Device for controlling an electric thrust reverser control system for an aircraft

Abstract

This control device (16) of an electrical control system (1) of a thrust reverser for an aircraft comprises electrical power supply means (9) and control means (19) configured to couple the electrical power supply means (9) to the electrical control system (1) when the aircraft is on the ground and, to decouple the electrical power supply means (9) from the electrical control system (1) when the aircraft is in flight. Figure for the abstract: Fig 1

Description

Title of the invention: Device for controlling an electrical thrust reverser control system for an aircraft Technical field

[0001] The present invention relates to thrust reversers for aircraft, and relates more particularly to the control of the locking flaps of such thrust reversers.

[0002] When an airliner lands, it generally has a high speed of between 250 and 300 km / h, which leads to actively applying the brakes on the landing gear wheels and therefore accelerating their wear.

[0003] Furthermore, when the landing strip is icy, wet or covered with snow, the landing gear wheels lose grip, which can make it difficult to brake the aircraft.

[0004] In order to overcome these constraints, each turbojet engine of the aircraft comprises a plurality of thrust reversers, the role of which, when the aircraft lands, is to reduce its braking distance by redirecting forward at least part of the thrust generated by the turbojet engine, thus creating the counter-thrust intended to contribute to the braking of the aircraft.

[0005] More particularly, the turbojet is first put into idle mode, in order to allow the aircraft to land, then its speed is then increased again so that the thrust reversers can generate sufficient counter-thrust.

[0006] Thrust reversers generally comprise a plurality of locking flaps mounted in an articulated manner on a movable cowl sliding along rails so as to reveal and conceal grilles capable of redirecting the secondary air flow upstream of the turbojet nacelle when the aircraft is braking.

[0007] Generally, the locking shutters are controlled by an electrical control system such as ETRAS® (for “Electrical Thrust Reverser Actuation System” in English).

[0008] More specifically, the electrical control system is intended to control the opening or closing of the locking shutters by means of a plurality of electromechanical actuators driven by at least one electrical machine.

[0009] These electromechanical actuators replace hydraulic actuators in modern aircraft.

[0010] However, it has generally been found that the torque delivered by the electric machine leads to significant power consumption in the aircraft's electrical power supply network.

[0011] Indeed, these modern electromechanical thrust reversers also require greater power consumption in the aircraft electrical network than hydraulic actuators.

[0012] Furthermore, when the aircraft operates in extreme temperature conditions, for example -55°C, the electromechanical actuators require the delivery, by the electric machine, of a torque greater than that delivered under normal temperature conditions.

[0013] However, current avionics requirements limit the power consumed in the electrical network to a power lower than the needs of the thrust reverser.

[0014] To overcome this drawback, one solution consists of resizing the electrical generator so that it delivers higher electrical power, so as to deliver the energy necessary to drive the electromechanical actuators.

[0015] However, the delivery of higher power by the electric generator increases its mass, its cost, accelerates its wear and reduces the frequency of its maintenance.

[0016] Furthermore, in order to meet certification requirements, resizing the electric generator requires carrying out long and tedious test phases before it is put into service.

[0017] Another solution consists of the use of electrical energy storage means on board the aircraft, intended to provide a predetermined power to the electrical machine, in addition to the power delivered by the electrical network.

[0018] However, the integration of electrical energy storage means on board the aircraft risks leading to an unwanted power supply to the electrical control system of the thrust reverser in full flight and thus deteriorating the aerodynamic performance of the aircraft.

[0019] The challenge is therefore to be able to integrate the electrical energy storage means on board the aircraft while guaranteeing their isolation from the electrical control system during the flight of the aircraft. Statement of the invention

[0020] In view of the above, the subject of the invention is a method for controlling an electrical control system of a thrust reverser for an aircraft comprising electrical power supply means.

[0021] The piloting method comprises:

[0022] - a step of coupling the electrical supply means to the system of electric control when the aircraft is on the ground and,

[0023] - a step of decoupling the electrical power supply means from the system of electric control when the aircraft is in flight.

[0024] "Electrical control system" means any system operating electrically intended to control the opening and closing of the thrust reverser locking flaps via a plurality of electromechanical actuators.

[0025] In order to meet avionic requirements, in particular the limitation of the power supplied to the thrust reverser, the power supply means are capable of supplying the electrical control system so that it can open and close the locking flaps, during the landing of the aircraft for example.

[0026] To avoid unexpected power supply of the electrical control system in flight and thus satisfy avionics certifications, the power supply means are electrically isolated from said control system.

