Hydraulic control device for a counter thrust device

Abstract

The invention relates to a hydraulic control device (10) for a reverse thrust device (12) of a nacelle of an aircraft propulsion assembly, the device (10) comprising: a hydraulic motor (26); a first solenoid valve (28), called an isolation solenoid valve, comprising a fluid inlet (28a) connectable to a fluid source (24) of the aircraft; a fluid discharge line (34) equipped with a non-return valve (32); and a hydraulic circuit (36) connecting the motor (26) to the isolation solenoid valve (28) and to the discharge line (34).

Description

Technical Field

[0001] The present invention relates in particular to a hydraulic control device for a thrust reverser for an aircraft propulsion assembly, and a propulsion assembly including such a device. Background Technology

[0002] Aircraft propulsion components typically include a nacelle that forms a generally circular outer shell, and the nacelle includes a turbine arranged along the axis of rotation of the nacelle.

[0003] The turbine receives fresh air from upstream or front and exhausts hot gases produced by fuel combustion from downstream or rear, which provide a certain amount of thrust.

[0004] The dual-flow turbine includes fan blades located upstream of the engine or gas generator and inside the nacelle. These fan blades generate a significant secondary flow of cool air in an annular channel extending between the engine and the nacelle, thereby increasing thrust.

[0005] Some nacelles include a thrust reverser system that at least partially closes off the cold air flow path and deflects the secondary flow forward to generate braking thrust for the aircraft.

[0006] In particular, a known type of thrust reverser device proposed in document FR-A1-2758161 includes a rear movable cover called a “Trans-Cowl”, which slides axially toward the rear under the action of a cylindrical portion by causing flaps to unfold in an annular flow channel, thereby closing most of the flow channel area.

[0007] The flap guides the flow of cold air radially outward through a grille exposed during sliding by a movable shroud, the grille including impellers that guide the flow forward.

[0008] The thrust reverser is powered by a Thrust Reverser Actuation System (TRAS) type device. Initially, grid-type thrust reversers were powered by pneumatic motors that used pressure supplied by the compressor stage of the turbine. In this technology, the pneumatic motors drive actuators via shafts, each shaft including a mechanical cylindrical section using a ball screw and nut system, which allows all these cylindrical sections to be synchronized to move the shield.

[0009] This type of drive system is no longer in production because it has many problems, including the large overall size of the pneumatic motor, the highly variable available pressure depending on the speed of the turbojet engine, the compressibility of the air supplying the energy resulting in insufficiently sensitive engine control, and dependence on environmental conditions such as icing.

[0010] Another known type of drive system includes an electric motor, which, like a pneumatic motor, drives a kinematic chain that synchronously drives individual actuators. This solution requires a large power supply, which not all aircraft can provide.

[0011] Another known type of drive system involves multiple linear hydraulic actuators supplied by a pressurized fluid source, each with an internal lead screw to synchronize the individual actuators. This solution is relatively bulky and complex, and consumes a significant amount of the aircraft's hydraulic flow.

[0012] Another known type of drive system uses a single hydraulic press to drive a kinematic chain that synchronously drives individual actuators. However, for these hydraulic solutions, the hydraulic motor must have a relatively large displacement to obtain the high torque needed to start the hydraulic motor, initiate the motion of the thrust reverser, and brake these components at the end of the stroke. In particular, abrupt end or interruption of the stroke will result in shocks and exert significant forces on the system and structure, which should be avoided. The solution to this problem is to propose a variable displacement hydraulic motor as described in document FR-A1-3016928.

[0013] Another known type of drive system includes hybrid drive systems, such as hydraulic and electric drive systems, as described in document WO-A1-2011 / 004095.

[0014] This invention relates to a hydraulic drive system.

[0015] The hydraulic power source for operating the hydraulic control unit that controls the thrust reverser comes from the aircraft. Therefore, this type of control unit is highly dependent on the available hydraulic power of the aircraft.

[0016] The hydraulic circuit pressure levels in an aircraft are not always the same. For long-haul flights, aircraft manufacturers tend to use relatively high levels of hydraulic pressure in the aircraft network, typically 345 bar (approximately 5,000 pounds per square inch). On the other hand, for short-haul and medium-haul flights, and on business jets, aircraft manufacturers tend to use lower pressures, typically 207 bar (approximately 3,000 pounds per square inch).

[0017] In all cases, aircraft manufacturers seek to reduce the hydraulic flow drawn by the control unit from the aircraft's hydraulic network in order to reduce the unit's hydraulic resource requirements (fluid volume, pipe size, etc.).

[0018] TRAS hydraulic control units are available in three main series: a 207 bar (approximately 3000 psi) hydraulic unit for portal thrust reverser applications (business aircraft), and 207 bar (approximately 3000 psi), 276 bar (approximately 40000 psi), or 345 bar (approximately 5000 psi) hydraulic units for translation fairing applications (commercial aircraft).

[0019] The object of this invention is to provide an improved hydraulic control device that can be used in any hydraulic application (particularly for 206.84 bar (3000 psi) or 344.74 bar (5000 psi) applications) and for any type of thrust reverser structure (translation hood type, bucket type, blade type, etc.). Summary of the Invention

