Method and system for controlling a thrust reverser of an aircraft

Abstract

An aspect of the invention relates to a method for controlling a thrust reverser of a turbojet engine during an aborted takeoff of an aircraft, the thrust reverser comprising: a door movable between a closed position, an over-closed position, and a deployed position; a door actuator configured to move the door between the closed position, the over-closed position, and the deployed position; means for locking the door in the closed position, the means being movable between a locked position and an unlocked position; and a lock actuator configured to move the locking means between the locked position and the unlocked position. The method comprises the following steps: reducing the engine speed of the turbojet engine by following a given value less than a first engine speed threshold at which the aerodynamic force exerted on the door is equal to the force generated by the door actuator; controlling the door actuator in such a way as to bring the door into the over-stowed position; controlling the lock actuator in such a way as to bring the locking means into the unlocked position; and controlling the door actuator when the locking means is in the unlocked position in such a way as to bring the door into the deployed position; wherein the given value of the engine speed is higher than the idle speed.

Description

Technical Field

[0001] The technical field of the invention is that of thrust reversers for turbojet engines of aircraft. More particularly, the invention relates to a method and a system for controlling a thrust reverser with doors during a rejected takeoff of an aircraft. Background Art

[0002] In the case of a turbofan engine, the purpose of a turbojet engine thrust reverser is to improve the braking capability of an aircraft during landing or rejected takeoff by redirecting at least part of the flow of combustion gases and / or part of the flow of cooling air generated by the fan toward the front of the turbojet engine. The means making it possible to achieve this flow redirection vary depending on the type of thrust reverser.

[0003] The door-type thrust reverser comprises at least two doors pivoting relative to the pod housing the turbojet engine. These doors are movable by cylinders between a stowed position, in which they ensure the continuity of the aerodynamic flow path, and an open or deployed position, in which they block the aerodynamic flow path and redirect the flow circulating therein.

[0004] The thrust reverser also includes a locking system to keep the doors in the stowed position without loading the cylinders, as long as thrust reversal is not required.

[0005] 1 shows a known exemplary locking system comprising an S-shaped hook 10 arranged between two doors (not shown) and rotatably mounted on a support 20 connected to the nacelle. A first end 10A of the S-shaped hook 10 cooperates with a first locking hook 31A integral with one of the two doors, and a second, opposite end 10B of the S-shaped hook 10 cooperates with a second locking hook 31B integral with the other door.

[0006] Figures 2A-2C illustrate the deployment sequence of a door-type thrust reverser equipped with the locking system of Figure 1. During the first phase, shown in Figure 2A, the cylinders are controlled to bring the door into an overstowed position, creating a gap between the ends 10A-10B of the S-hook 10 and the locking hooks 31A-31B of the door. Then, during the second phase, shown in Figure 2B, the S-hook 10 is rotationally actuated to release the locking hooks 31A-31B from the ends 10A-10B. Then, during the third phase, shown in Figure 2C, the cylinders can be controlled to open the door. The locking hooks 31A-31B then move away from the S-hook 10.

[0007] The passage from the stowed position ( FIG1 ) to the overstowed position ( FIG2A ), and back to the stowed position, from which the actual opening of the doors begins ( FIG2C ), increases the duration of the deployment of the thrust reversers and therefore delays their use. However, in the event of an aborted takeoff, it is important to deploy the thrust reversers as quickly as possible to reduce the braking distance, since the aircraft is heavy due to the fuel on board and has already been on the takeoff runway for a long time.

[0008] Regardless of the situation in which the thrust reversers are used: landing or rejected takeoff, the deployment sequence of Figures 2A-2C is currently adopted. In other words, there is no optimization of the deployment sequence to make it faster in the case of rejected takeoff. Summary of the Invention

[0009] The object of the present invention is to reduce the braking distance of an aircraft equipped with thrust reversers with doors during a rejected take-off of the aircraft.

