Locking system for the thrust reverser of an aircraft

Abstract

Locking system for a thrust reverser of an aircraft. A locking system for securing a translating cowl to a frame of a thrust reverser on an engine of an aircraft. The locking system includes an arm connected to the translating cowl, wherein the arm has a receiving portion. A lock includes a body and a pin, wherein the pin is movable relative to the body, and wherein the lock is positionable between a locked position and an unlocked position. In the locked position, the pin is in an extended position relative to the body, the pin extending into the receiving portion to secure the translating cowl in a stowed position. In the unlocked position, the pin is in a retracted position relative to the body, away from the arm, to enable movement of the translating cowl to a deployed position.

Description

Technical Field

[0001] The present invention generally relates to the field of thrust reversers on aircraft, and more specifically, to a system for fixing a thrust reverser in a retracted position and enabling the thrust reverser to be moved to an deployed position. Background Technology

[0002] Many aircraft engines are equipped with thrust reversers. Thrust reversers use engine thrust to slow the aircraft during landing, thus helping to reduce brake wear and enabling shorter landing distances. Thrust reversers are mounted on the aircraft and extend around part or all of the engine core. Most thrust reversers on large turbofan engines are configured to translate along the length of the engine core between a retracted and deployed position. In the retracted position, such as during takeoff and flight, the thrust reverser allows the engine thrust to propel the aircraft forward. From the retracted position, the thrust reverser translates rearward relative to the engine core to the deployed position. In the deployed position, the thrust reverser is configured to divert thrust to counteract the forward motion of the aircraft.

[0003] Many current translational thrust reversers utilize a hydraulic actuation system with multiple actuators connected between the stationary and translational sections of the engine. The actuators are mechanically synchronized with gears and flexible shafts to share the load. The gears also allow for a common load path locking between the actuators; when one actuator is locked, that lock engages all of them.

[0004] One problem with current actuation systems is the need for complex actuator designs, which makes inspection difficult. Complex designs may require sophisticated indication systems so the pilot can determine if the system is locked. Furthermore, the design places the actuation system in the primary load path, keeping the thrust reverser in the retracted position during flight. This may not be an efficient way to carry the load. Additionally, this may require larger actuators, which could reduce the aircraft's efficiency. Summary of the Invention

[0005] One aspect relates to a locking system for securing a translational cowl to a thrust reverser on an aircraft engine. The locking system includes an arm connected to the translational cowl, the arm including a receiving portion. A lock includes a body and a pin movable relative to the body, the lock being positionable between a locked position and an unlocked position. In the locked position, the pin is in an extended position relative to the body, extending into the receiving portion to secure the translational cowl in a retracted position. In the unlocked position, the pin is in a retracted position relative to the body, away from the arm, allowing the translational cowl to be moved to an deployed position.

[0006] In another aspect, the receiving portion includes an opening contained within the arm, the arm extending entirely around the opening.

[0007] In another aspect, a biasing member is located in the body, wherein the biasing member is configured to apply a force to the pin to bias the pin toward an extended position.

[0008] In another aspect, the anchor includes a base and a flange, the base being configured to be mounted to a fixing structure, the flange extending outward from the base, wherein the lock is mounted to the flange to be spaced apart from the fixing structure.

[0009] In another aspect, the flange has an opening that aligns with the pin so that when the pin is in the extended position, the pin extends through the opening and into the receiving portion of the arm.

[0010] In another aspect, each of the flange and the arm includes a flat surface that faces each other when the lock is in the locked position and the pin is located in the receiving portion of the arm.

[0011] In another aspect, the base includes an opening through which the arm extends in the locked position.

[0012] In another aspect, a control unit having a processing circuit system or one or more switches is configured to be installed in the aircraft and configured to move the lock between the locked position and the unlocked position.

[0013] In another aspect, the arm is a first arm, and the lock is a first lock forming a first locking combination, and also includes one or more additional locking combinations, each of which includes an additional arm and an additional lock, each of the one or more locking combinations being selectively movable between a locked position and an unlocked position.

[0014] In another aspect, the locking assembly is configured to be mounted to the fixed structure and spaced apart from the engine core of the engine.