[0020] According to a first aspect, the present invention relates to a hydraulic control device for a thrust reverser device for an aircraft propulsion assembly nacelle, the device comprising: - A hydraulic motor, adapted to operate as both a motor and a generator, including an output shaft adapted to drive a movable element of a thrust-reversing device, and further including a first fluid port and a second fluid port. - A first solenoid valve, referred to as an isolation solenoid valve, includes a fluid inlet connectable to a fluid source of the aircraft. The isolation solenoid valve also includes a first fluid port and a second fluid port. The solenoid valve is configurable in a first position and a second position. In the first position, the first port of the solenoid valve is connected to the second port. In the second position, the inlet of the solenoid valve is connected to the first port. - A fluid discharge line equipped with a check valve and connected to the second port of a solenoid valve, and - A hydraulic circuit connecting a motor to an isolating solenoid valve and a drain line, and more specifically, connecting the port of the hydraulic motor to a first port of the isolating solenoid valve and the drain line. The hydraulic circuit includes a second solenoid valve with four ports connected to the first port of the isolating solenoid valve, the first and second ports of the motor, and the drain line, respectively. The second solenoid valve is capable of being in at least three different positions. - In the first position, the first port of the second solenoid valve is separated, and the second, third, and fourth ports of the second solenoid valve are connected together. - Second position, in which the first and second ports of the second solenoid valve are connected together, and the third and fourth ports of the second solenoid valve are connected together, and - In the third position, the first and third ports of the second solenoid valve are connected together, and the second and fourth ports of the second solenoid valve are connected together. The device is characterized in that it further includes a control circuit for controlling a second solenoid valve, referred to as a proportional solenoid valve, which is connected to a sensor for sensing the position of a movable element of the thrust reverser and is configured to control the second solenoid valve to control the distribution and flow rate of fluid supplied to the motor based on the position of the movable element of the thrust reverser.

[0021] The first aspect of the invention, referred to as "open-loop," includes controlling a second solenoid valve, called a proportional valve or solenoid valve, based on signals received from one or more position sensors of a movable element of the thrust reverser. This means that the pressure and flow rate of the fluid supplied to the motor are a direct function of signals transmitted from one or more sensors.

[0022] The advantages of "open-loop" include: - Simplicity of control; - Use only hydraulic pressure for flow regulation to maintain the rotational speed consistent with the setpoint without introducing a control loop into the control system; etc.

[0023] The position sensor of the thrust reverser is not restricted in location. The position sensor of the thrust reverser can be located on the motor or the motor's rotating shaft, on the transmission system with downstream cylinders, or directly on the thrust reverser, etc.

[0024] The device according to the invention may also include one or more of the following features, used individually or in combination with each other: - The first port of the isolation solenoid valve is connected to the first port of the proportional solenoid valve through a pressure balancing section. The function of the pressure balancing section is to supply a constant fluid flow to the proportional solenoid valve, regardless of the fluid pressure delivered by the isolation solenoid valve. - The second and third ports of the proportional solenoid valve are connected to the first and second ports of the motor via two pipes, respectively. The bypass valve is connected to the pipes and can be in a first position where the pipes are separated from each other and a second position where the pipes are connected together. Switching the solenoid valve from the first position to the second position allows maintenance tasks to be performed, for example, by hydraulically short-circuiting the motor. The bypass valve can be a solenoid valve or a hydraulic control valve. --The pressure selector is connected to the pipeline, and its function is to compare the pressures of two fluids and allow the fluid with the higher pressure to pass through; --The pipe connecting the second port of the motor to the third port of the proportional solenoid valve includes a pressure balancing valve, the function of which is to regulate the pressure of the fluid. - The device also includes a hydraulic system for braking the output shaft of the motor or a reducer connected to the output shaft, the braking system being connected to the first port of the isolation solenoid valve; --The braking system is also connected to the pressure balancing valve; The motor is of the variable displacement type and is associated with a control system for controlling the motor's displacement. This control system includes a third solenoid valve, called a displacement solenoid valve, which has three ports connected to a first port of an isolating solenoid valve, the motor, and a discharge line, respectively. The displacement solenoid valve can be in a first position and a second position. In the first position, the first and second ports are connected together to set one displacement for the motor. In the second position, the second and third ports are connected together to set another displacement for the motor. In particular, this invention enables two different displacements to be used to suit specific application scenarios. In the first position, the motor's displacement is increased to its maximum value to maximize the available mechanical torque of the motor. This position is applied to a specific application and a specific stroke position under the control of the solenoid valve, so that it is used, for example, only when necessary. In the second position, the motor's displacement is reduced to its minimum value to minimize flow consumption. This position is the valve's rest position (without control), which means that flow consumption is as low as possible, for example, when high speeds are required. Therefore, this solution enables the correct requirements to be met while limiting the complexity of the system. - The first port of the displacement solenoid valve is connected to an additional port of the motor via a pressure reducing system with a nozzle, which supplies power to the motor to lubricate its internal components and to vent air from the motor. - The displacement solenoid valve is controlled by the control circuit; The motor also includes a leakage discharge port connected to a discharge line via a discharge line, which may include, for example, a filter and a pressure reducing valve; alternatively, the leakage discharge port may be directly connected to an aircraft interface; the advantage is particularly a reduction in the number of external hydraulic interfaces connected to the aircraft circuit; a first check valve is installed between one pipe in the pipeline and the discharge line, and a second check valve is installed between another pipe in the pipeline and the discharge line, each of these valves allowing fluid to flow from the discharge line to the corresponding pipe and preventing fluid from flowing from the corresponding pipe to the discharge line; this configuration is particularly advantageous when combined with a discharge line, but can also be used independently. --The first pressure reducing valve is installed between one pipe and the discharge line in the pipeline, and the second pressure reducing valve is installed between another pipe and the discharge line in the pipeline. Each of these pressure reducing valves is capable of allowing fluid to flow from the corresponding pipe to the discharge line if the pressure in the discharge line is too high. --The discharge line includes a check valve and / or an accumulator; --The proportional solenoid valve is controlled by a PWM or pulse width modulation control circuit; --The control circuitry is integrated into the FADEC unit, or into a dedicated analog or digital computer.

[0025] The present invention also relates to a propulsion assembly for an aircraft, the propulsion assembly including the means described above.

[0026] The present invention also relates to a method for hydraulically controlling a thrust reverser of an aircraft propulsion nacelle using the means described above, the method comprising the step of controlling a proportional solenoid valve based on a signal emitted by a sensor for sensing the position of a movable element of the thrust reverser.

