait interrompu) présente un sommet dans la région qui correspond sensiblement à L/4. La courbe correspondant au niveau de pression acoustique (représentée en trait continu) est une courbe croissante qui tend vers une valeur asymptotique à partir de L/2. À la valeur L/4, le rendement atteint déjà une valeur significative.We now refer to the figure 6 which shows the variations of the sound pressure level NPA (expressed in decibels) as well as the variation of the efficiency or efficiency R (expressed as a percentage) as a function of the position of the maximum relative thickness E max with respect to the length of the rope . We have identified on the x-axis the points that correspond to quarter, half, three-quarters and all of the length L. It is seen that the curve corresponding to the yield or efficiency (shown in broken lines) has a peak in the region which corresponds substantially to L / 4 . The curve corresponding to the sound pressure level (shown in solid lines) is an increasing curve that tends to an asymptotic value starting from L / 2. At the L / 4 value, the yield is already significant.

On comprend par conséquent que, en plaçant la valeur de l'épaisseur maximale , dans le premier quart de la longueur de la corde, sensiblement dans la région correspondant à L/4, on a à la fois une efficacité maximale et un niveau de bruit particulièrement acceptable.It is therefore understood that by placing the value of the maximum thickness, in the first quarter of the length of the string, substantially in the region corresponding to L / 4, one has both a maximum efficiency and a noise level. particularly acceptable.

La figure 7 est une représentation analogue, la différence étant que l'épaisseur maximale figure en abscisse. On voit que le rendement ou efficacité (courbe en trait interrompu) présente un sommet dans la position correspondant sensiblement à 12 %. Par ailleurs, le niveau de pression acoustique diminue et atteint des valeurs acceptables entre 12 % et 20 %. Ceci montre que pour des valeurs de Emax comprises entre 12 % et 20 %, le niveau de pression acoustique est particulièrement bas. Par contre, l'efficacité est la plus grande lorsque l'on est proche de la valeur de 12 %. Elle tend ensuite à décroître à mesure que l'on approche de la valeur de 20 %.The figure 7 is a similar representation, the difference being that the maximum thickness is on the abscissa. It can be seen that the yield or efficiency (dashed curve) has a peak in the position corresponding to substantially 12%. In addition, the sound pressure level decreases and reaches acceptable values between 12% and 20%. This shows that for values of E max between 12% and 20%, the sound pressure level is particularly low. On the other hand, the efficiency is greatest when one is close to the value of 12%. It then tends to decrease as we approach the value of 20%.

La comparaison des deux figures précédentes montre l'intérêt d'avoir une épaisseur relative qui atteint sa valeur maximale dans le premier quart de la longueur de la corde en partant du bord d'attaque.The comparison of the two preceding figures shows the advantage of having a relative thickness which reaches its maximum value in the first quarter of the length of the rope starting from the leading edge.

L'invention trouve une application particulière aux hélices de refroidissement des moteurs de véhicule automobile.The invention finds particular application to the cooling helices of motor vehicle engines.

Claims (6)

  1. Fan impeller for cooling the engine that propels a motor vehicle and comprising a hub (14) and blades (12) extending radially outward from the hub, the blades having a flattened airfoil profile cross section with a leading edge (24) and a trailing edge (26) between which a chord (28) is defined,
    characterized in that the blade (12) has a relative thickness (Erel) that reaches its maximum value (Emax) in the first quarter of the length of the chord (28) measured from the leading edge (24), the relative thickness being defined by the ratio between the thickness (E) of the blade and the length (L) of the chord (28) and in that the maximum relative thickness (Emax) is between 12% and 20%.
  2. Fan impeller according to Claim 1, characterized in that the maximum relative thickness (Emax) is of the order of 15%.
  3. Fan impeller according to either of Claims 1 and 2, characterized in that the leading edge (24) has the greatest possible radius of curvature.
  4. Fan impeller according to one of Claims 1 to 3, characterized in that the airfoil profile has a centerline (LM) with no point of inflection.
  5. Fan impeller according to one of Claims 1 to 4, characterized in that the airfoil profile comprises a pressure face (32) with an inversion of curvature.
  6. Fan impeller according to one of Claims 1 to 5, characterized in that the radially outer ends of the blades (12) are connected by a shroud (16).
EP07726892.8A 2006-03-23 2007-03-14 Fan propeller, in particular for motor vehicles Active EP1996818B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL07726892T PL1996818T3 (en) 2006-03-23 2007-03-14 Fan propeller, in particular for motor vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0602510A FR2898943B1 (en) 2006-03-23 2006-03-23 FAN PROPELLER, ESPECIALLY FOR AUTOMOTIVE VEHICLES
PCT/EP2007/052401 WO2007107489A1 (en) 2006-03-23 2007-03-14 Fan propeller, in particular for motor vehicles