[0010] According to a first aspect of the invention, this object is addressed by providing a method for controlling a thrust reverser of a turbojet engine, the thrust reverser comprising:

[0011] a door movable between a stowed position in which the door ensures continuity of the aerodynamic flow path, an overstowed position in which the door partially enters the aerodynamic flow path, and a deployed position in which the door diverts at least a portion of the flow through the aerodynamic flow path to generate reverse thrust;

[0012] - a door actuator configured to move the door between a stowed position, an over-stowed position, and a deployed position;

[0013] - means for locking the door in the stowed position, movable between a locked position and an unlocked position;

[0014] - a lock actuator configured to move the locking device between a locked position and an unlocked position;

[0015] The method comprises the following steps:

[0016] - reducing the engine speed of the turbojet engine by following a given value less than a first engine speed threshold at which the aerodynamic force exerted on the door is equal to the force generated by the door actuator;

[0017] - controlling the door actuator to bring the door into the overstowed position;

[0018] - controlling the lock actuator to bring the locking device into the unlocked position; and

[0019] - when the locking device is in the unlocked position, controlling the door actuator to bring the door into the deployed position;

[0020] The control method according to the first aspect of the present invention is remarkable in that the given value of the engine speed is higher than the idle speed.

[0021] The engine speed setpoint above idle speed allows the turbojet engine to slow down less in order to carry out the over-retraction of the doors and thus generate greater reverse thrust once the deployment of the thrust reversers is complete. Thus, in the event of an aborted takeoff, the braking distance can be reduced.

[0022] In a preferred embodiment of the control method, the door actuator is advantageously controlled in such a way that the door is brought into the overstowed position before the engine speed reaches a first engine speed threshold. Thus, deployment of the thrust reversers can be started and ended more quickly, which makes it possible to further reduce the braking distance.

[0023] In order to shorten the deployment sequence of the thrust reversers, the door actuator and the lock actuator may be controlled simultaneously to bring the door into the overstowed position and the locking device into the unlocked position, respectively.

[0024] In addition to the features already mentioned in the preceding paragraphs, the control method according to the first aspect of the invention may have one or more of the following supplementary features, considered individually or in all technically possible combinations thereof:

[0025] - the given value of the engine speed is comprised between 70% and 95% of the first engine speed threshold;

[0026] - controlling the door actuator in such a way that the door is brought into the overstowed position as long as the locking device is not in the unlocked position;

[0027] - controlling the door actuator in such a way that the door is brought into the deployed position as soon as the locking device is brought into the unlocked position; and

[0028] - a first engine speed threshold value corresponds to a minimum value of the force generated by the door actuator, and the door actuator is controlled in such a way that the door is brought into the overstowed position at the latest when the engine speed reaches a second engine speed threshold value corresponding to a maximum value of the force generated by the door actuator.

[0029] A second aspect of the invention relates to a system for controlling a thrust reverser, comprising means configured to implement the control method according to the first aspect of the invention.

[0030] In one embodiment, the control system comprises:

[0031] - a directional control unit configured to provide energy to the door actuator and the lock actuator;

[0032] - an isolation control unit configured to isolate the directional control unit from a power supply;

[0033] A calculator configured to drive the oriented control unit and the isolation control unit.

[0034] The invention and its various applications will be better understood by reading the following description and by examining its drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Other characteristics and advantages of the present invention will become apparent from the following description, given for illustrative purposes, and in no way limiting, with reference to the accompanying drawings, in which:

[0036] FIG1 shows a system for locking the doors of a thrust reverser of a turbojet engine according to the prior art;

[0037] 2A , 2B and 2C show different stages of a deployment sequence of a door-type thrust reverser provided with the locking system of FIG. 1 ;

[0038] 3 is a schematic diagram of a gate-type thrust reverser of a turbojet engine and a hydraulic control system capable of implementing the control method according to the first aspect of the present invention;

[0039] FIG4 shows the engine speed of a turbojet engine when the thrust reversers are controlled in a conventional manner and when the control method according to the first aspect of the invention is applied; and

[0040] FIG5 shows two engine speed thresholds from which the deployment sequence of the thrust reversers begins, depending on the power available to actuate the doors.

[0041] For greater clarity, the same or similar elements are marked with the same reference numerals throughout the drawings. DETAILED DESCRIPTION

[0042] FIG3 schematically shows a thrust reverser of an exemplary turbojet engine for an aircraft and a schematic diagram of an exemplary control system 60 , by means of which the control method of the thrust reverser according to the invention will be described.

[0043] The thrust reversers are of the gate type and consist of:

[0044] - a first door 30A and a second door 30B, which are movable between a stowed position, an over-stowed position and an open or deployed position;

[0045] a first door actuator 40A connected to the first door 30A and a second door actuator 40B connected to the second door 30B, making it possible to move the doors 30A-30B between a stowed position, an overstowed position and a deployed position;

[0046] a first locking device 10 and a second locking device 10 ′ movable between a first, so-called locked position in which the doors 30A- 30B are in the stowed position and a second, so-called unlocked position allowing the doors to be opened; and

[0047] A first lock actuator 50 connected to the first locking device 10 , and a second lock actuator 50 ′ connected to the second locking device 10 ′, configured to move the locking devices 10 - 10 ′ between a locked position and an unlocked position.