[0015] One aspect relates to a locking system for securing a translation fairing to a thrust reverser fixing structure on an aircraft engine. The locking system includes locking assemblies mounted to the fixing structure, each assembly comprising: an arm connected to the translation fairing, the arm including a first opening; an anchor mounted to the fixing structure and including a second opening; and a lock mounted to the anchor and including a movable pin. The locking assemblies are selectively movable between a locked position and an unlocked position. In the locked position, the pin extends through the first opening of the arm and the second opening of the anchor to secure the translation fairing in a retracted position. In the unlocked position, the pin is removed from the first opening to allow the translation fairing to be moved to an deployed position.

[0016] In another aspect, the pin is located away from the first opening and the second opening in the unlocked position.

[0017] In another aspect, the anchor includes a base configured to be mounted to the fixing structure, a flange extending outward from the base, and wherein the second opening is located in the flange and spaced apart from the base.

[0018] In another aspect, the mounting structure includes a torque box extending around the engine core.

[0019] In another aspect, a third opening is located in the anchor, and the arm extends through the third opening in the locked position.

[0020] In another aspect, the locking assembly also includes a biasing member that biases the pin toward the locking position.

[0021] One aspect relates to a method for securing a translational fairing of a thrust reverser to an engine of an aircraft. The method includes: positioning an arm extending outwardly from the translational fairing in a lock position with the fairing in a retracted position; locking the lock to the arm and securing the translational fairing in the retracted position; unlocking the lock from the arm; and moving the translational fairing from the retracted position to an deployed position and moving the arm away from the lock.

[0022] In another aspect, the method further includes positioning the arm in the retracted position within an opening in the engine's fixed structure.

[0023] In another aspect, the method further includes inserting the pin of the lock into an opening in the arm and locking the lock to the arm.

[0024] In another aspect, the method further includes: aligning the arm with the lock and positioning an opening in the arm at an opening in an anchor supporting the lock; and inserting a pin of the lock through the opening in the arm and the opening in the anchor, and locking the lock to the arm.

[0025] A locking system for securing a translation fairing (40) to a thrust reverser fixing structure (51) on an engine (104) of an aircraft, the locking system comprising: locking assemblies (59) mounted to the fixing structure (51), each of the locking assemblies (59) comprising: an arm (41) connected to the translation fairing (40), the arm (41) including a first opening (43); an anchor (65) mounted to the fixing structure (51) and including a second opening (68); and a lock (61) mounted to the... Anchor (65) and includes a movable pin (63); wherein the locking assembly (59) is selectively movable between a locked position and an unlocked position; wherein in the locked position, the pin (63) extends through the first opening (43) of the arm (41) and the second opening (68) of the anchor (65) to secure the translation fairing (40) in a retracted position; and wherein in the unlocked position, the pin (63) is moved away from the first opening (43) to allow the translation fairing (40) to be moved to an deployed position.

[0026] In one respect, in the unlocked position, the pin (63) is away from both the first opening (43) and the second opening (68).

[0027] On the other hand, the anchor (65) includes: a base (66) configured to be mounted to the fixing structure (51); a flange (67) extending outward from the base (66); and wherein the second opening (68) is located in the flange (67) and spaced apart from the base (66).

[0028] On the other hand, the locking system also includes a third opening (69) located in the anchor (65), wherein in the locked position, the arm (41) extends through the third opening (69).

[0029] On the other hand, the fixed structure (51) includes a torque box extending around the engine core (21).

[0030] On the other hand, the locking assembly (59) also includes a biasing member (80) that biases the pin (63) toward the locking position.

[0031] A method for securing a translation fairing (40) of a thrust reverser to an engine (104) of an aircraft, the method comprising: positioning an arm (41) extending outward from the translation fairing (40) at a lock (61) with the translation fairing (40) in a retracted position; locking the lock (61) to the arm (41) and securing the translation fairing (40) in the retracted position; unlocking the lock (61) from the arm (41); and moving the translation fairing (40) from the retracted position to an deployed position and moving the arm (41) away from the lock (61).

[0032] In one aspect, the method further includes positioning the arm (41) in an opening (52) in a fixing structure (51) of the engine (104) in the retracted position.

[0033] On the other hand, the method also includes inserting the pin (63) of the lock (61) into the opening (43) in the arm (41) and locking the lock (61) to the arm (41).