Publications (2)

Publication Number Publication Date
EP1996818A1 EP1996818A1 (en) 2008-12-03
EP1996818B1 true EP1996818B1 (en) 2014-03-05

Family

ID=37428624

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07726892.8A Active EP1996818B1 (en) 2006-03-23 2007-03-14 Fan propeller, in particular for motor vehicles

Country Status (7)

Country Link
US (1) US8186957B2 (en)
EP (1) EP1996818B1 (en)
CN (1) CN101427030B (en)
ES (1) ES2467890T3 (en)
FR (1) FR2898943B1 (en)
PL (1) PL1996818T3 (en)
WO (1) WO2007107489A1 (en)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2950660B1 (en) 2009-09-29 2017-08-25 Valeo Systemes Thermiques PROPELLER, MOTOR COOLING DEVICE COMPRISING SUCH A PROPELLER, METHOD AND MOLD FOR MANUFACTURING THE SAME
CN101988522B (en) * 2010-12-01 2012-08-29 鑫贺精密电子(东莞)有限公司 cooling fan
US9404511B2 (en) * 2013-03-13 2016-08-02 Robert Bosch Gmbh Free-tipped axial fan assembly with a thicker blade tip
JP5825339B2 (en) * 2013-12-27 2015-12-02 ダイキン工業株式会社 Cross flow fan wings
CN105351248B (en) * 2015-12-17 2017-12-12 新昌县三新空调风机有限公司 A kind of fan high-performance aerofoil profile
USD911512S1 (en) 2018-01-31 2021-02-23 Carrier Corporation Axial flow fan
CN111120399A (en) * 2020-01-21 2020-05-08 浙江银轮机械股份有限公司 Fan blade and cooling fan of fan
CN114673685B (en) * 2020-12-25 2024-07-12 广东美的白色家电技术创新中心有限公司 Fan blade profile construction method, fan blade, fan device and storage medium

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE509627A (en) *
JPS5688995U (en) * 1979-12-12 1981-07-16
US5328330A (en) * 1993-08-02 1994-07-12 Hudson Products Corporation Extruded aluminum fan blade
IT1271651B (en) * 1994-06-27 1997-06-04 Cofimco Srl UNCHANGED SHOVEL FOR AXIAL FAN
US5996685A (en) * 1995-08-03 1999-12-07 Valeo Thermique Moteur Axial flow fan
US5769607A (en) * 1997-02-04 1998-06-23 Itt Automotive Electrical Systems, Inc. High-pumping, high-efficiency fan with forward-swept blades
FR2781843B1 (en) * 1998-07-28 2000-10-20 Valeo Thermique Moteur Sa OPTIMIZED COMPACT FAN PROPELLER
US6398802B1 (en) * 1999-06-21 2002-06-04 Scimed Life Systems, Inc. Low profile delivery system for stent and graft deployment
GB2362927A (en) * 2000-03-07 2001-12-05 Elta Fans Ltd A hub for a fan blade
AU2002216723A1 (en) * 2000-11-08 2002-05-21 Robert Bosch Corporation High-efficiency, inflow-adapted, axial-flow fan
ITMI20010131A1 (en) * 2001-01-25 2002-07-26 Giorgio Cipelletti AXIAL FAN WITH DIFFERENTIATED TORSION BLADES
CN2470590Y (en) * 2001-02-22 2002-01-09 安徽天大(集团)股份有限公司工程塑料厂 Axial-flow fan
NL1019437C2 (en) * 2001-11-26 2003-05-27 Ventilatoren Sirocco Howden Bv Fan rotor blade with flap, has flap section with cross section defining two different angle geometry regions
JP2005282492A (en) * 2004-03-30 2005-10-13 Mitsubishi Fuso Truck & Bus Corp Program and method for preparing aerofoil profile