[0048] The doors 30A-30B can be pivotally mounted relative to the pod housing the turbojet engine. For example, they can be positioned diametrically opposite each other relative to the longitudinal axis of the pod. In the stowed position, the doors 30A-30B ensure the continuity of the aerodynamic flow path defined by the pod interior, typically the aerodynamic flow path of the secondary flow in the case of a turbofan engine. In the overstowed position, the doors 30A-30B partially penetrate the aerodynamic flow path, and when the turbojet engine is operating, the flow circulating in the aerodynamic flow path exerts pressure on the doors 30A-30B. In the deployed position, the doors 30A-30B block the aerodynamic flow path and divert at least a portion of the flow upstream of the turbojet engine to generate reverse thrust.

[0049] Preferably, the thrust reverser doors 30A-30B are moved simultaneously by the door actuators 40A-40B into the stowed position, the overstowed position or the deployed position.

[0050] For example, the locking devices 10 - 10 ′ are positioned between the doors 30A- 30B in a diametrically opposed manner relative to the longitudinal axis of the nacelle.

[0051] The locking devices 10-10' are preferably S-shaped hooks, as previously described with respect to FIG. 1 . They can be pivotally mounted relative to a support (not shown) secured to the pod. The first S-shaped hook 10 includes a first end 10A capable of cooperating with the first locking hook 31A of the first door 30A, and a second, opposite end 10B capable of cooperating with the first locking hook 31B of the second door 30B. The second S-shaped hook 10' includes a first end 10A' capable of cooperating with the second locking hook 32A of the first door 30A, and a second, opposite end 10B' capable of cooperating with the second locking hook 32B of the second door 30B.

[0052] The thrust reverser control system 60 preferably comprises a directional control unit 61 hereinafter referred to as DCU, an isolation control unit 62 hereinafter referred to as ICU, and a calculator 63 .

[0053] In the embodiment of FIG. 3 , the control system 60 is a hydraulic control system because the door actuators 40A-40B are composed of hydraulic cylinders, the first lock actuator 50 is a hydraulic master lock, hereinafter referred to as “HPL,” and the second lock actuator 50 ′ is an electrohydraulic master lock, hereinafter referred to as “EHPL.”

[0054] The DCU 61 is a solenoid valve (also known as a directional control valve) that includes several inputs and outputs for fluids. It is connected to the hydraulic cylinders 40A-40B via a first hydraulic circuit loop (through which the fluid circulates), and to the main (electrical) hydraulic locks 50-50' via a second hydraulic circuit loop. The HPL 50 and EHPL 50' are advantageously connected (hydraulically) in series with the DCU 61.

[0055] The DCU 61 has the function of supplying energy to the various actuators of the thrust reverser, here by directing the fluid to one or the other of the input-output D / S of the hydraulic cylinders 40A-40B, and / or to the input P3 of the HPL 50 (whose output O3 is advantageously connected to the input P4 of the EHPL 50 ′).

[0056] The ICU 62 is located between the main input pins of the hydraulic circuit and the DCU 61. In the absence of a deployment command, the DCU 61, cylinders 40A-40B and locks 50-50' are recharged by isolating them from the hydraulic power supply to avoid untimely deployment of the thrust reversers in flight.

[0057] The DCU 61 and ICU 62 are driven by a computer 63 for deploying the thrust reversers. The computer 63 may be distinct from or form part of the aircraft's Full Authority Digital Electronic Control (FADEC).

[0058] The control system 60 may call for deployment of the thrust reversers according to the following sequence.

[0059] During the first, so-called door overstowing phase, the computer 63 activates the ICU 62, causing it to hydraulically supply the DCU 61. This maintains the DCU 61 in a passive state, also referred to as the "off" state. In this state, hydraulic power is directed to the cylinders 40A-40B in order to overstow the doors 30A-30B (see FIG. 1 ). The locks 50-50' are not supplied by the DCU 61 and the S-hooks 10-10' are held in the locked position.