[0027] According to a second aspect, the present invention relates to a hydraulic control device for a thrust reverser device for an aircraft propulsion assembly nacelle, the device comprising: - A hydraulic motor, adapted to operate as both a motor and a generator, including an output shaft adapted to drive a movable element of a thrust-reversing device, and further including a first fluid port and a second fluid port. A first solenoid valve, referred to as an isolation solenoid valve, includes a fluid inlet adapted for connection to a fluid source of the aircraft. The isolation solenoid valve also includes a first fluid port and a second fluid port. The solenoid valve is capable of being in a first position and a second position. In the first position, the inlet of the solenoid valve is connected to the first port. In the second position, the first port of the solenoid valve is connected to the second port. - A fluid discharge line equipped with a check valve and connected to the second port of a solenoid valve, and - A hydraulic circuit connecting a motor to an isolating solenoid valve and a drain line, and more specifically, connecting the port of the hydraulic motor to a first port of the isolating solenoid valve and the drain line. The hydraulic circuit includes a second solenoid valve with four ports connected to the first port of the isolating solenoid valve, the first and second ports of the motor, and the drain line, respectively. The second solenoid valve is capable of being in at least three different positions. - In the first position, the first port of the second solenoid valve is separated, and the second, third, and fourth ports of the second solenoid valve are connected together. - Second position, in which the first and second ports of the second solenoid valve are connected together, and the third and fourth ports of the second solenoid valve are connected together, and - In the third position, the first and third ports of the second solenoid valve are connected together, and the second and fourth ports of the second solenoid valve are connected together. The device is characterized in that it further includes: - At least one motion or position sensor, at least one motion or position sensor associated with the output shaft of the motor and capable of transmitting a signal that enables the determination of the rotational speed of the shaft, and - A control circuit for controlling a second solenoid valve, the control circuit being connected to the at least one sensor and configured to control the second solenoid valve, referred to as a servo valve, based on signals emitted by the at least one sensor, so as to control the distribution and flow rate of fluid delivered to the motor by the second solenoid valve according to the rotational speed of the motor's output shaft.

[0028] A second aspect of the invention, referred to as "closed-loop," includes controlling a second solenoid valve, called a servo valve, based on signals received from one or more position sensors. This means that the flow rate of fluid supplied to the motor is a direct function of signals transmitted from one or more sensors. The state of the system is estimated based on one or more sensors used to regulate system control to follow an expressed setpoint. This control can be based on speed or position (track tracking).

[0029] The advantages of a "closed-loop" system include: - Achieve robust control through servo control; - Modular control regulation compared to open-loop solutions.

[0030] In the first position of the solenoid valve described above, the connection of the port to be installed depends on the solenoid valve's coverage and zero exposure requirements to ensure optimal circuit performance.

[0031] The device according to the invention may also include one or more of the following features, used individually or in combination with each other: - The at least one motion sensor is a position, velocity, or acceleration sensor; - The control circuitry is integrated into the FADEC unit, or into a dedicated analog or digital computer; - Control circuitry is integrated into a separate analog or digital electronic unit; - The motor is of the variable displacement type and is associated with a control system for controlling the displacement of the motor. The control system includes a third solenoid valve called a displacement solenoid valve, which has three ports connected to a first port of an isolation solenoid valve, the motor, and the discharge line, respectively. The displacement solenoid valve can be in a first position and a second position. In the first position, the first and second ports are connected together to set a displacement for the motor. In the second position, the second and third ports are connected together to set another displacement for the motor. --The first port of the displacement solenoid valve is connected to an additional port of the motor via a pressure reducing valve, which supplies power to the motor to lubricate its internal components and to vent air from the motor. --The displacement solenoid valve is controlled by the control circuit; - The motor also includes a leakage discharge port, which is connected to a discharge line via a discharge line, for example, the discharge line includes a filter and a pressure reducing valve; - The second and third ports of the proportional solenoid valve are connected to the first and second ports of the motor through two pipes, respectively. The bypass valve is connected to the pipes and can be in a first position where the pipes are separated from each other and a second position where the pipes are connected together. --A first check valve is installed between one pipe and the discharge line in the pipeline, and a second check valve is installed between another pipe and the discharge line in the pipeline. Each of these valves allows fluid to flow from the discharge line to the corresponding pipe, but does not allow fluid to flow from the corresponding pipe to the discharge line. --The first pressure reducing valve is installed between one pipe and the discharge line in the pipeline, and the second pressure reducing valve is installed between another pipe and the discharge line in the pipeline. Each of these pressure reducing valves is capable of allowing fluid to flow from the corresponding pipe to the discharge line if the pressure in the discharge line is too high. - The discharge line includes a check valve and / or an accumulator; - The device also includes a hydraulic system for braking the output shaft of the motor or a reducer connected to the output shaft, the braking system being connected to the first port of an isolation solenoid valve or even to a pressure balancing valve; The control circuit receives signals from at least some of the following components: an isolation solenoid valve, a second solenoid valve, and a sensor on a movable element of the thrust reverser.

[0032] The present invention also relates to a propulsion assembly for an aircraft, the propulsion assembly including the means described above.

[0033] The present invention also relates to a method for hydraulically controlling a thrust reverser of an aircraft propulsion nacelle via the means described above, the method comprising the step of controlling a servo valve based on a signal emitted by at least one motion or position sensor.

[0034] The first feature can be combined with the second feature, and the second feature can be combined with the first feature. Attached Figure Description

[0035] Other features and advantages of the invention will become apparent from the following detailed description, and with reference to the accompanying drawings for understanding the description, in which: [ Figure 1 ] Figure 1 This is a schematic diagram of the thrust reverser in the propulsion assembly of an aircraft and the hydraulic control device used to control the thrust reverser; [ Figure 2 ] Figure 1 This is a schematic diagram of the hydraulic control device of the thrust reverser according to the first aspect of the present invention; [ Figure 3 ] Figure 3 This is a schematic diagram of the hydraulic control device of a thrust reverser device according to a variation of the first aspect of the present invention; [ Figure 4 ] Figure 4 This is a schematic diagram of the hydraulic control device of the thrust reverser according to the second aspect of the present invention; [ Figure 5 ] Figure 5 This is a schematic diagram of the hydraulic control device of a thrust reverser device according to a second aspect of the present invention; [ Figure 6 ] Figure 6 This is a schematic diagram of the hydraulic control device of a thrust reverser device according to a second aspect of the present invention; [ Figure 7 ] Figure 7 This is a schematic diagram of the hydraulic control device of a thrust reverser device according to a second aspect of the present invention; [ Figure 8 ] Figure 8 This is a schematic diagram of the hydraulic control device of a thrust reverser device, which is another variation of the second aspect of the present invention. Detailed Implementation

[0036] Figure 1 A hydraulic control device 10 is shown for controlling the thrust reverser 12 of the translation shield type.