[0034] In another aspect, the method further includes: aligning the arm (41) with the lock (61) and positioning the opening (43) in the arm (41) at the opening (68) in the anchor (65) supporting the lock (61); and inserting the pin (63) of the lock (61) through both the opening (43) in the arm (41) and the opening (68) in the anchor (65) and locking the lock (61) to the arm (41).

[0035] The features, functions, and advantages already discussed can be realized either independently in each aspect or in combination in other aspects, and further details can be seen in the following description and figures. Attached Figure Description

[0036] Figure 1 It is an isometric view of the aircraft.

[0037] Figure 2 This is a schematic cross-sectional view of an engine with the thrust reverser in the retracted position.

[0038] Figure 3 This is a schematic cross-sectional view of an engine with the thrust reverser in the deployed position.

[0039] Figure 4A This is a schematic side view of the locking system in the locked position and the thrust reverser in the retracted position.

[0040] Figure 4B yes Figure 4AA schematic side view of the locking system, with the locking system in the unlocked position and the thrust reverser in the deployed position.

[0041] Figure 5 It is a schematic end view of the locking assembly positioned at different angles around the engine core.

[0042] Figure 6 This is an isometric view of the lock, which is attached to the frame and engages with the arm to lock the thrust reverser in the retracted position.

[0043] Figure 6A yes Figure 5 A cross-sectional view of the central lock in the locked position.

[0044] Figure 6B yes Figure 5 A cross-sectional view of the central lock in the unlocked position.

[0045] Figure 7 This is a schematic diagram of the control unit.

[0046] Figure 8 This is a flowchart of a method for a thrust reverser for a stationary aircraft engine. Detailed Implementation

[0047] Figure 1 An aircraft 100 configured to transport passengers and / or cargo is shown. The aircraft 100 typically includes a fuselage 101 having internal space configured to accommodate passengers and / or cargo. The internal space of the fuselage 101 also includes a flight deck 102 with various controls to enable flight personnel to operate the aircraft 100. Engines 104 are mounted to wings 103 on opposite sides of the fuselage 101.

[0048] Figure 2 An engine 104 with certain features is schematically shown, which are obscured in the view and shown in dashed lines. Engine 104 generally includes an engine core 21 and a nacelle 30. The engine core 21 can include various different configurations, including but not limited to a turbofan engine. In some examples, the engine core 21 includes a fan 22 to draw air into the engine core 21. The nacelle 30 extends around and protects the engine core 21 and the fan 22. The nacelle 30 includes a forward section 31 formed by one or more of an air intake cowl and a fan cowl. The forward section 31 is fixed relative to the engine core 21. The nacelle 30 also includes a translational fairing 40 that translates relative to the engine core 21 along the longitudinal axis L.

[0049] The translation fairing 40 is configured to move between a retracted position and an extended position, wherein the retracted position allows air to move through the fan duct 23 and be discharged through the nozzle outlet 24, and the extended position deflects the air moving through the fan duct 23. Figure 2 The diagram shows a translation fairing 40 in, for example, the retracted position during flight. A first portion A of the air drawn into the engine 104 is directed to the engine core 21, while a second portion B is directed to the fan duct 23. In the retracted position, the translation fairing 40 is positioned forward against the front section 31. The choke 33 is in the open position to allow airflow along the length of the fan duct 23 and out through the nozzle outlet 24 at the rear end. One or more drag links 34 are connected to the choke 33. The drag links 34 are in a first orientation that extends through the fan duct 23 and positions the choke 33 in the open position. Figure 3 The translation fairing 40 is shown in its deployed position. The translation fairing 40 is translated rearward along the longitudinal axis L to form an opening 35 between the fixed front section 31 and the translation fairing 40. A drag link 34 is actuated to a second orientation to position the choke 33 in a closed position through the fan duct 23. This position forces air into the fan duct 23 through the opening 35. The air flows over cascading components 36, such as cascaded blades, and exits as a reverse jet.

[0050] The translation fairing 40 has a generally cylindrical shape, with its hollow interior dimensions adapted to accommodate the engine core 21. The translation fairing 40 can include various different configurations. In some examples, the translation fairing 40 is a single cylindrical segment. In other examples, the translation fairing 40 is formed by two or more segments. In some examples, the translation fairing 40 extends completely around the engine core 21. In other examples, the translation fairing 40 extends partially around the engine core 21.