[0060] After a delay period corresponding to the maximum duration of over-stowing the doors 30A-30B has been observed, the computer 63 triggers a second, so-called door unlocking phase. It activates the DCU 61 to direct a portion of the hydraulic power to the HPL 50, causing it to move the first S-hook 10 into the unlocked position. Once the HPL 50 has managed to move the first S-hook 10, the hydraulic power is transferred from the HPL 50 to the EHPL 50'. The EHPL 50' then moves the second S-hook 10' into the unlocked position. During this door unlocking phase, the cylinders 40A-40B are still controlled in such a way as to over-stow the doors (thereby creating a gap between the S-hook 10-10' and the corresponding locking hooks 31A-31B, 32A-32B of the doors 30A-30B).

[0061] Once the EHPL 50' manages to move the second S-hook 10' into the unlocked position, hydraulic power traverses the EHPL 50' and returns to the DCU 61. This has the effect of triggering the third stage of the sequence, i.e., the third stage of opening of the doors 30A-30B. In effect, the return of hydraulic power (via the IN input of the DCU 61) causes the DCU 61 to switch to a position in which the cylinders 40A-40B are powered, thereby opening the doors 30A-30B.

[0062] 3 , as long as the S-hooks 10 - 10 ′ are not in the unlocked position, the cylinders 40A-40B continue to function in the sense of overstowage of the doors 30A-30B, and the control of the cylinders 40A-40B to bring the doors 30A-30B into the deployed position is followed by unlocking of the doors.

[0063] If the aerodynamic force exerted on the doors by the flow circulating in the aerodynamic flow path is greater than the force generated by the cylinders, the cylinders 40A-40B may not try to over-stow the doors 30A-30B. The aerodynamic force exerted on the doors 30A-30B depends on the speed of the engine generating the flow, for example, the low-pressure engine speed N1 (also called the fan engine speed) in the case of a thrust reverser that diverts the secondary flow of a turbofan engine. Therefore, in order for the doors 30A-30B to be brought into the over-stowed position, the engine speed N1 must be less than a threshold value, hereinafter referred to as "N1 OTD ”, at which threshold the aerodynamic force exerted on doors 30A-30B is equal to the force generated by cylinders 40A-40B.

[0064] However, in the case of an aborted takeoff, when the pilot requested the thrust reversers to deploy, the engine speed was much higher than the threshold N1. OTD In order to bring the door into the over-stowed position, it is therefore necessary to reduce the engine speed to a threshold value N1 beforehand. OTD the following.

[0065] FIG. 4 shows, by means of a solid curve, the engine speeds when the above-described sequence is applied in the event of an aborted takeoff of the aircraft.

[0066] At the moment t1 when the pilot of the aircraft demands the deployment of the thrust reversers (by transferring the throttle lever from the "takeoff" position to the "thrust reversers" position), the engines are operated in direct jet mode and the engine speed N1 is maximum, allowing the aircraft (N1 = N1 NTO ) Takeoff. Control the reduction of engine speed N1. For a given value, idle speed N1 IDLE At time t2, the engine speed N1 becomes equal to the threshold value N1 OTD However, this expansion sequence is only valid at time t 2’ It has been detected that the engine speed N1 is lower than the threshold N1 OTD During a portion of the deployment, the engine speed N1 continues to decrease until it reaches a given value, here the idle speed N1. IDLE Then, when the deployment of the thrust reverser is terminated at time t3 (ie, when the doors 30A-30 are in the deployed position), the engine is operated with reverse jets, and the engine speed N1 is gradually increased to the maximum reverse thrust value N1. MAXREV .

[0067] It can be observed that, with this management of the engine speed, the maximum reverse thrust is only available later, as the engine decelerates to the minimum speed (N1 IDLE ), and spends a lot of time to speed up again.

[0068] Within the scope of the present invention, a method for controlling the thrust reversers is proposed, in which the reverse thrust generated at the end of deployment is greater and the duration of the unavailability of maximum reverse thrust is reduced. This control method includes a specific management of the engine speed N1, which is represented by the mixed line curve in FIG4 .

[0069] In the control method according to the present invention, the engine speed N1 is controlled by following the given value N1 TG The given value is lower than the threshold value N1. OTD , but higher than idle speed N1 IDLE Therefore, the engine deceleration is low and the re-acceleration phase lasts for a shorter time. Moreover, when the deployment of the thrust reversers ends (instant t3), the engine speed N1 is high.

[0070] Engine speed setpoint N1 TG Preferably included in the threshold N1 OTDBetween 70% and 95% of the threshold, at which the aerodynamic force exerted on the doors 30A-30B is equal to the force generated by the cylinders 40A-40B.