[0027] For this purpose, data is acquired from a sensor commonly called “Weight on Wheels” intended to indicate whether the weight of the aircraft rests on its wheels.

[0028] In other words, it is possible to determine whether the aircraft is in flight or on the ground and thus couple the power supply means to the control system when the aircraft is on the ground and decouple them when the aircraft is in flight.

[0029] Advantageously, the electrical power supply means comprise a three-phase electrical power supply network and electrical energy storage means, the step of coupling and the step of decoupling the power supply means comprising a step of generating a setpoint signal capable of controlling the closing and opening of a first switch arranged between the three-phase electrical power supply network and the electrical control system and capable of controlling the closing and opening of a second switch coupled to the power supply means.

[0030] The three-phase electrical power supply network is intended to provide an alternating electrical voltage of between 115 and 200 volts, only when the aircraft is on the ground.

[0031] As for the electrical energy storage means, they are capable of supplying the electrical control system with an electrical voltage of, for example, between 270 and 540 volts.

[0032] Thus, it is the power delivered by the electrical energy storage means, in addition to the power delivered by the electrical network, which ensures the generation of sufficient torque for the opening and closing of the locking shutters.

[0033] Furthermore, it should be noted that by limiting the energy draw from the three-phase electrical supply network, it is possible to reduce the cross-section of the cables connecting the electrical supply network and the electrical control system, which represents a significant weight saving.

[0034] Alternatively, the storage means can deliver all the power necessary for opening and closing the locking shutters.

[0035] Preferably, the setpoint signal simultaneously controls the first and the second switch.

[0036] Simultaneously controlling the two switches makes it possible to implement the coupling or decoupling of the power supply means of the electrical control system more quickly.

[0037] For example, in the case of an aborted takeoff ("Rejected Take-Off" in English), it is advantageous to quickly open the locking flaps of the thrust reverser and therefore to couple the power supply means to the electrical control system.

[0038] Similarly, when it comes to an aborted landing, it is urgent to close the locking flaps, then to decouple the power supply means from the control system so that the aircraft can land again.

[0039] The invention also relates to a device for controlling an electrical control system of a thrust reverser for an aircraft comprising electrical power supply means.

[0040] The device comprises control means configured to couple the electrical power supply means to the electrical control system when the aircraft is on the ground and to decouple the electrical power supply means from the electrical control system when the aircraft is in flight.

[0041] Advantageously, the electrical power supply means comprise a three-phase electrical power supply network and electrical energy storage means, the control means comprising a first switch arranged between the three-phase electrical power supply network and the electrical control system, and a second switch coupled to the power supply means, the control means being configured to generate a setpoint signal capable of controlling the closing and opening of the first switch and the second switch.

[0042] Preferably, the reference signal is capable of simultaneously controlling the first and second switches.

[0043] Preferably, the device comprises a direct voltage source capable of supplying the electrical energy storage means.

[0044] The direct voltage source is capable of distributing a voltage of 28 volts to 150 volts, for example, to the electrical energy storage means when the aircraft is on the ground and / or in flight.

[0045] Advantageously, the storage means comprise a plurality of supercapacitors or batteries.

[0046] The batteries can be of the Nickel Cadmium (Nicd), Nickel-Metal Hybrid (Ni-MH), Lithium-Ion or Lithium Polymer type.

[0047] As for the supercapacitors, they are arranged so as to have a capacity of between ten and two hundred Farads.

[0048] Preferably, the first and second switches are contactors.

[0049] To avoid degradation of the device and / or the electrical control system, it is advantageous to use contactor-type switches in order to support the flow of large currents.

[0050] The invention also relates to an aircraft comprising electrical power supply means and at least two thrust reversers each comprising an electrical control system controlled by a piloting device as defined above. Brief description of the drawings

[0051] Other aims, characteristics and advantages of the invention will appear on reading the following description, given solely by way of non-limiting example, and made with reference to the appended drawings in which:

[0052] [Fig.l] to

[0053] [Fig.4] represent different alternative architectures of a device for controlling an electric control system for a thrust reverser, in accordance with the invention;

[0054] [Fig.5] illustrates a first flowchart of a method for controlling the electrical control system, implemented by said device, according to a first embodiment of the invention and,

[0055] [Fig.6] illustrates a second flowchart of the method for controlling the electrical control system, implemented by said device, according to a second embodiment of the invention.

