Thrust reversal system for an aircraft, and associated installation and aircraft

Abstract

This system (101) comprises a local control module (120) comprising an analogue input port (121) and an analogue wired connection, referred to as control connection (122), between a global control module (104) and the analogue input (121). The local control module (120) is designed to receive, via the control connection (122) and the analogue input (121), movement commands from the global control module (104) in order to control an electric actuator (114) so as to move a cover (112). The local control module (120) furthermore comprises a transmission digital output (152) that is separate from the analogue input (121), the local control module (120) being designed to transmit operating information from the thrust reversal system (101) via the digital output (120).

Description

Description TITLE: Thrust reversal system for an aircraft, associated installation and aircraft

[0001] The present invention relates to a thrust reverser system for an aircraft, an installation comprising such a system, and an aircraft comprising such a system or such an installation.

[0002] The A380 aircraft and the C919 aircraft each include a thrust reverser system. Such a system includes a thrust reverser cowl designed to be selectively moved between a stowed position to leave the thrust of a turbomachine of the aircraft unchanged and a deployed position to reverse the thrust of the turbomachine. The cowl is moved by an electric actuator of the cowl. To receive the commands, a local control module is provided, connected to a global control module by a connection designed to carry at least one analog signal.

[0003] The global control module is generally referred to by the acronym EEC (from the English "Engine Electronic Control"), while the local control module is generally referred to by the acronym ETRAC (from the English "Electrical Thrust Reverser Actuation Controller"). Furthermore, in these aircraft, the connection between the global control module EEC and the local control module ETRAC is a digital bus, in particular according to the ARINC 429 standard. This connection is used to transmit commands to the local control module ETRAC and to feed back operating information from the local control module to the global control module EEC.

[0004] According to this standard, the exchanged data is coded in the form of 32-bit words divided into several distinct fields.

[0005] Still according to this standard, the digital bus comprises a pair of twisted strands and the bits are sequentially transmitted in the form of an analog voltage signal between the two strands taking, for each bit, a high value when the bit is worth 1 and a low value when the bit is worth 0.

[0006] Thus, the implementation of this standard involves providing complex components both in the global EEC control module to code the commands in the form of 32-bit words and in the local ETRAS command module to decode the received 32-bit words and derive the commands.

[0007] To solve this problem, the French patent application published under the number FR 3115078 A1 describes a thrust reverser system for an aircraft, comprising: - a thrust reverser cowl designed to be selectively moved between a stowed position to leave the thrust of a turbomachine of the aircraft unchanged and a deployed position to reverse the thrust of the turbomachine; - an electric actuator of the cowl; - a local control module designed to receive commands from a global control module in order to control the electric actuator so as to move the cowl, these commands including: · a stow command to move the cowl into its stowed position, and · a deployment command to move the cowl into its deployed position; and - a connection, called a control connection, between the global control module and the local control module to carry at least one analog signal;the local control module being designed to receive the commands by: - ​​identifying one of several predefined value ranges, in which each analog signal lies at a given time, each command being associated with one or more of the value ranges; and - determining the received command as being that associated with the identified value range(s).

[0008] However, the French patent application published under number FR 3115078 A1 does not address the problem of reporting operating information.

[0009] It may therefore be desirable to provide a thrust reversal system which makes it possible to overcome at least some of the aforementioned problems and constraints.

[0010] A thrust reversal system is therefore proposed for an aircraft, comprising: - a thrust reverser cowl designed to be selectively moved between a stowed position to leave the thrust of a turbomachine of the aircraft unchanged and a deployed position to reverse the thrust of the turbomachine; - an electric actuator of the cowl; - a local control module comprising an analog input port; - an analog wired connection, called a control connection, between a global control module and the analog input of the local control module; the local control module being designed to receive, via the control connection and the analog input, movement commands from the global control module in order to control the electric actuator so as to move the cowl, these movement commands including: - a stow command to move the cowl into its stowed position, and - a deployment command to move the cowl into its deployed position;and the system being characterized in that the local control module further comprises a digital transmission output, separate from the analog input, the local control module being designed to transmit operating information of the thrust reversal system via the digital output.;

[0011] Thanks to the invention, it is possible to recover operating information in order, for example, to facilitate maintenance operations.

[0012] Optionally, which the local control module is designed to transmit the operating information through the digital transmission output, by implementing one or more digital communication protocols among: CAN, and / or RS, and / or SPI, and / or serial.

