aircraft

Abstract

The utility model relates to a kind of aircraft (100), the aircraft (100) includes the hydraulic control system (1) of actuator (10) for one or more engine thrust reverser (11) of aircraft (100) being arranged in the propulsion system (101) of aircraft, hydraulic control system (1) includes the hydraulic pressure generation assembly (12) specially used for the hydraulic control of actuator (10) and the hydraulic control controller device (14) specially used for the hydraulic control of actuator (10). Advantageously, therefore the reliability and life of the control system for engine thrust reverser (11) can be increased, the weight of aircraft is reduced and the hydraulic circuit for control and hydraulic generation independent of other hydraulic circuits of aircraft (100) is simplified.

Description

Technical Field

[0001] This utility model relates to an aircraft that includes an improved hydraulic control system for an aircraft thrust reverser. Background Technology

[0002] An aircraft thrust reverser (also often simply called a "reverseer") is a system that allows the thrust of an aircraft's engines to be temporarily directed forward so that braking can be achieved after landing thanks to the engine thrust. Various architectures exist for engine thrust reverser systems, particularly those with various hydraulic or electrical control systems. While hydraulic control systems are simple and reliable, they require pumps powered by the engine and numerous pipes. Electrical control systems, which are lighter than hydraulic systems, rely more heavily on the reliability of the electrical and electronic components used, and their maintenance can sometimes be complicated by the risk of these components becoming obsolete.

[0003] This situation can be improved. Utility Model Content

[0004] The purpose of this invention is to provide an aircraft that overcomes at least some of the shortcomings of the prior art, the aircraft including a hydraulic control system for reversing engine thrust.

[0005] To this end, an aircraft is proposed, comprising two wings, with two aircraft propulsion systems arranged beneath each wing. The aircraft is arranged such that each propulsion system includes a hydraulic control system for an actuator for one or more engine thrust reversers or for one or more actuators used to open and close the aircraft's engine cowling. Each hydraulic system includes:

[0006] - A hydraulic pressure generating assembly dedicated to the hydraulic control of the actuator, and,

[0007] - A hydraulic control and generation controller device dedicated to the hydraulic control of the actuator.

[0008] As described above, this aircraft architecture, which includes a hydraulic control system for reversing engine thrust, allows for increased reliability and lifespan of the control system for the engine thrust reverser, reduced aircraft weight, and simplified circuits for controlling and generating hydraulic pressure, independent of other hydraulic circuits in the aircraft where the hydraulic control system is located.

[0009] The aircraft including the hydraulic control system according to this utility model may also have the following optional features, considered individually or in combination:

[0010] - The hydraulic pressure generating components of the control system include at least a hydraulic control fluid reservoir, a pump for pressurizing the hydraulic control fluid, a filter for the hydraulic control fluid, a pressure accumulator reservoir for the hydraulic control fluid, and a circuit for limiting the pressure in the accumulator reservoir. The pump is configured to be controlled by a dedicated hydraulic control and generation controller device.

[0011] - The dedicated controller unit for the hydraulic control and generation system includes at least one interface for communicating with the aircraft's avionics controller.

[0012] - The hydraulic control system also includes at least two directional control valves for hydraulic pressure (for pressurized hydraulic fluid), one of the at least two directional control valves, namely the first valve, is configured to control the activation or deactivation of the transmission of hydraulic pressure to the actuator, and the other of the at least two directional control valves, namely the second valve, is configured to control the deployment and folding of the one or more thrust reversers by the orientation of the hydraulic pressure (pressurized hydraulic fluid) in the actuator, the first valve and the second valve being configured to be controlled by a hydraulic control and generation controller device dedicated to the engine thrust reverser control system. Attached Figure Description

[0013] Figure 1 A hydraulic control assembly for reversing the thrust of an aircraft, according to one embodiment, is schematically illustrated. The hydraulic control assembly is connected to the actuator of the aircraft thrust reverser.

[0014] Figure 2 The illustration schematically depicts a device already implemented according to one embodiment. Figure 1 Details of how the hydraulic pressure generation component of the hydraulic control assembly is implemented, as depicted in the text.