[0056] Detailed description of at least one embodiment of the invention

[0057] [Fig. 1] shows the general architecture of an electric control system for a thrust reverser, designated by the general numerical reference 1.

[0058] The electrical control system 1 is intended to control the opening and closing of the thrust reverser while preventing the sliding movement of the thrust reverser locking flaps from occurring unexpectedly in full flight.

[0059] For this purpose, the electrical control system 1 comprises a plurality of safety locks 2, 3, 4 intended to block the unwanted opening of the locking flaps.

[0060] The two locks 3 and 4 are called primary and the third lock 2 is of the tertiary type, each lock being intended to take over the loading of the blocking flaps in the event of failure of the other two locks.

[0061] Furthermore, it should be noted that the locks 2, 3, 4 can be of the brake type, the motorized type or the electromechanical type.

[0062] The electrical control system 1 further comprises a plurality of electromechanical actuators 5 and 6, here two jacks 5 and 6, intended to implement the opening and closing the locking shutters.

[0063] For example, the primary lock 3 is associated with the electromechanical cylinder 5, and the primary lock 4 is associated with the electromechanical cylinder 6.

[0064] As for the tertiary lock 2, it is here controlled by a signal V4 delivered from a thrust reverser lever capable of being actuated by the pilot of the aircraft and not shown here.

[0065] In order to ensure synchronized movement of the electromechanical actuators 5 and 6, the electrical control system 1 comprises a flexible shaft 7 configured to connect the electromechanical actuators 5 and 6 to each other.

[0066] The flexible shaft 7 is furthermore coupled to a reversible electrical machine 8 intended to drive the electromechanical actuators 5 and 6.

[0067] Of course, the electrical control system 1 can comprise a plurality of flexible shafts 7 as well as a plurality of electromechanical actuators.

[0068] The electrical machine 8 operates here in motor mode and therefore produces mechanical energy from electrical energy.

[0069] To supply the electrical machine 8 with electrical energy, the aircraft comprises electrical supply means 9 coupled to the electrical control system 1.

[0070] More particularly, the electrical supply means 9 comprise a three-phase electrical supply network 10 capable of supplying an alternating electrical voltage of between 115 and 200 volts.

[0071] The electrical power supply means 9 further comprise electrical energy storage means 11 capable of delivering a direct voltage of between 270 and 540 volts.

[0072] By way of example, the electrical energy storage means 11 comprise a plurality of supercapacitors or a plurality of batteries.

[0073] When the storage means comprise supercapacitors, these can be arranged so as to have a capacity of between ten and two hundred Farads.

[0074] Furthermore, the storage means 11 are coupled to a reversible voltage booster 120 configured to receive a direct voltage from a direct voltage source VI equal to 28 volts and thus amplify it until it reaches 270 volts or 540 volts.

[0075] The direct voltage from the storage means 11 is then coupled to the voltage from the supply network 10.

[0076] To do this, the power supply means 9 comprise a voltage converter 12 capable of transforming a three-phase alternating voltage, for example 115 volts, into a direct voltage of 270 volts.

[0077] As voltage converter 12, we can cite the ATRU® for (“Auto Transformer Rectifier Unit » in English).

[0078] The power supply means 9 further comprise an inverter 13 coupled to the voltage converter 12 and to the voltage booster 120.

[0079] The inverter 13 is configured to convert the direct electrical voltage, coming from the voltage converter 12 and the voltage booster 120, into alternating voltage.

[0080] Thus, it is possible to use the voltage delivered by the storage means 11 and the electrical network 10 to provide a predetermined power to the electrical machine 8.

[0081] In other words, the power supply means 9 are capable of delivering the power necessary to the thrust reverser to open and close the locking flaps, while satisfying the avionics certifications concerning the limitation of the drawing of electrical energy from the electrical network 10 of the aircraft.

[0082] The inverter 13 is further configured to power the primary locks 3 and 4. To do this, the inverter 13 delivers a signal V5 to the two locks 3 and 4.

[0083] Furthermore, it should be noted that the electrical control system 1 comprises a control unit 14 coupled to the storage means 11 as well as to the inverter 13.

[0084] More precisely, the control unit 14 is configured to deliver a first control signal V2 to the storage means 11 in order to authorize their power supply by the voltage booster 120 when the aircraft is in flight, during the descent phase of the aircraft for example.

[0085] However, the control unit 14 is further configured to deliver the first control signal V2 to the storage means 11 in order to discharge them, for example when the aircraft is in the cruise phase, which constitutes an additional guarantee of safety concerning the unexpected opening in full flight of the thrust reverser locking flaps.