[0071] In a preferred embodiment of the control method also represented by FIG. 4 , when the engine speed reaches the threshold value N1 OTD Before, for example, at the moment t1 (N1=N1) when the pilot needs the thrust reverser to be deployed NTO ), the deployment command of the thrust reverser is given earlier. In other words, the cylinders 40A-40B are controlled in such a way that when the engine speed N1 reaches the threshold value N1 OTD Before that, the doors 30A-30B are brought to the over-stowed position (by activating the ICU 61 in the control system 60 of FIG. 3 ). This timing makes it possible to 2’ , starts deployment faster, and makes it possible to optionally compare the engine speed with a threshold N1 OTD Therefore, at the time t in Figure 4 3’ (t 3’ <t3), deployment also terminates sooner and reverse thrust is available sooner.

[0072] Thus, the cylinders 40A-40B will attempt to achieve over-retraction of the doors, but will only manage this situation when the engine speed has dropped sufficiently. This brief (on the order of 0.1s to 1s) "overload" of the cylinders does not lead to failure of the thrust reverser or accelerate its aging.

[0073] Advantageously, the cylinders 40A-40B are controlled to bring the door into the over-stowed position while the HPL 50 is controlled to bring the first S-hook 10 into the unlocked position. This can be accomplished using the control system of FIG3 by activating the ICU 62 and the DCU 61 simultaneously.

[0074] In other words, the delay between the start of the door overstowing phase and the start of the door unlocking phase is eliminated. The HPL 50 attempts to pull the first S-hook 10 until the cylinders 40A-40B manage to overstow the door, that is, until the engine speed is low enough to overcome the aerodynamic forces. Thus, door unlocking immediately follows door overstowing.

[0075] This control mode is advantageous when the door is over-retracted in a shorter time than expected, for example because the available hydraulic power is greater than expected. This can cause wear on the S-hooks 10-10' and the release hooks 31A-31B, 32A-32B as they are forced against each other. However, since aircraft aborted takeoffs are rare (approximately once every 10,000 takeoffs), such wear on the hooks remains very limited. Therefore, it is acceptable.

[0076] The pressure in the hydraulic circuit can vary in a significant manner from one use of the thrust reverser to another, in particular depending on the conditions of use of the system (temperature, external pressure) or on manufacturing and wear distribution. Therefore, the cylinders 40A-40B do not always have the same hydraulic power available to over-retract the doors 30A-30B.

[0077] Figure 5 shows an advantageous way of managing the engine speed N1 in this case. Engine speed threshold N1 OTD is chosen to correspond to the minimum value of the force generated by the cylinder, in other words to the minimum hydraulic pressure. For example, if the hydraulic pressure varies between 185 bar and 206 bar, the engine speed N1 is reduced by following the given value N1 TG and decreases below the first threshold engine speed value (N1 OTD ), the first threshold engine speed value corresponds to an over-retraction of the door at 185 bar. Conversely, when the engine speed N1 reaches a second threshold N1 corresponding to the maximum value of the force generated by the cylinder TH , i.e., the cylinders 40A-40B are advantageously controlled to over-retract the doors 30A-30B at the latest, i.e., in the present embodiment, at 206 bar. Thus, if the available pressure is ultimately higher than 185 bar, the deployment sequence will be able to start when the engine speed N1 reaches the first threshold N1. OTD Before starting (through the stage of over-retraction of the door).

[0078] The thrust reverser may alternatively include a hydraulic pressure sensor to know precisely the force that the cylinders 40A-40B can generate at the moment of rejected takeoff. Then, the engine speed threshold N1 corresponding to this force is used to determine the thrust reverser. OTD , determine the given value N1 (via calculator 63) TG .

[0079] When a rejected takeoff is detected, the control method according to the present invention is implemented. The detection of a rejected takeoff can be performed by the computer 63 of the control system 60 based on information from the cockpit and / or from the engine. For example, a rejected takeoff is detected when the following conditions are met:

[0080] - The aircraft remains on the ground for several minutes;

[0081] - The throttle lever is in the "maximum reverse thrust" position; and

[0082] -The throttle lever was in the "takeoff" position less than a minute ago.

[0083] The control method according to the invention has been described above using as an example a thrust reverser comprising a hydraulic cylinder and an (electro)hydraulic main lock. However, it can be implemented using any type of actuator, in particular a pneumatic actuator or an electric actuator. The number of locking devices need not be two, and shapes other than S-hooks can be used. In general, the control method according to the invention can be applied to any thrust reverser for a turbojet engine comprising at least two doors, at least two door actuators, at least one device for locking the doors in a stowed position, and at least one lock actuator associated with the locking device.