[0015] Figure 3 The illustration schematically depicts an aircraft according to one embodiment, including components for reversing engine thrust; and,

[0016] Figure 4 It is based on an implementation method that has already been implemented. Figure 1 The diagram depicts a controller device for the hydraulic control and generation circuit. Detailed Implementation

[0017] Figure 1A hydraulic control system REVS 1 according to one embodiment is schematically depicted, which is designed to control two actuators 10 of an engine thrust reverser of an aircraft engine. According to the described exemplary embodiment, the two actuators 10 are double-acting hydraulic actuators, each mechanically connected to a hinged thrust reverser mechanism 11. For example, the thrust reverser mechanism 11, also referred to as the thrust reverser mechanism 11, is a hinged or movable and reinforced shroud that allows a portion of the aircraft engine's outlet flow to be directed forward for braking purposes, particularly after the aircraft has landed. According to one embodiment, the hydraulic control system REVS 1 is also designed to control actuators arranged to open and close one or more engine cowlings of the aircraft in which the hydraulic control system REVS 1 is located, for example, to simplify maintenance operations when the aircraft is on the ground.

[0018] The term "forward" here refers to the direction of movement of the aircraft during flight. According to one embodiment, the hydraulic control system 1 for reversing engine thrust is controlled by a controller unit CTRL 14 dedicated to the function of reversing engine thrust, connected via a bidirectional communication link or bus 14i to the avionics controller AV1000. The controller CTRL 14 is also referred to herein as the "hydraulic control and generation" controller for the hydraulic control system 1 for reversing engine thrust. Of course, this configuration is not limiting, and the controller unit 14 can be connected to two or more avionics modules, particularly for redundancy purposes and thus for the safe execution of the thrust reversing function. The use of multiple avionics modules connected to the controller unit 14 can also be related to the overall architecture of the aircraft and the distribution of avionics functions among the multiple avionics modules. According to one embodiment, the actuator 10, via its hydraulic inlet connected to the hydraulic conduit 1o of the hydraulic control system 1, moves in a translational manner to deploy (or activate or extend) the thrust reverser 11 by applying hydraulic pressure and thus by moving the pressurized hydraulic fluid. Conversely, actuator 10 is moved in a translational manner to fold (or deactivate or retract) thrust reverser 11 by applying hydraulic pressure and thus moving pressurized hydraulic fluid through a hydraulic inlet connected to hydraulic conduit 1i of hydraulic control system 1. Thus, when hydraulic fluid moves into actuator 10 via hydraulic conduit 1o and toward actuator 10, hydraulic fluid is withdrawn from actuator 10 via hydraulic conduit 1i, and when hydraulic fluid moves into actuator 10 via hydraulic conduit 1i and toward actuator 10, hydraulic fluid is withdrawn from actuator 10 via hydraulic conduit 1o. According to one embodiment, position signals 10' transmitted by each actuator in actuator 10 transmit information items indicating the position (retracted position, extended position, or intermediate position) of the relevant actuator 10 to controller CTRL 14. The movement of pressurized hydraulic fluid in the hydraulic control system 1 is achieved under the control of a dedicated controller device 14, which controls at least one component referred to as hydraulic pressure generating assembly GEN 12, as well as two valves 16 and 18 for orienting the hydraulic fluid from the hydraulic pressure generating assembly 12. The controller device 14 is configured to control the hydraulic pressure generating assembly 12 via a communication bus 12c. The controller device 14 also controls valve 16 via a communication bus 16c and valve 18 via a communication bus 18c. According to one embodiment, the communication buses 12c, 16c, and 18c are bidirectional communication buses adapted to exchange control messages and / or signals according to a predetermined protocol. These protocols are not described in detail in this specification because they are not helpful for understanding this invention.Valve 16, also known as an "IV" valve ("isolation valve"), is arranged to transmit pressurized hydraulic fluid available from the outlet conduit 12o of the hydraulic pressure generating assembly 12 to valve 18, which is arranged to alternately direct the hydraulic fluid in two actuators 10 (double-acting cylinders) to deploy or deactivate the thrust reverser 11. Thus, valve 16 is configured to transmit hydraulic pressure between its inlet, connected to conduit 12o, and one of its outlets, also known as a "DCV" valve ("direction control valve"), connected to conduit 16o. When valve 16 is not configured to transmit hydraulic pressure to its outlet connected to conduit 16o, it transmits that pressure to the inlet conduit 12i of the hydraulic pressure generating assembly 12, which then serves as a return conduit to the hydraulic pressure generating assembly 12. Regarding valve 18, a first configuration established under the control of controller device 14 connects the inlet pipe 16o of valve 18 to pipe 1o connected to actuator 10, and also connects pipe 1i connected to actuator 10 to inlet 12i of hydraulic pressure generating assembly 12. This first configuration corresponds to the movement of pressurized hydraulic fluid, intended to deploy the thrust reverser (converted into extension of the lever of actuator 10). Still regarding valve 18, a second configuration established under the control of controller device 14 connects the inlet pipe 16o of valve 18 to pipe 1i connected to actuator 10, and also connects pipe 1o connected to actuator 10 to inlet 12i of hydraulic pressure generating assembly 12. This second configuration corresponds to the movement of pressurized hydraulic fluid, intended to retract the thrust reverser (converted into retraction of the lever of actuator 10). Controller device CTRL 14 is considered to be a controller dedicated to engine thrust reverser function and the opening and closing of the engine cowling (intended to perform maintenance operations), as it does not interfere with any other function of aircraft 100. Therefore, the controller unit 14 controls the deployment and folding of the thrust reverser 11 based on local signals related to the thrust reversal function (signals originating from pressure sensors, position sensors, load sensors, etc.) and based on information obtained from the avionics module 1000 (e.g., the control position of the thrust reverser in the cabin). According to one embodiment, the controller unit CTRL 14 is also configured to transmit information indicating the state of the system 1 used for reversing engine thrust by sending messages to the aircraft's avionics after analyzing signals from sensors, for example, one or more thrust reversers, for pressure, load, deployment speed, or retraction speed.