[0086] Furthermore, the control unit 14 is also configured to deliver a second control signal V3 to the inverter 13 to define the frequency of the alternating voltage intended to power the electrical machine 8.

[0087] It should be noted that the control unit 14 is controlled by a powertrain control module 15 (EEC for “Electronic Engine Control” in English).

[0088] In order to isolate the power supply means 9 of the electrical control system 1 in flight so as not to supply said electrical system 1 with electrical energy, the electrical control system 1 is coupled to a piloting device 16 comprising data acquisition means 17, calculation means 18 as well as control means 19.

[0089] More particularly, the data acquisition means 17 are configured to receive data relating to the weight of the aircraft.

[0090] As an example, the data acquisition means 17 recover data from a sensor commonly called “Weight on Wheels” which indicates whether the weight of the aircraft is resting on its wheels.

[0091] As for the calculation means 18, they are coupled to the acquisition means 17 and are configured to determine, from the data delivered by the acquisition means 17, whether the aircraft is in flight or on the ground.

[0092] Consequently, when the aircraft is on the ground, the calculation means 18 are configured to activate the control means 19 which are configured to couple the power supply means 9 to the control system 1, when the aircraft is on the ground, or to isolate them as soon as the aircraft is in flight.

[0093] More particularly, the control means 19 comprise a first switch SI, coupled to the voltage converter 12 and arranged between the three-phase electrical supply network 11 and the electrical control system 1.

[0094] The control means 19 further comprise a second switch S2 arranged between the power supply means 9 and the voltage converter 12.

[0095] In other words, the control device 16 is partially embedded inside the electrical control system 1.

[0096] To control the first switch SI and the second switch S2, the control means 19 comprise a control unit 20 configured to generate a reference signal E3 capable of actuating the first switch SI which, in turn, controls the second switch S2.

[0097] We refer to [Fig.2] which illustrates an alternative architecture of the control device 16.

[0098] In this example, the first switch SI and the second switch S2 are isolated from the electrical control system 1, which ensures their integrity in the event of incidents occurring in the circuit of the electrical control system 1.

[0099] Each switch SI, S2, of contactor type, is configured to simultaneously receive the reference signal E3.

[0100] Thus, in the case of an aborted takeoff, the power supply to the thrust reversers can begin more quickly.

[0101] Alternatively and as illustrated in [Fig.3], the second switch S2 is arranged inside the electrical control system 1 and more precisely between the voltage booster 120 and the converter 12.

[0102] The second switch S2 is here coupled to the inverter 13 and is controlled by the reference signal E3.

[0103] [Fig.4] illustrates another variant of the architecture of the control device 16.

[0104] In this embodiment, the first and second switches S1, S2 are arranged outside the electrical control system 1 and are driven simul- tangent by the setpoint signal E3 from the control unit 20.

[0105] Furthermore, the voltage booster 120 as well as the storage means 11 are also located outside the electrical control system 1 so as to sufficiently distance them from said electrical control system 1 when the latter is subject to short circuits and thus preserve their integrity.

[0106] We refer to [Fig.5] which illustrates a first flowchart of a method for controlling the electrical control system 1, implemented by said device 16.

[0107] The method begins with a PI step during which the aircraft is in the landing phase.

[0108] Once the aircraft is on the ground, the locking flaps of each thrust reverser of the aircraft open to generate counter-thrust and thus slow the aircraft.

[0109] Thus, each thrust reverser is powered both by the three-phase electrical network 10 and the storage means 11.

[0110] As soon as the shutters are fully open, the control unit 20 generates the setpoint signal E3 to close the first switch S1 and thus allow the electrical network 10 to recharge the storage means 11.

[0111] However, during step P2, following an aborted landing, the pilot actuates the thrust reverser lever to urgently close the locking flaps of each thrust reverser. The aircraft is once again in flight.

[0112] In order to prevent a sliding movement of the thrust reverser locking flaps from occurring unexpectedly in flight, the data acquisition means 17 acquire, during step P3, the data relating to the weight of the aircraft and transmit them to the calculation means 18.

[0113] In step P4, the calculation means 18 indicate to the control means 19 that the aircraft is in flight, after analysis of the data received by the acquisition means 17.

[0114] Consequently, the control unit 20 generates, in the following step P5, the setpoint signal E3 in order to simultaneously open the two switches S1 and S2 if the two switches are arranged in an architecture such as illustrated in FIGS. 2, 3 and 4.