[0051] The translation fairing 40 is part of a thrust reverser that includes a fixed structure 51. The fixed structure 51 may include various elements, such as, but not limited to, a torque box, a hinge beam, and a latch beam. In some examples, the fixed structure 51 includes a torque box extending around the engine core 21. In some examples, the torque box is connected to a hinge beam of the upper half of the thrust reverser unit and a latch beam of the lower half of the unit. An actuator 45 is configured to move the translation fairing 40 relative to the fixed structure 51 between a retracted position and an deployed position. The actuator 45 includes an elongated length, with a first end connected to the translation fairing 40 and a second end connected to the fixed structure 51. The actuator 45 is configured to change its length to position the translation fairing 40 between the retracted and deployed positions. In some examples, the actuator 45 has a telescopic configuration with internal and external components. The number and position of the actuators 45 relative to the translation fairing 40 and the engine core 21 can vary.

[0052] The locking system 60 is configured to control the movement of the translation fairing 40 relative to the fixed structure 51. The locking system 60 is configured to move between a locked position and an unlocked position. In the locked position, the locking system 60 secures the translation fairing 40 in the retracted position. In the unlocked position, the locking system 60 releases the translation fairing 40 to allow it to be moved to the deployed position.

[0053] Figure 4A and Figure 4B A thrust reverser including a locking system 60 is schematically shown, the locking system 60 comprising one or more locking assemblies 59. Locking assembly 59 includes a lock 61 configured to engage with arm 41. Lock 61 is mounted to a fixed structure 51 and remains stationary relative to the translating fairing 40. Arm 41 is mounted to and extends outwardly from the translating fairing 40. When the translating fairing 40 is in a position such as... Figure 4A When in the retracted position as shown, arm 41 is located near lock 61 and secured in place by lock 61. Figure 4B In the unlocked position shown, lock 61 is in the unlocked position, which allows arm 41 and the connected translation fairing 40 to move to the deployed position.

[0054] Locking system 60 includes one or more locking combinations 59. In one example, locking system 60 includes a single locking combination 59. In other examples, locking system 60 includes multiple locking combinations. Figure 5 An example of a locking system 60 comprising four locking combinations 59 is shown. The locking combinations are spaced apart at different angular positions around the engine core 21 on the fixing structure 51. Figure 5 In the example, four locking combinations 59 are evenly spaced around the engine core 21.

[0055] Figure 6 A locking assembly 59, including arm 41 and lock 61, is shown. Arm 41 is mounted to a translation fairing (not shown). Lock 61 is mounted to a fixed structure 51 via an anchor 65. Anchor 65 includes a base 66 that is positioned against and connected to the fixed structure 51. Base 66 includes an opening 69 aligned with an opening in the fixed structure 51. Anchor 65 also includes a flange 67 extending outward from base 66 away from the fixed structure 51. Flange 67 also includes an opening 68. When the translation fairing 40 is in the retracted position, arm 41 extends through an opening 52 in the fixed structure 51 and an opening 69 in the base 66 of anchor 65. Arm 41 includes a receiving portion, such as an opening 43, aligned with an opening 68 in flange 67.

[0056] Lock 61 includes a body 62 mounted to flange 67. Pin 63 is located in body 62 and is movable relative to body 62. Valve 64 is mounted to body 62 and configured to move pin between different positions.

[0057] In some examples, the flange 67 and arm 41 of the anchor 65 form a U-shaped clamp structure. The pin 63, in the locked position, extends through the flange 67 and arm 41 to secure the two parts together.

[0058] Figure 6A This is a cross-sectional view of the locking assembly 59 in the locked position, which secures the translation fairing 40 in the retracted position. An arm 41 attached to the transverse fairing 40 extends through an opening 52 in the fixing structure 51 and an opening 69 in the base 66. In some examples, the surfaces of the arm 41 and the flange 67 are planar and substantially smooth to allow the arm 41 to slide across the flange 67 during insertion. In some examples, the arm 41 includes a ramp 42 at its distal end along its upper side (i.e., the side facing the lock 61). The ramp 42 contacts a corresponding ramp on the pin 63.