[0013] Also optionally, the local control module comprises a microprocessor equipped with a first software unit for receiving movement commands, and a second software unit, separate from the first software unit, for transmitting operating information.

[0014] Also optionally, the microprocessor has a first partition for the first software unit and a second partition for the second software unit.

[0015] Optionally, the microprocessor is also equipped with the same core hosting the first and second software units.

[0016] Optionally, the microprocessor is also equipped with two separate cores hosting the first software unit and the second software unit respectively.

[0017] Also optionally, the operating information comprises at least one of: a number of starts of the local control module, an operating time of the local control module, a state in which the thrust reverser system is located, a history of commands received, a position of an electric motor of the actuator, a speed of the electric motor, a torque of the electric motor, a fault message.

[0018] Also optionally, the local control module is designed to receive the movement commands by: – identifying one of several predefined value ranges, in which each analog signal lies at a given time, each command being associated with one or more of the value ranges; and – determining the received command as being that associated with the identified value range.

[0019] There is also proposed an installation for an aircraft comprising: - a thrust reversal system according to the invention; - a system for receiving operating information; and - a digital connection between the digital transmission output and the reception system.

[0020] Optionally, the receiving system is designed to record operating information, particularly during one or more flights of the aircraft.

[0021] Also optionally, the receiving system includes an output port adapted to be connected to mobile maintenance equipment, the collecting system being adapted to provide the recorded operating information to the mobile maintenance equipment through the output port.

[0022] Also optionally, the receiving system comprises a wireless communication interface with a ground-based receiving system, the wireless communication interface being for example one of: a Wifi interface, a 3G, 4G or 5G interface, the receiving system being designed to provide the recorded operating information to the receiving system via this wireless communication interface.

[0023] An aircraft is also proposed comprising: - a turbomachine; and - a thrust reverser system according to the invention or an installation according to the invention.

[0024] The invention will be better understood with the aid of the following description, given solely by way of example and with reference to the appended drawings in which: - Figure 1 is a simplified view of an aircraft comprising a thrust reversal system according to a first embodiment of the invention, - Figure 2 is a simplified view of an aircraft comprising a thrust reversal system according to a second embodiment of the invention, - Figure 3 is a simplified view of an aircraft comprising a thrust reversal system according to a third embodiment of the invention, - Figure 4 is a simplified view of an aircraft comprising a thrust reversal system according to a fourth embodiment of the invention, and - Figure 5 is a simplified view of an aircraft comprising a thrust reversal system according to a fifth embodiment of the invention.

[0025] With reference to FIG. 1, an aircraft 100 comprising a thrust reversal system 101 according to a first embodiment of the invention will now be described.

[0026] The aircraft 100 firstly comprises a turbomachine 102.

[0027] The aircraft 100 further comprises a global control module 104. The latter comprises at least one computer. Preferably, the global control module 104 comprises two redundant computers. The global control module 104 may for example be an EEC or an EIF (from the English “Engine Interface Function”).

[0028] The aircraft 100 further comprises a direct voltage bus 108.

[0029] The thrust reverser system 101 firstly comprises a thrust reverser cowl 112 designed to be selectively moved between a folded position to leave the thrust of the turbomachine 102 unchanged and a deployed position to reverse the thrust of the turbomachine 102. The thrust reverser is for example a door thrust reverser, or a grid thrust reverser.

[0030] The system 101 further comprises an electric actuator 114 of the hood 112.

[0031] In the example described, the electric actuator 114 comprises an electric motor 116 for moving the hood 112 and an inverter 118 designed to electrically activate the electric motor 116 from the direct voltage bus 108.

[0032] The system 101 further comprises a local control module 120, such as an ETRAC, provided with an analog input port 121.

[0033] The system 101 further comprises an analog wired connection 122 between the global control module 104 and the local control module 120. This connection 122 is designed to carry at least one analog signal from the global control module 104 and the local control module 120. This or these analog signals represent commands for the local control module 120. The thrust reverser system 101 is thus advantageously controlled by discrete analog signals, which simplifies communication between the aircraft computer and the system 101.

[0034] In the example described, the connection 122 comprises three electrical conductors 124, 126 and 128. The first two electrical conductors 124, 126 are intended to carry respectively two analog voltage signals V1, V2, referenced relative to the third electrical conductor 128 forming an electrical ground.

[0035] Still in the example described, the local control module 120 comprises an analog-to-digital converter 132 designed to convert the signal(s) analog (voltages V1, V2 in the example described) into digital data and a digital module 134 designed to process this digital data to determine the commands received.