[0115] Following the opening of the two switches S1 and S2, the control unit 14 delivers the first control signal V2 to the storage means 11 in order to discharge them.

[0116] When the aircraft descends to attempt a new landing, the control unit 14 delivers the first control signal V2 in order to authorize the power supply of the storage means 11 by the direct voltage source VL.

[0117] Alternatively, when the two switches are arranged in the control device 16 according to the architecture illustrated in [Fig.l], the first switch controls the second switch S2.

[0118] The voltage converter 12 is now isolated from the power supply means 9.

[0119] In other words, the electrical power supply means 9 are decoupled from the electrical control system 1.

[0120] With reference to [Fig.6], when an aircraft aborts its takeoff, it is advantageous to deploy the thrust reversers in order to slow the aircraft and then allow the aircraft to take off again when the necessary conditions are met.

[0121] In this case, the acquisition means 17 acquire, during step P6, data relating to the weight of the aircraft.

[0122] In step P7, the calculation means 18 recover the data from the acquisition means 17 and indicate to the control unit 20 that the aircraft is on the ground.

[0123] During the following step P8, the control unit 20 generates the setpoint signal E3 intended to close the first switch S1 and the second switch S2 simultaneously or successively depending on the architecture of the control device 16 used, which makes it possible to couple the electrical power supply means 9 to the control system 1 and thus power the electrical machine 8.

[0124] Furthermore, it should be noted that if the storage means 11 could not be fully charged by the direct voltage source VI, for example, following a reduced taxiing phase of the aircraft, a rapid power supply of the storage means 11 can be implemented by the three-phase electrical power supply network 10, the voltage converter 12 and the reversible voltage booster 120 when the first switch SI is closed.

[0125] Thus, the control unit 14 is configured to ensure, during the entire journey traveled by the aircraft, that the opening and closing of the locking flaps can be implemented while limiting the power draw from the electrical network of the aircraft 10.

[0126] For this purpose, the control unit 14 authorizes the power supply of the storage means 11 by the electrical network 10 before controlling the thrust reverser or by the direct voltage source VI during the taxiing, flight or descent phases of the aircraft.

Claims

Claims

1. Method for controlling an electrical control system (1) of a thrust reverser for an aircraft comprising electrical power supply means (9) comprising a three-phase electrical power supply network (10) and energy storage means (11), characterized in that the control method comprises: - a step of coupling the electrical power supply means (9) to the electrical control system (1) when the aircraft is on the ground and, - a step of decoupling the electrical power supply means (9) from the electrical control system (1) when the aircraft is in flight,the step of coupling and the step of decoupling the supply means (9) comprising a step of generating a setpoint signal (E3) capable of controlling the closing and opening of a first switch (SI) arranged between the three-phase electrical supply network (10) and the electrical control system (1) and capable of controlling the closing and opening of a second switch (S2) coupled to the supply means (9).,

2. Method according to claim 1, in which the setpoint signal (E3) simultaneously controls the first and second switches (SI, S2).

3. Control device (16) of an electrical control system (1) of a thrust reverser for an aircraft comprising electrical power supply means (9) comprising a three-phase electrical power supply network (10) and electrical energy storage means (11), characterized in that it comprises control means (19) configured to couple the electrical power supply means (9) to the electrical control system (1) when the aircraft is on the ground and, decouple the electrical power supply means (9) from the electrical control system (1) when the aircraft is in flight, the control means (19) comprising a first switch (SI) arranged between the three-phase electrical power supply network (10) and the electrical control system (1), and a second switch (S2) coupled to the power supply means (9),the control means (19) being configured to generate a setpoint signal (E3) capable of controlling the closing and opening of the first switch (SI) and the second switch (S2).,

4. Device according to claim 3, in which the reference signal (E3) is capable of simultaneously controlling the first and second com- mutator (SI, S2).

5. Device according to claim 3 or 4, comprising a direct voltage source (V3) capable of supplying the electrical energy storage means (11).

6. A device according to any one of claims 3 to 5, wherein the storage means (11) comprises a plurality of supercapacitors or batteries.

7. Device according to any one of claims 3 to 6, wherein the first and second switches (S1, S2) are contactors.

8. Aircraft comprising electrical power supply means (9) and at least two thrust reversers each comprising an electrical control system (1) controlled by a piloting device (16) according to any one of claims 3 to 7.

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