[0037] This invention is applicable to different types of thrust reversers, such as translational shroud type, cascade type, or other configurations of thrust reversers. Furthermore, Figure 1The invention should not be construed as limiting it to a particular configuration of the translation hood, and for example, to a translation hood not connected to the 6 o'clock position (analogous to the 6 o'clock position on a clock face).

[0038] This invention enables the movable elements of the thrust reverser 12 (particularly the downstream translation fairing (translation fairing) or pivot gate) to move to close the flow path and redirect the flow upstream. In short, the movable elements of the thrust reverser 12 are moved, and the thrust reverser 12 also includes fixed elements. The movable element is shown in the accompanying drawings.

[0039] In a known manner, the thrust reverser 12 includes, for example, a mechanical actuator 14 of the type of ball screw (the number of mechanical actuators 14 is unlimited), which makes it possible to obtain translation of the threaded rod from the rotation of the threaded rod within the fixed thread.

[0040] Actuator 14 is configured to slide the cover of thrust reverser 12, which is mounted on the nacelle of the aircraft propulsion assembly.

[0041] The actuators 14 are spaced at regular intervals at an angle around the outer periphery of the nacelle so that the forces used to actuate the shield of the thrust reverser 12 can be distributed in a balanced manner.

[0042] These actuators 14 are connected to each other via a flexible drive shaft 16, commonly referred to as a “flexible shaft,” thereby enabling the rotating threaded rods of these actuators 14 to drive each other.

[0043] More specifically, such as Figure 1 As shown, the first flexible drive shaft 16a connects the first actuator 14a to the second actuator 14b, and the second flexible drive shaft 16b connects the second actuator 14b to the third actuator 14c. However, this configuration is not exhaustive.

[0044] The manual control device 18 allows the drive shaft 16 to be driven directly via a control handle, enabling the actuator 14 to be operated manually (e.g., regardless of whether the motor has failed). This ensures that intervention or maintenance can be performed under any circumstances.

[0045] The thrust reverser 12 or its drive system may be equipped with multiple sensors (e.g., position sensor 20) and may be equipped with locking elements 22 for locking the actuator 14 in a certain position, etc. The hydraulic control unit 10... Figure 1 The Chinese text has been simplified.

[0046] In the sense that the device 10 obtains its hydraulic power source 24 from the main hydraulic circuit of the aircraft, the device 10 is referred to as hydraulically generated.

[0047] The device 10 includes a hydraulic motor 26, which can operate as a motor to operate the drive system of the thrust reverser 12, and also operate as a generator by receiving mechanical power from the thrust reverser 12 (especially when braking the movement of the thrust reverser 12).

[0048] Device 10 receives fluid from hydraulic pressure source 24, which passes through isolation solenoid valve 28, which is open in the active position to supply hydraulic motor 26 and closes in the absence of a signal to ensure safety, thereby connecting motor 26 to reservoir 30 under pressure in the aircraft's reservoir.

[0049] Therefore, the solenoid valve 28 includes an inlet 28a connected to the source 24, a first port 28b connected to a port 26a on the motor 26, and a second port 28c connected to the reservoir 30.

[0050] Motor 26 includes another port 26b, which is connected to container 30, for example, via check valve 32 and port 28b. More specifically, port 26b of motor 26 is connected to discharge line 34 via port 28c of solenoid valve 28, which includes check valve 32 and is connected to reservoir 30.

[0051] Depending on the operating mode of motor 26 as a motor or generator, ports 26a and 26b are fluid inlet and fluid outlet, respectively, or ports 26a and 26b are fluid outlet and fluid inlet, respectively.

[0052] Ports 26a and 26b of motor 26 are connected to solenoid valve 28 and container 30 or check valve 32 via a hydraulic circuit 36, schematically represented by a rectangle. This hydraulic circuit 36 ​​connects motor 26 to isolating solenoid valve 28 and discharge line 34.

[0053] Circuit 36 ​​distributes fluid entering through solenoid valve 28 toward motor 26 and from motor 26 toward discharge line 34.

[0054] Figure 2 and Figure 3 This illustrates a first aspect of the invention, referred to as "open-loop". Figures 4 to 8 The second aspect of the invention, referred to as "closed loop," is shown.

[0055] exist Figures 2 to 8 In this context, the elements described above are referred to by the same reference numerals.

[0056] exist Figures 2 to 8In this configuration, motor 26 includes an output shaft 38 that drives the thrust reverser drive system 12 via a mechanical reducer 40. The output shaft 38, the reducer 40, or any other rotating mechanical component downstream of motor 26 may be associated with a hydraulically actuated braking system 42, which is connected to the control unit 10.

[0057] For example, the braking system 42 includes a stacked brake disc disposed at the end of a conduit on the flexible shaft 16, and can be controlled by a hydraulic cylinder including a loading spring that keeps the brake normally closed in the event of loss of hydraulic pressure. The braking system can be wet or dry.

[0058] exist Figures 2 to 8 In the hydraulic circuit 36, a second solenoid valve 44 is included, which has four ports 44a-44d.

[0059] The first port 44a is connected to port 28b of the isolation solenoid valve 28.

[0060] The second port 44b and the third port 44c are connected to the first port 26a and the second port 26b of the motor 26.