[0036] The controls include in particular: a stow control (from the English “STOW”) for moving the cover 112 into its stowed position and a deployment control (from the English “DEPLOY”) for moving the cover 112 into its deployed position.

[0037] Furthermore, in the example described, the system 101 comprises several locking devices to prevent untimely deployment of the cover 112, for example outside the landing phase of the aircraft 100.

[0038] Thus, the system 101 further comprises a so-called primary locking device 136 (from the English “Primary Lock System”) designed to selectively lock (for example by mechanical blocking) and unlock the electric motor 116 of the electric actuator 114 of the thrust reverser cowl 112. In this case, the local control module 120 is designed to, upon receipt of the deployment command (DEPLOY), control the primary locking device 136 in order to unlock the electric motor 116 of the electric actuator 114 of the thrust reverser cowl 112, before the cowl 112 has been moved into its deployed position. It is further designed to, upon receipt of the stow command (STOW), control the primary locking device 136 in order to lock the electric motor 116 of the electric actuator 114 of the thrust reverser cowl 112, after the cowl 112 has been moved into its stowed position.

[0039] Typically, two thrust reverser systems such as system 101 are provided, with the cowls respectively linked to each other. Thus, the "primary" locking device of one of the systems also forms a so-called "secondary" locking device for the other system.

[0040] The system 101 further comprises a so-called “tertiary” locking device 138 (from the English “Tertiary Lock System”) designed to selectively lock and unlock the hood 112. In this case, the hood 112 is preferably further designed to be selectively moved into a released position facilitating unlocking of the hood by the tertiary locking device 138. This released position is generally an even more folded position. The controls then further comprise a release control (from the English “OVERSTOW”) and the local control module 120 is then designed to, on receiving the release command (OVERSTOW), to control the primary locking device 132 to unlock the electric motor 116 of the electric actuator 114 of the thrust reverser cowl 112, before controlling the inverter 118 so that the cowl 112 is moved into its release position.

[0041] The tertiary locking device 138 is for example controlled by a control member 140, for example by a lever provided in a cockpit of the aircraft 100 which activates the closing of a relay. Nevertheless, many other control members of the tertiary locking device 138 can be provided.

[0042] As explained previously, the local control module 120 is designed to receive commands from the global control module 104, via the connection 122, in order to control the electric actuator 114, and more precisely the inverter 118 in the example described, so as to move the cover 112.

[0043] Generally, the local control module 120 is configured to identify one of several predefined value ranges within which each analog signal falls at a given time, each command being associated with one or more of the value ranges. The local control module 120 is further configured to determine the received command as being the one associated with the identified value range(s).

[0044] More specifically, in the example described, the analog voltage signals V1, V2 are each associated with two ranges of values. For example, one of these two ranges of values ​​extends around zero voltage and the other range of values ​​extends around 28 V. Each command is associated with a respective one of predefined combinations of the ranges of values ​​of the two analog voltage signals V1, V2. Thus, it can be considered that the commands are coded on three bits [ b1 b2 b3 ] respectively transmitted by the three electrical conductors 126, 130, 128. The first bit b1 is transmitted by the first electrical conductor 126 and its values ​​correspond to the two ranges of values ​​for this first electrical conductor 126. The second bit b2 is transmitted by the third electrical conductor 130 which is not intended to transmit an analog signal so that the second bit b2 remains at the same value, for example zero.The third bit b3 is transmitted by the second electrical conductor 128 and its values ​​correspond to the two ranges of values ​​for this second electrical conductor 128.

[0045] Thus, in the example described, the commands are coded by the bits [ b1 b2 b3 ] in the following way: [Table 1] [ b1 b2 b3 ] Command

[0000] No command

[0101] OVERSTOW

[0101] DEPLOY

[0100] STOW

[0046] Thus, in the example described, the OVERSTOW and DEPLOY commands have the same code. In this case, for example, upon receipt of this code, the OVERSTOW command can be executed, then after a certain delay time (implemented for example by a delay device) the DEPLOY command can be automatically executed, without requiring the receipt of a new code. Alternatively, two different codes could be respectively associated with the OVERSTOW and DEPLOY commands, the latter being each executed upon receipt of their associated code.

[0047] The local control module 120 further comprises a digital transmission output 152 through which the local control module 120 is designed to transmit operating information of the thrust reverser system 101. The digital transmission output 152 is separate from the analog input port 121 and complements the latter.