[0019] Figure 2The details of the implementation of the hydraulic pressure generating component 12, referred to herein as component GEN 12, are schematically illustrated. Component GEN 12 includes a hydraulic fluid reservoir 121, the outlet of which is connected to the inlet of a hydraulic pump 122. The outlet of the hydraulic pump 122 is connected to the inlet of a hydraulic filter 123. The outlet of the hydraulic filter 123 is connected, on one hand, to a hydraulic fluid buffer reservoir 124 and on the other hand, to the outlet pipe 12o of component GEN 12, the pressure of which is established by the controlled activation of the hydraulic pump 122. Furthermore, the inlet (or return) pipe 12i of component GEN 12 is connected to the inlet of the hydraulic fluid reservoir 121, also referred to as the return inlet for hydraulic fluid. Additionally, a pressure limiting module (or hydraulic circuit) 125 regulates the pressure established in the buffer reservoir 124 under the action of the hydraulic pump 122. A pressure limiting module 125 is connected between a branch 125o of the outlet pipe 12o of component GEN 12 and a branch 125i of the inlet (or return) pipe 12i of component GEN 12. Module 125 is configured to release hydraulic fluid originating from pipe 12o to pipe 12i when the hydraulic pressure measured in pipe 12o or in buffer reservoir 124 exceeds a predetermined hydraulic pressure threshold. Hydraulic pump 122 is enabled and disabled via bidirectional communication bus 12c under the control of controller device 14. More generally, hydraulic pump 122 is "driven" by controller device 14, which also controls other operating parameters of hydraulic pump 122, such as the speed of hydraulic pump 122 or the outlet hydraulic pressure of hydraulic pump 122.

[0020] Figure 3 An exemplary implementation of a hydraulic control assembly 1 in an aircraft 100 is schematically illustrated. According to the described example, the hydraulic control assembly 1 is advantageously arranged within a propulsion assembly 101, also referred to as propulsion system 101. Propulsion system 101 includes aircraft engine pylons, nacelles, and an aircraft engine, such as a turboprop type. According to one embodiment, the hydraulic control assembly 1 is arranged in the nacelle of the engine of the aircraft 100 and configured to control two engine thrust reversers of the engine. According to one embodiment, the aircraft 100 includes two wings extending laterally from a central fuselage, with a propulsion system 101 including a hydraulic control assembly such as the hydraulic control assembly 1 arranged beneath each of the two wings.