[0061] The fourth port 44d is connected to the discharge line 34.

[0062] The second solenoid valve 44 can be in at least three different positions: - In the first position, port 44a of the second solenoid valve 44 is separated, and the other ports 44b-44d of the second solenoid valve 44 are connected together. - In the second position, ports 44a and 44b of the second solenoid valve 44 are connected together, and ports 44c and 44d of the second solenoid valve 44 are connected together. - In the third position, the ports 44a and 44c of the second solenoid valve 44 are connected together, and the ports 44b and 44d of the second solenoid valve 44 are connected together.

[0063] In the second position, port 26a of motor 26 is connected to pressure source 24, and port 26b of motor 26 is connected to discharge line 34. Motor 26 operates in motor mode.

[0064] In the first position, corresponding to the rest position, motor 26 is supplied to ensure the pressure balance required during dynamic transitions to the other two positions. This is ensured by defining the opening and closing rules of the ports of valve 44.

[0065] In the third position, port 26b of motor 26 is connected to pressure source 24, and port 26a of motor 26 is connected to discharge line 34. Motor 26 operates in generator mode.

[0066] The solenoid valve 44 can present a range of positions depending on the control current. The three positions mentioned above are the extreme positions (the solenoid valve is fully open in either direction) and the neutral position. However, the valve can be opened in either direction between the neutral position and the extreme positions.

[0067] By definition, solenoid valves 28 and 44 are electrically or electronically controlled valves, i.e., valves electrically controlled by means of control circuit C1. Solenoid valves 28 and 44 can be controlled by a single control circuit C1, by independent control circuits C1 and C1', or by independent sub-modules C11 and C12 of the same control circuit C1 (see [link to relevant documentation]). Figure 2 ).

[0068] For example, the control circuit or each control circuit C1 is an electronic circuit or software integrated into an electronic unit.

[0069] Figure 2 A first embodiment of the hydraulic control device 10, and in particular its hydraulic circuit 36, is shown.

[0070] The device 10 is characterized in that the solenoid valve 44 is a proportional solenoid valve, and the control circuit C1 is connected to the position sensor 20 of the aforementioned thrust reverser.

[0071] The circuit C1 is configured to control the solenoid valve 44 to control the distribution and flow rate of fluid supplied to the motor 26 based on the position of the thrust device.

[0072] Utilizing an open-loop principle, this device performs hydraulic self-regulation to maintain the same motor speed as the control unit. The proportional solenoid valve 44 functions to distribute flow towards the port. Based on the applied current, the proportional solenoid valve 44 opens proportionally, allowing fluid to flow upstream. Combined with a pressure balancing unit, the proportional solenoid valve 44 reduces the sensitivity of the motor to forces.

[0073] Advantageously, the solenoid valve 44 is controlled by circuit C1 via pulses of modulated width (i.e., by pulse width modulation (PWM) type control).

[0074] Circuit C1 can be integrated into the FADEC cell, or it can be offset from the FADEC cell.

[0075] In the example shown, port 28b of solenoid valve 28 is connected to port 44a of solenoid valve 44 via pressure balancing section 46. The function of pressure balancing section 46 is to supply a constant fluid flow to solenoid valve 44, regardless of the fluid pressure delivered by solenoid valve 28.

[0076] Port 28b of the solenoid valve 28 can also be connected to the braking system 42.

[0077] The ports 44b and 44c of the solenoid valve 44 are connected to the ports 28a and 28b of the motor through two pipes 48 and 50, respectively.

[0078] The bypass valve 54 can be connected to these pipes 48, 50, and can be in a first position where the pipes 48, 50 are separated from each other, and a second position where the pipes are connected. Under normal operation and by default, valve 54 is in the first position. For example, during maintenance operations, valve 54 moves to the second position to be separated from motor 26.

[0079] Pressure selector 56 can be connected to pipes 50 and 52, and the function of pressure selector 56 is to compare the pressures of two fluids and allow the fluid with higher pressure to pass through.

[0080] The conduit 52 connecting port 26b of motor 26 to port 44c of solenoid valve 44 may include a pressure balancing valve 57, which functions to regulate fluid pressure, particularly during operating modes in which downstream loads cause motor 26 to operate as a hydraulic generator (increased pressure in conduit 52). Braking system 42 may include a fluid return line 42a connected to the balancing valve 57.

[0081] The balancing valve 57 is pressure-controlled in the pipe 50 to automatically adjust the fluid flow limit on the pipe 52 according to the output pressure of the motor and the pressure in the pipe supplying the motor when the motor is operating as a generator. In this way, the motor 26 operating as a generator is automatically braked to dissipate braking power in the pressure return toward the reservoir 30 by balancing the pressure applied in the circuit.

[0082] The function of valve 57 is to make the device insensitive to the drive of external loads by preventing the pressure increment at the motor terminals from reversing.

[0083] Based on the open-loop principle, the device performs hydraulic self-adjustment through the pressure balance section 46, pressure selector 56 and balance valve 57 to maintain the same motor speed as the control.

[0084] Figure 3 A variation of an embodiment of the hydraulic control device 10, particularly its hydraulic circuit 36, is shown.

[0085] The solenoid valve 44 of circuit 36 ​​is a proportional solenoid valve as described above.

[0086] Figure 3 The loop 36 in the middle is similar to Figure 2The essential difference between circuit 36 ​​and circuit 26 is that motor 26 is a variable displacement type. Therefore, motor 26 is associated with a system 58 for controlling motor displacement, which includes a solenoid valve 60, referred to as a displacement solenoid valve. This solenoid valve 60 includes three ports 60a-60c.

[0087] The first port 60a is connected to port 28b of the solenoid valve 28.

[0088] The second port 60b is connected to the motor 26 to change the displacement of the motor 26. Therefore, the displacement of the motor 26 is hydraulically controlled.

[0089] The third port 60c is connected to the discharge line 34.

[0090] The solenoid valve 60 can be in a first position where ports 60a and 60b are connected together and a second position where ports 60b and 60c are connected together.