[0059] Pin 63 of lock 61 extends into opening 68 in flange 67 and opening 43 in arm 41. This positioning of pin 63 secures arm 41 and prevents translational fairing 40 from moving from the retracted position. In some examples, lock 61 includes a biasing member 80 that biases pin 63 toward the locked position. Actuation of valve 64 overcomes the force of biasing member 80 and moves pin 63 to the unlocked position.

[0060] Figure 6B Lock 61 is shown in the unlocked position. Pin 63 is moved to a recess positioned away from opening 43 in arm 41. This positioning allows one or more actuators 45 to move translation fairing 40 from the retracted position to the deployed position. This movement causes arm 41 to move along flange 67 and away from opening 69 in base 66 and opening 52 in fixing structure 51. When translation fairing 40 is deployed, arm 41 moves away from fixing structure 51.

[0061] like Figure 7 The control unit 90 shown controls the operation of the lock 61 of the locking system 60. The control unit 90 includes a processing circuitry 91 that controls the overall operation of the lock 61 according to program instructions 93 stored in a memory circuitry 92. The processing circuitry 91 may include one or more circuits, a microcontroller, a microprocessor, hardware, or a combination thereof. The processing circuitry 91 may include various computing capabilities to provide the required functionality. In some examples, the control unit 90 includes an analog switch configured to move the lock 61 between a locked position and an unlocked position.

[0062] The memory circuit system 92 includes a non-transitory computer-readable storage medium storing program instructions, such as a computer program product, which configures the processing circuit system 91 to implement one or more techniques discussed herein. The memory circuit system 92 may include various memory devices, such as read-only memory and flash memory. The memory circuit system 92 can be, for example, a non-transient computer-readable storage medium storing program instructions, such as a computer program product, which configures the processing circuit system 91 to implement one or more techniques discussed herein. Figure 7 The separate components shown can also be combined with the processing circuitry system 91. Alternatively, for example, in at least some embodiments where the processing circuitry system 91 is dedicated and non-programmable, the memory circuitry system 92 may be omitted from the processing circuitry system 91.

[0063] The communication circuitry 94 provides communication with the control unit 50. It can communicate with the lock 61 to control positioning between locked and unlocked positions. Communication may also include communication with other circuitry on the aircraft 100, such as, but not limited to, the vehicle control system 130 that monitors the operation of the aircraft 100 and the engine control system 131 that monitors the operation of the engine 104. Communication may also be made with one or more remote nodes 132 located outside the aircraft 100 (e.g., airline bases, Federal Aviation Administration). Different communications may occur in a single direction, such as sending a signal to the lock 61, or bidirectionally, such as communication with the vehicle control system 130.

[0064] In some examples, the control unit 90 is a separate component configured to control the operation of the locking system 60. In other examples, the control unit 90 is integrated into another component, such as within the vehicle control system 130 or the engine control system 131.

[0065] Figure 8 A method for securing the translation fairing 40 is shown. In the retracted position, the arm 41 on the translation fairing 40 is positioned at the lock 61 (block 200). In some examples, this occurs as the actuator 45 is moving the translation fairing 40 from the deployed position to the retracted position. As the translation fairing 40 translates along the longitudinal axis L of the engine 104, the arm 41 moves to the lock 61. In some examples, this involves inserting the arm 41 through the opening 52 in the frame and the opening 69 in the base 66. This movement can also align the arm 41 with the pin 63 of the lock 61.

[0066] After arm 41 is positioned, lock 61 moves to the locked position to engage with arm 41 (block 202). The lock secures the translation fairing 40 in the retracted position. In some examples, the lock includes moving a pin 63 through an opening 68 in flange 67 and an opening 43 in arm 41. In some examples, pin 63 extends fully through arm 41. In other examples, pin 63 is positioned such that the tip of pin 63 is within opening 43 of arm 41.

[0067] To enable the translation fairing 40 to move to the deployed position, the lock 61 is moved to the unlocked position (block 204). This involves retracting the pin 63 from the opening 43 of the arm 41. This disengages the pin 63 and unlocks the lock 61 from the arm 41. Once in the unlocked position, the actuator 45 can move the translation fairing 40 from the retracted position to the deployed position (block 206). This movement moves the arm 41 away from the lock 61. In some examples, this movement includes the arm 41 sliding along the flange 67 and sliding out of the opening 69 in the base 66 and the opening 52 in the fixing structure 51.