[0021] This arrangement cleverly allows for the limitation of the components required for the operation of the thrust reversing hydraulic control loop, because the hydraulic pressure generating assembly is local and dedicated to the control system used by the thrust reverser of the relevant engine, and can be dedicated to the hydraulic opening and closing of one or more engine cowlings of the aircraft; that is, the hydraulic pressure generating assembly is independent of any other hydraulic pressure generating system of the aircraft. Furthermore, the user of the dedicated controller unit CTRL 14, operating under the supervision of at least one remote avionics module, simplifies the overall architecture of the system useful for the thrust reversing function of the relevant engine. According to one embodiment, the hydraulic control system 1, including the dedicated hydraulic pressure generating assembly 12 and the dedicated controller unit 14, controls the locking and unlocking of the thrust reverser 11 in the folded position and, possibly, in the unfolded position, in addition to controlling the deployment and folding of the thrust reverser 11. The dedicated controller unit 14 is configured to control these locking and unlocking operations.

[0022] Detailed explanation of thrust reversers:

[0023] According to one embodiment, an exemplary implementation of the hydraulic control system 1 for deploying the thrust reverser 11 is described below.

[0024] Prior to landing, the avionics module AV 1000 detects changes in the descent of the aircraft 100 or the extension of its landing gear. The avionics module AV 1000 then sends information to the controller unit 14 indicating that the aircraft 100 is about to land. The controller unit 14 then activates the hydraulic pump 122 of the hydraulic pressure generating assembly 12, and is then able to obtain a nominal useful hydraulic pressure in the hydraulic control system 1, particularly at the inlet of valve 16. If deployment conditions are met (e.g., the thrust reverser 11 is detected in a folded (retracted) position, and one or more safety locks are properly positioned and operated), the avionics module 1000 transmits a command to the controller unit 14 to deploy the thrust reverser 11 when it detects that the thrust reverser system has been activated by the pilot of the aircraft 100. According to one embodiment, this command is detected by a first predetermined position of one or more elements of the engine speed control lever located in the cockpit. Since the desired hydraulic pressure can be obtained at the outlet of the hydraulic pressure generating component 12, the controller device 14 activates valve 16 "IV" to transmit the hydraulic pressure to valve 18 "DCV" and controls valve 18 "DCV" to orient the hydraulic pressure in actuator 10 according to the deployment configuration. Advantageously, the hydraulic pressure is dynamically controlled to account for pressure variations, head loss, wear of the hydraulic system, and possible corrosion. Pressure sensors and other components useful for hydraulic pressure servo control are not described in more detail here, as they do not contribute to understanding this invention.

[0025] Regarding the folding of the thrust reverser:

[0026] According to one embodiment, an exemplary implementation of the control system 1 for the folding thrust reverser 11 is described below.

[0027] When the avionics module 1000 detects that the aircraft 100 is on the ground at a controlled speed, the thrust reverser 11 is properly deployed, and the pilot has requested to fold the thrust reverser 11 via a second predetermined position of one or more elements of the engine speed control lever located in the cockpit, the avionics module 1000 sends information indicating a complete landing to the controller unit 14. Since the hydraulic pump 122 has been activated, a nominal useful hydraulic pressure can be obtained in the hydraulic control system 1, particularly at the inlet of valve 16. If the folding conditions are met (e.g., the thrust reverser 11 is detected in the deployed position), the avionics module 1000 transmits a command to the controller unit 14 for folding the thrust reverser 11. The controller unit 14 then controls valve 18 to directionally pressurize hydraulic fluid in actuator 10 according to the folding configuration. Finally, when the thrust reverser 11 is detected in the folded position, the controller unit 14 controls valve 16 to hydraulically isolate the hydraulic pressure generating assembly 12 from actuator 10.