[0091] When solenoid valve 60 is in the first position, the displacement of motor 26 is changed. When solenoid valve 60 is in the second position, the displacement of motor 26 remains constant.

[0092] Preferably, the displacement solenoid valve 60 is controlled by the control circuit C1.

[0093] The displacement of motor 26 is configured to be adjusted according to the load and target speed to limit flow consumption and adjust torque capability to the required level.

[0094] The displacement control law can be based on three different pieces of information: the position of the thrust reverser 12, the engine speed of the aircraft that allows for defining the expected load level (including maintenance aspects), and the direction of operation (on / off), to select an appropriate displacement setting. Ambient temperature can provide additional information for controlling displacement.

[0095] By monitoring the relationship between the aircraft's operating status and displacement, the displacement is adjusted to the required level through a control law, and the consumed flow rate is automatically limited.

[0096] Therefore, at the start of operation, under the anticipated high load (high aircraft motor speed), circuit C1 controls the switch to a large displacement. Once the predetermined operating position is reached, it switches back to a small displacement. This displacement regulation characteristic allows us to limit flow consumption by switching back to a small displacement before the speed increases significantly.

[0097] The aim is also to limit the maximum torque so as to be able to accommodate various potential failures as effectively as possible, so that the system and thrust reverser structure have appropriate dimensions.

[0098] Port 60a of solenoid valve 60 can be connected to additional port 26c of motor 26 via pressure reducing device 61 with nozzle. Valve 61 can be supplied from downstream of solenoid valve 28 or via other tap interfaces. The main function of valve 61 is to supply flow and pressure (below nominal value) to the motor to lubricate the internal components of the motor and to vent the motor, thereby increasing the service life of the motor and ensuring its operation.

[0099] The motor 26 may also include a leakage discharge port 26d, which is connected to the discharge line 34 via a discharge line 62.

[0100] The discharge line 62 may include a filter 64 and a pressure reducing valve 66.

[0101] Alternatively, leak discharge port 26 can be directly connected to the aircraft interface (see...). Figure 2 ).

[0102] Check valves 68 and 70 can be installed between pipes 50 and 52 and the discharge line 62. The first check valve 68 is installed between pipe 50 and line 62 to allow fluid to flow only from line 62 to pipe 50. The second check valve 70 is installed between pipe 52 and line 62 to allow fluid to flow only from line 62 to pipe 52.

[0103] The backflow of these components (line 34) allows the leak recovery circuit to utilize these available excess fluids to reinject them into the circuit as needed via valves 68 and 70.

[0104] For example, check valves 68 and 70 each include a calibration spring and prevent overpressure in discharge line 62 by discharging fluid into one of the lines 50 and 52.

[0105] Pressure reducing valves 72 and 74 can be installed between pipes 50 and 52 and discharge line 62. The first pressure reducing valve 72 is installed between pipe 50 and line 62, and the second pressure reducing valve 74 is installed between pipe 52 and line 62.

[0106] The discharge line 34 may include a check valve 32 and an accumulator 76 or a compensator.

[0107] In the event of an abnormal pressure drop in one of pipes 50 or 52, valves 68 or 70 in the corresponding pipe discharge a certain volume of fluid to discharge line 62. The leakage from motor 26 constitutes part (or all) of the returned fluid. If necessary, accumulator 76 can be used to supplement additional fluid when the available leakage is insufficient.

[0108] The function of the accumulator 76 is to store a certain volume of pressurized fluid, which can be released under extreme operating conditions where the discharge is insufficient.

[0109] In the event of an abnormal increase in pressure in one of pipes 50 or 52, the pressure reducing valves 72 and 74 in the corresponding pipe allow a certain volume of fluid to be discharged into the discharge line 62 (at low pressure). The pressure in motor 26 will not increase due to this sudden discharge.

[0110] Figure 4 Another example of an embodiment of the hydraulic control device 10, and in particular its hydraulic circuit 36, is shown.

[0111] The device 10 is characterized in that the solenoid valve 44 is a servo valve, and the control circuit C1 is connected to at least one motion or position sensor 80 associated with the output shaft 38 of the motor 26. The circuit C1 is configured to control the solenoid valve 44 to control the distribution and flow rate of fluid delivered to the motor 26 according to the position of the thrust device.

[0112] For example, the solenoid valve 44 is controlled by comparing the rotational speed measurement detected by sensor 80 with an initial rotational speed distribution that depends on the position of output shaft 38. Alternatively, trajectory tracking with a rotational speed threshold can be used.

[0113] The motion or position sensor 80 is capable of transmitting signals based on the rotational speed of the shaft 38. For example, this sensor can be a position, velocity, or acceleration sensor. Importantly, it must possess information that can be used to determine the rotational speed of the shaft 38 using mathematical calculations as needed.

[0114] Control circuit C1 is connected to sensor 80 or each sensor 80. Control circuit C1 is configured to control solenoid valve 44 according to the signal emitted by sensor 80 or each sensor 80, so as to control the distribution and flow rate of fluid delivered to motor 26 by solenoid valve 44 according to the rotational speed of output shaft 38.

[0115] The control circuit C1 can be integrated into the FADEC unit. For example, the control circuit C1 can be an electronic card integrated into the FADEC. Alternatively, the software for this purpose is set in the FADEC, and the FEDEC control circuit is considered to form the control circuit C1.

[0116] Alternatively, the control circuit C1 can be integrated into a separate electronic unit, such as a dedicated analog or digital computer or any other computer available in the aircraft.

[0117] The control circuit C1 or the unit including the control circuit C1 can operate in analog or digital mode.

[0118] In the example shown, port 28b of solenoid valve 28 is directly connected to port 44a of solenoid valve 44, i.e., there is no pressure balancing section 46.

[0119] Port 28b of the solenoid valve 28 can also be connected to the braking system 42.

[0120] The ports 44b and 44c of the solenoid valve 44 are connected to the ports 28a and 28b of the motor through two pipes 48 and 50, respectively.