[0048] The operating information comprises, for example, one or more elements from among: a number of starts of the local control module 120, an operating time of the local control module 120, a state in which the thrust reverser system 101 is located, a history of the commands received, a position of the electric motor 116, a speed of the electric motor 116, a torque of the electric motor 116, and one or more fault messages.

[0049] The local control module 120 comprises, for example, a microprocessor provided with a first software unit for receiving movement commands, and a second software unit, separate from the first software unit, for transmitting operating information. The microprocessor comprises, for example, a first partition for the first software unit and a second partition for the second software unit. The microprocessor is, for example, equipped with a single core hosting the first and second software units. Alternatively, the microprocessor is equipped with two separate cores hosting the first software unit and the second software unit respectively.

[0050] The digital transmission output 152 may be wired and include a port, for example on the front of the local control module 120. Thus, a digital wired connection 143 connects the digital transmission output 152 to a system 142 for receiving operating information. For example, the digital wired connection 143 may be non-redundant, and include a single connector.

[0051] The receiving system 142 may be, as illustrated in FIG. 1, an element of the aircraft 100.

[0052] The reception system 142 is separate from the global control module 104 and can either be dedicated to receiving operating information from the thrust reverser system 101, or designed to also receive operating information from other components of the aircraft 100. The reception system 142 can also be designed to process the information received, for example to format it or to certify the correct operation and conformity of the thrust reverser system 101, in particular of the computer of the local control module 120.

[0053] The reception system 142 may include a non-redundant computer.

[0054] The reception system 142 is for example designed to record the received operating information, in particular during one or more flights of the aircraft 100. The reception system 142 is further for example designed to transmit the recorded operating information outside the aircraft, for example when the aircraft 100 is on the ground.

[0055] For example, the receiving system 142 includes an output port 144 configured to be connected to mobile maintenance equipment 146 brought into the aircraft on the ground. The receiving system 142 is then configured to provide the recorded operating information to the mobile maintenance equipment 146 through this output port 144.

[0056] Still for example, the reception system 142 comprises a wireless communication interface 148 with a ground reception system 150. The wireless communication interface 148 is for example one of: a Wifi interface, a 3G, 4G or 5G interface. The receiving system 142 is then designed to provide the recorded operating information to the receiving system via this wireless communication interface 148.

[0057] The local control module 120 and the reception system 142 are for example designed to exchange the operating information via the digital connection 143, by a digital communication protocol. Since the collected operating information is not necessarily essential for real-time control of the thrust reverser system 101, and does not necessarily have an impact on flight safety, the communication protocol and / or the digital connection 143 and / or the collection system 142 can be simplified. For example, the communication protocol can be non-loopback (i.e. without automatic sending of an acknowledgment of receipt) and / or non-redundant, unlike the AFDX or ARINC429 type protocols generally used in avionics systems. For example, the communication protocol can be one of: CAN (from the English “Controller Area Network”), RS232, RS422, SPI (from the English “Serial Peripheral Interface”), serial.The simplified communication protocols have the advantage of not requiring digital components dedicated to communication and can thus be generated directly by the digital core of the local control module 120. This makes it possible to simplify the local control module 120 at the hardware and software levels.

[0058] With reference to FIG. 4, the reception system 142 may be maintenance equipment brought into the aircraft on the ground, during production or maintenance phases (in the workshop or under the wing), and absent from the aircraft during flight phases.

[0059] In this case, the local control module 120 can be designed to record the operating information, in particular during one or more flights of the aircraft 100, so that it is transmitted to the reception system 142 when the latter is connected, for example during production or maintenance phases (in the workshop or under wing).

[0060] Referring to Figure 5, the digital transmission connection 143 may be wireless. In this case, the digital output 152 may be a wireless communication interface, for example one of: a Wifi interface, a 3G, 4G or 5G interface.

[0061] With reference to Figure 2, a thrust reverser system 201 according to a second embodiment of the invention will now be described. The system 201 is similar to that of Figure 1, except that the local control module 120 comprises, in place of the analog-to-digital converter 132 and the digital module 134, an analog circuit 202 for deducing the commands and controlling the inverter 118 accordingly.

[0062] With reference to Figure 3, a thrust reverser system 301 according to a third embodiment of the invention will now be described. The system 301 is similar to that of Figure 1, except that the connection 122 comprises an electrical connector 304 carrying an analog current signal associated with several value ranges, each command being associated with a respective one of the value ranges. Preferably, the value ranges do not overlap in order to avoid control chatter. More preferably, the value ranges are disjoint, except possibly between the respective ranges of the OVERTOW and DEPLOY commands.