[0084] In the same manner, the hydraulic circuit, DCU61 and ICU62 of the control system 60 represented by FIG. 3 may be replaced by any other device (notably electronic devices) configured for controlling the door actuator in the over-stowed or deployed position and for controlling the lock actuator in the unlocked position.

Claims

1. A method for controlling a thrust reverser of a turbojet engine during an aborted takeoff of an aircraft, said thrust reverser comprising: - a door (30A, 30B) movable between a stowed position in which the door ensures continuity of the aerodynamic flow path, an overstowed position in which the door (30A, 30B) partially enters the aerodynamic flow path, and a deployed position in which the door (30A, 30B) diverts at least a portion of the flow through the aerodynamic flow path to generate reverse thrust; - a door actuator (40A, 40B) configured to move the door (30A, 30B) between a stowed position, an over-stowed position, and a deployed position; - a device (10) for locking the doors (30A, 30B) in a stowed position, said device (10) being movable between a locked position and an unlocked position; - a lock actuator (50) configured to move the locking device (10) between a locked position and an unlocked position; The method comprises the following steps: - by following the first engine speed threshold (N1 OTD ) below the given value (N1 TG ), reducing the engine speed (N1) of the turbojet engine, at said first engine speed threshold, the aerodynamic force exerted on the doors (30A, 30B) being equal to the force generated by the door actuators (40A, 40B); - controlling the door actuators (40A, 40B) to bring the doors (30A, 30B) into an over-stowed position; - controlling the lock actuator (50) to bring the locking device (10) into the unlocked position; and - when the locking device (10) is in the unlocked position, controlling the door actuator (40A, 40B) to bring the door (30A, 30B) into the deployed position; The given value of the engine speed in this method (N1 TG ) is higher than idle speed (N1 IDLE ).

2. The method according to claim 1, wherein Engine speed setpoint (N1 TG ) includes a first engine speed threshold (N1 OTD ) between 70% and 95%.

3. The method according to claim 1, wherein The door actuators (40A, 40B) are controlled in such a way that when the engine speed (N1) reaches a first engine speed threshold (N1 OTD ), bring the doors (30A, 30B) into the over-stowed position before.

4. The method according to claim 1, wherein The door actuators (40A, 40B) and the lock actuator (50) are controlled simultaneously to bring the doors (30A, 30B) into an over-stowed position and the locking device (10) into an unlocked position, respectively.

5. The method according to claim 1, wherein The door actuators (40A, 40B) are controlled in such a way that the doors (30A, 30B) are brought into the over-stowed position as long as the locking device (10) is not in the unlocked position.

6. The method according to claim 1, wherein The door actuators (40A, 40B) are controlled in such a way that the doors (30A, 30B) are brought into the deployed position as soon as the locking device (10) is brought into the unlocked position.

7. The method according to claim 1, wherein The first engine speed threshold corresponds to a minimum value of the force generated by the door actuator, and wherein the door actuator (40A, 40B) is controlled in such a way that when the engine speed (N1) reaches a second engine speed threshold (N1 TH ), the doors (30A, 30B) are brought to the over-stowed position at the latest, the second engine speed threshold (N1 TH ) corresponds to the maximum value of the force generated by the door actuator.

8. A system (60) for controlling a thrust reverser of a turbojet engine, the thrust reverser comprising: - a door (30A, 30B) movable between a stowed position in which the door ensures continuity of the aerodynamic flow path, an overstowed position in which the door (30A, 30B) partially enters the aerodynamic flow path, and a deployed position in which the door (30A, 30B) diverts at least a portion of the flow through the aerodynamic flow path to generate reverse thrust; - a door actuator (40A, 40B) configured to move the door (30A, 30B) between a stowed position, an over-stowed position, and a deployed position; - a device (10) for locking the doors (30A, 30B) in a stowed position, said device (10) being movable between a locked position and an unlocked position; - a lock actuator (50) configured to move the locking device (10) between a locked position and an unlocked position; The system comprises an apparatus (61, 62, 63) configured to implement the method according to any one of claims 1 to 7.

9. The system (60) of claim 8, comprising: - a directional control unit (61) configured to provide energy to the door actuators (40A, 40B) and the lock actuator (50); - an isolation control unit (62) configured to isolate the directional control unit (61) from the power supply (Pin); A calculator (63) configured to drive the orientation control unit (61) and the isolation control unit (62).

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