Also Published As

Publication number Publication date
JP2009530539A (en) 2009-08-27
EP1996818A1 (en) 2008-12-03
FR2898943A1 (en) 2007-09-28
CN101427030B (en) 2013-01-23
JP5362545B2 (en) 2013-12-11
FR2898943B1 (en) 2012-08-31
PL1996818T3 (en) 2014-09-30
WO2007107489A1 (en) 2007-09-27
US8186957B2 (en) 2012-05-29
US20090311101A1 (en) 2009-12-17
ES2467890T3 (en) 2014-06-13
CN101427030A (en) 2009-05-06

Similar Documents

Publication Publication Date Title
EP2622227B1 (en) Propeller for ventilator, with a variable chord length
EP2510243B1 (en) Fan propeller, in particular for a motor vehicle
EP2622226B1 (en) Propeller for ventilator, with a variable blade angle
EP1996818B1 (en) Fan propeller, in particular for motor vehicles
EP2809883B1 (en) Jet engine fan blade
EP2855847B1 (en) Fan blade for a turbojet of an aircraft having a cambered profile in the foot sections
FR3070448B1 (en) TURBOMACHINE BLOWER RECTIFIER DRAWER, TURBOMACHINE ASSEMBLY COMPRISING SUCH A BLADE AND TURBOMACHINE EQUIPPED WITH SAID DAUTH OR DUDIT TOGETHER
FR2836186A1 (en) AXIAL FLOW FAN
EP3271588B1 (en) Aerodynamically and acoustically improved car fan
EP1034376B1 (en) Fan blade
EP2821653B1 (en) Automotive fan nozzle with double-twisted arms
EP1481754A1 (en) Hollow fan blade for turbomachine and method for manufacturing such a blade
EP1152153B1 (en) Fan for a motor vehicle having guide vanes
EP1316731A1 (en) Axial fan and means for reducing noise
FR3049013B1 (en) DAWN OF RECTIFIER
WO2016050304A1 (en) Fan for a motor vehicle, having acoustically and aerodynamically optimized blades
FR3028299B1 (en) AUTOMOBILE FAN WITH OPTIMIZED BLADES FOR STRONG DEBITS
WO2021181025A1 (en) Ventilation system for an engine
FR3010747A1 (en) AUTOMOBILE FAN WITH OPTIMIZED BLADES FOR ACOUSTICS AND AERODYNAMICS
FR2969229A1 (en) FAN PROPELLER AND ASSOCIATED COOLING MODULE
WO2013174729A1 (en) Motor vehicle fan having optimized blades
BE399329A (en)
FR2958345A1 (en) Fan impeller for motor-fan unit of motor vehicle, has blade variably wedged between active and inactive positions and including fixed part with respect to hub, and movable part articulated with respect to fixed part
FR2750107A3 (en) Motorboat propeller with segmented hub

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20080916

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20130405

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20130918

RIN1 Information on inventor provided before grant (corrected)

Inventor name: DEMORY, BRUNO

Inventor name: MOREAU, STEPHANE

Inventor name: HENNER, MANUEL

Inventor name: LEVASSEUR, AURELIEN

Inventor name: LEBERT, CEDRIC

Inventor name: LEVASSEUR, ANTOINE

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC MT NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 655070

Country of ref document: AT

Kind code of ref document: T

Effective date: 20140315

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: FRENCH

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 602007035346

Country of ref document: DE

Effective date: 20140417

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2467890

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20140613

REG Reference to a national code

Ref country code: AT

Ref legal event code: MK05

Ref document number: 655070

Country of ref document: AT

Kind code of ref document: T

Effective date: 20140305

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20140305

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

REG Reference to a national code

Ref country code: PL

Ref legal event code: T3

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140705

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140605

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602007035346

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140707

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140331

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140331

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140314

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

26N No opposition filed

Effective date: 20141208

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20140605

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 602007035346

Country of ref document: DE

Effective date: 20141208

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 9

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140605

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140606

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20140314

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140305

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20070314

Ref country code: BE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20140331

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 11

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 12

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: PL

Payment date: 20210305

Year of fee payment: 15

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20210412

Year of fee payment: 15

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20230428

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230528

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220315

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20220314

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20240307

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20240325

Year of fee payment: 18