[0028] It should be noted that these examples of the operating sequence of the hydraulic control system 1 are not limiting. For example, if the prerequisites for takeoff are not met before the aircraft 100 reaches its predetermined rotational speed, the sequence of deploying the thrust reverser 11 and then folding the thrust reverser 11 can be performed during an interruption of the takeoff phase of the aircraft 100.

[0029] Figure 4 An exemplary internal architecture of the hydraulic control system 1 and the hydraulic control and generation controller device CTRL 14 dedicated to the system is schematically illustrated.

[0030] according to Figure 4 The exemplary hardware architecture depicted herein includes, via a communication bus 140, the following components connected: a processor or CPU (Central Processing Unit) 141; random access memory (RAM) 142; read-only memory (ROM) 143; a storage unit, such as a hard disk (or a storage medium reader such as an SD (Secure Digital) card reader) 144; and a power and communication interface module 145 that allows the hydraulic control controller CTRL 14 to communicate with remote devices such as avionics, sensors or actuators (pumps, pressure sensors, pressure limiters, valves, etc.) of the hydraulic circuit and to distribute the required power to various components present in the thrust reversing system 1.

[0031] The processor 141 of the hydraulic control circuit controller device 14 is capable of executing instructions loaded into RAM 142 from ROM 143, external memory (not shown), storage medium (such as an SD card), or communication network. When the hydraulic control controller device 14 is powered on, the processor 141 is capable of reading instructions from RAM 142 and executing them. These instructions form a computer program that enables the processor 141 of the hydraulic control controller device 14 to implement, in particular, all or part of the method for controlling the engine thrust reverser of the hydraulic control system 1, based on information obtained from one or more remote avionics modules or controllers.

[0032] All or part of this method for hydraulic control of the engine thrust reverser 11 can then be implemented in software by executing a set of instructions by a programmable machine, such as a DSP (Digital Signal Processor) or a microcontroller, or in hardware by a machine or dedicated component, such as a FPGA (Field Programmable Gate Array) or ASIC (Application-Specific Integrated Circuit). Typically, the hydraulic control loop controller device 14 includes electronic circuitry configured to implement a method for controlling the aircraft engine thrust reverser controlled by the described hydraulic control system 1. Of course, the controller device 14 also includes all the components typically present in an electronic system comprising the control unit and its peripherals, such as power supply circuits, power monitoring circuits, one or more clock circuits, reset circuits, input / output ports, interrupt inputs, and bus drivers, to be listed exhaustively.

Claims

1. An aircraft (100) comprising two wings, with two aircraft propulsion systems (101) respectively arranged below the two wings, the aircraft characterized in that each of the propulsion systems (101) includes a hydraulic control system (1), the hydraulic control system (1) being for actuators (10) of one or more engine thrust reversers (11) or for one or more actuators for opening and closing the engine cowling of the aircraft (100), each hydraulic control system comprising: A hydraulic pressure generating assembly (12) dedicated to the hydraulic control of the actuator (10) includes at least a hydraulic control fluid reservoir (121), a hydraulic pump (122) for pressurizing the hydraulic control fluid, a filter (123) for the hydraulic control fluid, a pressure accumulator reservoir (124) for the hydraulic control fluid, and a module (125) for limiting the pressure in the pressure accumulator reservoir (124). A hydraulic control controller device (14) is dedicated to the hydraulic control of the actuator (10), and the hydraulic pump (122) is configured to be controlled by the dedicated hydraulic control controller device (14).

2. The aircraft (100) according to claim 1, characterized in that, The dedicated hydraulic control controller device (14) includes at least one interface (14i) for communicating with the avionics controller (1000) of the aircraft (100).

3. The aircraft (100) according to any one of claims 1 and 2, characterized in that, The aircraft (100) also includes at least two directional control valves for hydraulic pressure, one of which, namely a first valve (16), is configured to control the activation or deactivation of the transmission of hydraulic pressure to the actuator (10), and the other of the at least two directional control valves, namely a second valve (18), is configured to control the deployment and folding of the one or more engine thrust reversers (11) by the orientation of the hydraulic pressure in the actuator (10), the first valve (16) and the second valve (18) being configured to be controlled by a dedicated hydraulic control controller device (14).

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