[0121] The bypass valve 54 can be connected to these pipes 48, 50, and can be in a first position where the pipes 48, 50 are separated from each other, and a second position where the pipes are connected. Under normal operation and by default, valve 54 is in the first position. For example, during maintenance operations, valve 54 moves to the second position to be separated from motor 26.

[0122] Pipes 50 and 52 are not connected to each other via pressure selector 56 and do not include pressure balancing valve 57.

[0123] Advantageously, the rotational speed of the output shaft 38 is controlled regardless of the downstream load (resistance or auxiliary load).

[0124] When the load borne by motor 26 is resistive, the motor operates as a motor to generate actuation force. When the load borne by motor 26 is actuative, motor 26 can be driven by thrust reverser drive system 12 (and operate as a pump), and the speed of motor 26 must be controllable.

[0125] Preferably, this should be combined with a precise rotational speed controlled according to the operating phase (e.g., a low rotational speed at the opening end).

[0126] During operation, when the load is resistive, the servo valve is controlled in the opening direction to control the flow that makes the motor 26 rotate at a limited speed: part of the flow compensates for internal leakage in the circuit 36, and the other part drives the motor to rotate.

[0127] When the load is auxiliary, motor 26 is driven by thrust reverser 12 and therefore must be braked. This braking is performed at the servo valve. However, even when the servo valve closes the circuit, under the influence of the auxiliary load, motor 26 continues to rotate at an uncontrolled speed due to its internal leakage. The servo valve can also be controlled in the closing direction at low speeds to compensate for the leakage in the circuit, and in the opening direction at high speeds, with the load held by the cross-sectional area of ​​the passage in the servo valve. This allows for control of the thrust reverser 12 to zero speed even under extreme conditions, despite the application of an auxiliary load. In the closed loop, the servo valve control is adjusted to follow the desired opening speed.

[0128] During the shutdown phase, when the load is resistive, the servo valve is controlled in the shutdown direction to control the flow that causes the motor 26 to rotate at a limited speed and compensates for internal leakage in the circuit 36.

[0129] In the closed loop, the valve position is entirely controlled by the regulating system. For example, to open the cover, the solenoid valve 44 can move freely between the three extreme positions defined above. In this way, when the control system deems it necessary to ensure the braking of the cover, the solenoid valve 44 is positioned to supply hydraulic power to the hydraulic motor in the closing direction of the cover.

[0130] Figure 5 A variation of an embodiment of the hydraulic control device 10, particularly its hydraulic circuit 36, is shown.

[0131] The solenoid valve 44 in circuit 36 ​​is a servo valve.

[0132] Figure 5 The loop 36 in the middle is similar to Figure 4 The essential difference in loop 36 is that filter 78 is located between pressure source 24 and inlet 28a of solenoid valve 28. Furthermore, balancing valve 57 is located on pipe 50, not pipe 52.

[0133] Therefore, valve 57 is arranged at the input of motor 26 to maintain the load on the motor when it stops, without putting pressure on the braking system.

[0134] Figure 6 A variation of an embodiment of the hydraulic control device 10, particularly its hydraulic circuit 36, is shown.

[0135] The solenoid valve 44 of circuit 36 ​​is a servo valve as described above.

[0136] Figure 6 The loop 36 in the middle is similar to Figure 4 The essential difference between circuit 36 ​​and circuit 54 is that circuit 36 ​​does not include bypass valve 54.

[0137] Figure 7 A variation of an embodiment of the hydraulic control device 10, particularly its hydraulic circuit 36, is shown.

[0138] The solenoid valve 44 of circuit 36 ​​is a servo valve as described above.

[0139] Figure 7 The loop 36 in the middle is similar to Figure 6 The essential difference between circuit 36 ​​and circuit 26 is that motor 26 is a variable displacement type. Therefore, motor 26 is associated with a system 58 for controlling motor displacement, which includes a solenoid valve 60, referred to as a displacement solenoid valve. This solenoid valve 60 includes three ports 60a-60c.

[0140] The first port 60a is connected to port 28b of the solenoid valve 28.

[0141] The second port 60b is connected to the motor 26 to change the displacement of the motor 26.

[0142] The third port 60c is connected to the discharge line 34.

[0143] The solenoid valve 60 can be in a first position where ports 60a and 60b are connected together and a second position where ports 60b and 60c are connected together.

[0144] When solenoid valve 60 is in the first position, the displacement of motor 26 is changed. When solenoid valve 60 is in the second position, the displacement of motor 26 remains constant.

[0145] Preferably, the displacement solenoid valve 60 is controlled by the control circuit C1. This control of the solenoid valve 60 is based on the position of the thrust reverser, thereby making it easy to adjust the displacement of the motor 26 according to a predetermined stroke curve.

[0146] The above describes the operation of the variable displacement valve. Port 60a of the solenoid valve 60 can be connected to the additional port 26c of the motor 26 via a pressure reducing device 61 with a nozzle.

[0147] The motor 26 may also include a leakage discharge port 26d, which is connected to the discharge line 34 via a discharge line 62.

[0148] The discharge line 62 may include a filter 64 and a pressure reducing valve 66.

[0149] Check valves 68 and 70 can be installed between pipes 50 and 52 and the discharge line 62. The first check valve 68 is installed between pipe 50 and line 62, allowing fluid to flow only from line 62 to pipe 50. The second check valve 70 is installed between pipe 52 and line 62, allowing fluid only from line 62 to pipe 52.

[0150] Pressure reducing valves 72 and 74 can be installed between pipes 50 and 52 and discharge line 62. The first pressure reducing valve 72 is installed between pipe 50 and line 62, and the second pressure reducing valve 74 is installed between pipe 52 and line 62.

[0151] Pressure reducing valves 72 and 74 operate as described above.

[0152] In particular, the characteristics associated with discharge line 62 and pressure reducing valves 72 and 74 enable leakage to be recirculated in the circuit, thereby redistributing flow, volume and pressure to the circuit as needed during operation (nominal operation and degraded operation).