[0068] The locking system 60 can be used with a variety of different engines 104. Examples include, but are not limited to, turbofan engines, turboshaft engines, turboprop engines, and turbojet engines.

[0069] The locking system 60 can be used on various aircraft 100. Aircraft 100 includes, but is not limited to, manned aircraft, unmanned aircraft, manned spacecraft, unmanned spacecraft, manned rotorcraft, unmanned rotorcraft, satellites, rockets, missiles, and combinations thereof.

[0070] Regarding quantities or measurements, the term "basic" means that the feature, parameter, or value does not need to be precisely achieved. Instead, deviations or variations, including, for example, tolerances, measurement errors, measurement accuracy limitations, and other factors known to those skilled in the art, may occur in quantities that do not preclude the effects intended to be provided by the feature.

[0071] For ease of explanation, spatial relative terms such as "below," "below," "lower part," "above," and "upper part" are used to explain the positioning of one element relative to another. These terms are intended to cover different orientations of the device, in addition to the different orientations shown in the figures. Furthermore, terms such as "first" and "second" are also used to describe various components, areas, sections, etc., and are not intended to be limiting. Throughout the specification, the same term refers to the same element.

[0072] Of course, the invention may be practiced in ways other than those specifically set forth herein without departing from its essential characteristics. This embodiment should be considered illustrative rather than restrictive in all respects, and all variations within the meaning and equivalence of the appended claims are intended to be included therein.

Claims

1. A locking system for securing a translation fairing (40) to a thrust reverser fixing structure (51) on an engine (104) of an aircraft, said locking system comprising: An arm (41) connected to the translation fairing (40), the arm (41) including a receiving portion; A lock (61) includes a body (62) and a pin (63), wherein the pin (63) is movable relative to the body (62), and wherein the lock (61) is positionable between a locked position and an unlocked position; In the locked position, the pin (63) is in an extended position relative to the body (62), extending into the receiving portion, to secure the translation fairing (40) in the retracted position; and In the unlocked position, the pin (63) is in a retracted position away from the arm (41) relative to the body (62) so that the translation fairing (40) can be moved to the deployed position.

2. The locking system according to claim 1, wherein the receiving portion includes an opening (43) contained within the arm (41), wherein the arm (41) extends completely around the opening (43).

3. The locking system of claim 1 further includes a biasing member (80) located in the body (62), the biasing member (80) being configured to apply force to the pin (63) to bias the pin (63) toward the extended position.

4. The locking system of claim 1 further includes an anchor (65) comprising a base (66) configured to be mounted to the fixing structure (51) and a flange (67) extending outwardly from the base (66), wherein the lock (61) is mounted to the flange (67) to be spaced apart from the fixing structure (51).

5. The locking system of claim 4 further includes an opening (68) in the flange (67), wherein the opening (68) is aligned with the pin (63) such that when the pin (63) is in the extended position, the pin (63) extends through the opening (68) and into the receiving portion of the arm (41).

6. The locking system of claim 4, wherein each of the flange (67) and the arm (41) includes a flat surface facing each other when the lock (61) is in the locked position and the pin (63) is located in the receiving portion of the arm (41).

7. The locking system of claim 4, wherein the base (66) includes an opening (69) through which the arm (41) extends in the locked position.

8. The locking system of claim 1 further includes a control unit (90) having a processing circuit system (91) or one or more switches, the control unit being configured to be mounted in the aircraft and configured to move the lock (61) between the locked position and the unlocked position.

9. The locking system of claim 1, wherein the arm (41) is a first arm (41) and the lock (61) is a first lock (61) forming a first locking combination (61), and further comprising one or more additional locking combinations (61), each of the additional locking combinations comprising an additional arm (41) and an additional lock (61), wherein each of the one or more locking combinations (59) is movable selectively between a locked position and an unlocked position.

10. The locking system of claim 9, wherein the locking assembly (59) is configured to be mounted to the fixed structure (51) and spaced apart from the engine core (21) of the engine (104).

Images