[0063] For example, the commands are coded as follows: [Table 2] Current Value Range Command [ value 1 – value 2 ] OVERSTOW [ value 2 – value 3 ] DEPLOY [ value 4 – value 5 ] STOW

[0064] Values ​​outside these control ranges are considered invalid.

[0065] It will also be noted that the invention is not limited to the embodiments described above. It will indeed appear to those skilled in the art that various modifications can be made to the embodiments described above, in light of the teaching which has just been disclosed to them.

[0066] In the detailed presentation of the invention given above, the terms used should not be interpreted as limiting the invention to the embodiments set forth in this description, but should be interpreted to include all equivalents the foreseeability of which is within the reach of those skilled in the art. by applying his general knowledge to the implementation of the teaching which has just been disclosed to him.

Claims

Claims [1] Thrust reversal system (101; 201; 301) for an aircraft (100), comprising: - a thrust reversal cowl (112) designed to be selectively moved between a stowed position to leave the thrust of a turbomachine (102) of the aircraft (100) unchanged and a deployed position to reverse the thrust of the turbomachine (102); - an electric actuator (114) of the cowl (112); - a local control module (120) comprising an analog input port (121); - an analog wired connection, called a control connection (122), between a global control module (104) and the analog input (121) of the local control module (120);the local control module (120) being designed to receive, via the control connection (122) and the analog input (121), movement commands from the global control module (104) in order to control the electric actuator (114) so ​​as to move the cowl (112), these movement commands including: - a retraction command for moving the cowl (112) into its retracted position, and - a deployment command for moving the cowl (112) into its deployed position; and the system being characterized in that the local control module (120) further comprises a digital transmission output (152), separate from the analog input (121), the local control module (120) being designed to transmit operating information of the thrust reverser system (101; 201; 301) via the digital output (152). [2] System (101; 201;301) according to claim 1, wherein the local control module (120) is adapted to transmit the operating information via the digital transmission output (152), by implementing one or more digital communication protocols among: CAN, and / or RS, and / or SPI, and / or serial.; [3] System (101; 201; 301) according to claim 1 or 2, wherein the local control module (120) comprises a microprocessor provided with a first software unit for receiving the movement commands, and a second software unit, distinct from the first software unit, for transmitting the operating information. [4] System (101; 201; 301) according to claim 3, wherein the microprocessor comprises a first partition for the first software unit and a second partition for the second software unit. [5] System (101; 201; 301) according to claim 3 or 4, wherein the microprocessor is provided with the same core hosting the first and second software units. [6] System (101; 201; 301) according to claim 3 or 4, wherein the microprocessor is provided with two distinct cores hosting respectively the first software unit and the second software unit.[7] System (101; 201; 301) according to any one of claims 1 to 6, wherein the operating information comprises at least one of: a start number of the local control module (120), an operating time of the local control module (120), a state in which the thrust reverser system (101; 201; 301) is located, a history of the commands received, a position of an electric motor (116) of the actuator (114), a speed of the electric motor (116), a torque of the electric motor (116), a fault message.[8] System (101; 201; 301) according to any one of claims 1 to 7, wherein the local control module (120) is adapted to receive the movement commands by: - ​​identifying one of several predefined value ranges, in which each analog signal lies at a given instant, each command being associated with one or more of the value ranges; and - determining the received command as being that associated with the identified value range. [9] Installation for an aircraft (100) comprising:. - a thrust reverser system (101; 201; 301) according to any one of claims 1 to 8; - a system (142) for receiving the operating information; and - a digital connection between the digital transmission output (152) and the receiving system (142). [10] Installation according to claim 9, wherein the receiving system (142) is designed to record the operating information, in particular during one or more flights of the aircraft. [11] Installation according to claim 9 or 10, wherein the receiving system (142) comprises an output port (144) designed to be connected to mobile maintenance equipment, the collecting system (142) being designed to provide the recorded operating information to the mobile maintenance equipment via the output port (144).[12] Installation according to any one of claims 9 to 11, in which the reception system (142) comprises a wireless communication interface with a ground reception system, the wireless communication interface being for example one of: a Wifi interface, a 3G, 4G or 5G interface, the reception system (142) being designed to provide the recorded operating information to the reception system by this wireless communication interface. [13] Aircraft (100) comprising: - a turbomachine (102); and - a thrust reverser system (101; 201; 301) according to any one of claims 1 to 8 or an installation according to any one of claims 9 to 12.

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