[0153] The discharge line 34 may include a check valve 32 and / or an accumulator 76.

[0154] Figure 8 A variation of an embodiment of the hydraulic control device 10, particularly its hydraulic circuit 36, is shown.

[0155] The solenoid valve 44 of circuit 36 ​​is a servo valve as described above.

[0156] Figure 8 The loop 36 in the middle is similar to Figure 3 The essential difference between circuit 36 ​​and circuit 54 is that circuit 36 ​​does not include bypass valve 54.

Claims

1. A hydraulic control device (10) for a thrust reverser device in an aircraft propulsion nacelle, the device (10) comprising: - A hydraulic motor (26) adapted to operate as a motor and generator, the motor (26) including an output shaft (38) adapted to drive a movable element of a thrust reverser (12), the motor (26) also including a first fluid port (26a) and a second fluid port (26b). - A first solenoid valve (28), referred to as an isolation solenoid valve, includes a fluid inlet (28a) that can be connected to a fluid source (24) of the aircraft. The isolation solenoid valve (28) also includes a first fluid port (28b) and a second fluid port (28c). The solenoid valve (28) can be in a first position and a second position. In the first position, the first port (28b) of the solenoid valve is connected to the second port (28c). In the second position, the inlet (28a) of the solenoid valve is connected to the first port (28b). - A fluid discharge line (34), which is equipped with a check valve (32) and connected to the second port (28c) of the solenoid valve (28), and - A hydraulic circuit (36) connecting the motor (26) to the isolation solenoid valve (28) and the discharge line (34), and more specifically connecting the ports (26a, 26b) of the hydraulic motor (26) to the first port (28b) of the isolation solenoid valve (28) and the discharge line (34), the hydraulic circuit (36) including a second solenoid valve (44) having four ports (44a-44d), the four ports being connected to the first port (28a) of the isolation solenoid valve (28), the first and second ports (26a, 26b) of the motor (26), and the discharge line (34), respectively, the second solenoid valve (44) being capable of being in at least three different positions: - In the first position, the first port (44a) of the second solenoid valve is separated, and the second, third, and fourth ports (44b-44d) of the second solenoid valve are connected together. - In the second position, the first and second ports (44a, 44b) of the second solenoid valve are connected together, and the third and fourth ports (44c, 44d) of the second solenoid valve are connected together. - In the third position, the first and third ports (44a, 44c) of the second solenoid valve are connected together, and the second and fourth ports (44b, 44d) of the second solenoid valve are connected together. The device (10) is characterized in that it further includes a control circuit (C1) for controlling a second solenoid valve (44) referred to as a proportional solenoid valve, the control circuit (C1) being connected to a sensor (20) for sensing the position of the movable element of the thrust reverser (12), and being configured to control the second solenoid valve (44) to control the distribution and flow rate of fluid supplied to the motor (26) based on the position of the movable element of the thrust reverser (12).

2. The apparatus (10) according to claim 1, wherein, The first port (28b) of the isolation solenoid valve (28) is connected to the first port (44a) of the proportional solenoid valve (44) via a pressure balancing section (46). The function of the pressure balancing section is to supply a constant fluid flow to the proportional solenoid valve (44), regardless of the fluid pressure delivered by the isolation solenoid valve (28).

3. The apparatus (10) according to claim 1 or 2, wherein, The second and third ports (44b, 44c) of the proportional solenoid valve (44) are connected to the first and second ports (26a, 26b) of the motor (26) via two pipes (50, 52), respectively. The bypass valve (54) is connected to the pipes (50, 52) and can be in a first position where the pipes (50, 52) are separated from each other and a second position where the pipes (50, 52) are connected together.

4. The apparatus (10) according to any one of the preceding claims, wherein, The device also includes a hydraulic system (42) for braking the output shaft (38) of the motor (26) or a reducer (40) connected to the output shaft (38), the braking system (42) being connected to the first port (28b) of the isolation solenoid valve (28).

5. The apparatus (10) according to any one of the preceding claims, wherein, The motor (26) is of variable displacement type and is associated with a control system (58) for controlling the displacement of the motor. The control system includes a third solenoid valve (60) called a displacement solenoid valve, which has three ports (60a-60c) connected to a first port (28b) of the isolation solenoid valve (28), the motor (26), and the discharge line (34), respectively. The displacement solenoid valve (60) is capable of being in a first position and a second position. In the first position, the first port and the second port (60a, 60b) are connected together to set one displacement for the motor. In the second position, the second port and the third port (60b, 60c) are connected together to set another displacement for the motor.

6. The apparatus (10) according to claim 5, wherein, The first port (60a) of the displacement solenoid valve (60) is connected to an additional port (26c) of the motor (26) via a pressure reducing system (61) with a nozzle, which is capable of supplying the motor to lubricate the internal components of the motor and to vent the motor.

7. The apparatus (10) according to claim 5 or 6, wherein, The displacement solenoid valve (60) is controlled by the control circuit (C1).

8. The apparatus (10) according to any one of the preceding claims, wherein, The motor (26) also includes a leakage discharge port (26d) connected to the discharge line (34) via a discharge line (62), which, for example, includes a filter (64) and a pressure reducing valve (66).

9. The apparatus (10) according to claim 8, wherein, A first check valve (68) is installed between one of the pipes (50) and the discharge line (62) in the pipeline, and a second check valve (70) is installed between another pipe (52) in the pipeline and the discharge line (62). Each of these valves (68, 70) allows fluid to flow from the discharge line (62) to the corresponding pipe (50, 52) and prevents fluid from flowing from the corresponding pipe to the discharge line.

10. A method for hydraulically controlling a thrust reverser of an aircraft propulsion nacelle by means of a device according to any one of the preceding claims, the method comprising the step of controlling the proportional solenoid valve based on a signal emitted by a sensor (20) for sensing the position of the movable element of the thrust reverser (12).

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